The Nazi Disks

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The 'Bellenzo-Schriever-Miethe Disc'.

The retractable undercarriage legs terminated in inflatable rubber cushions. The craft was designed to carry a
crew of three The "Schriever-Habermohl" flying disc developed between 1943 and 1945 consisted of a stable
dome-shaped cabin surrounded by a flat, rotating rim. Toward the end of the war, all the models and prototypes
were reported destroyed before they could be found by the Soviets. According to postwar U.S. intelligence
reports, however, the Russian army succeeded in capturing one prototype. After the war, both Schreiver and
Miethe, another German scientist involved in the design of flying disks, came to work for the US under ‘Operation
Paperclip.’. Habermohl was reported, by U.S. Army Military Intelligence, as having been taken to the Soviet Union.

The first non-official report on the development of this craft is to be found in Die Deutschen Waffen und
Geheimwaffen des 2 Weltkriegs und ihre Weiterentwicklung (Germany's Weapons and Secret Weapons of the
Second World War and their Later Development)., J.F. Lehmanns Verlag, Munich, 1956, pps 81-83. The author
of this detailed and technical work on German wartime weaponry was Major d.R. Rudolf Lusar, an engineer who
worked in the German Reichs-Patent Office and had access to many original plans and documents. Lusar
devoted a section of the chapter entitled "Special Devices," to Third Reich saucer designs.

Among other things, Lusar declared: "German scientists and researchers took the first steps toward such flying
saucers during the last war, and even built and tested such flying devices, which border on the fantastic.
According to information confirmed by experts and collaborators, the first projects involving "flying discs" began in
1941. The blueprints for these projects were furnished by German experts Schriever, Habermohl, Miethe, and the
Italian expert Bellonzo.

"Habermohl and Schriever chose a flat hoop which spun around a fixed pilot's cabin in the shape of a dome. It
consisted of steerable disc wings which enabled, according to the direction of their placement, in horizontal takeoff
or flight. Miethe developed a kind of disk 42 meters in diameter, to which steerable nozzles had been attached.
Schriever and Habermohl, who had worked together in Prague, took off on 14 February 1945 in the first "flying
disc." They attained a height of 12,400 meters in three minutes and a horizontal flight speed of 2000 KMH. It had
been expected to reach speeds of up to 4000 KMH.

"Massive initial tests and research work were involved prior to undertaking the manufacture of the project. Due to
the high rate of speed and the extraordinary heat demands, it was necessary to find particular materials in order
to resist the effects of the high temperatures. Project development,which had run into the millions, was practically
concluded by the final days of the war. All existing models were destroyed at the end of the conflict, but the factory
at Breslau in which Miethe had worked fell into the hands of the Soviets, who seized all the material and technical
personnel and shipped them to Siberia, where successful work on "flying saucers" was conducted.

"Schreiver was able to leave Prague on time, but Habermohl must be in the Soviet Union, since nothing more is
known concerning his whereabouts. The aged German builder, Miethe, is in the United States developing, it is
said, "flying saucers" for the A.V. Roe Company in the U.S.A. and in Canada..."

The Schriever-Habermohl Project

The project 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
Actual construction work began somewhere between 1941 and 1943 This was originally a Luftwaffe project which
received technical assistance from the Skoda Works at Prag and at a Skoda division at Letov and perhaps
elsewhere. Other firms participating in the project according to Epp were the Junkers firm at Oscherleben and
Bamburg, the Wilhelm Gustloff firm at Weimar and the Kieler Leichtbau at Neubrandenburg . This started as a
project of the Luftwaffe, sponsored by head of the Luftwaffe’s Technical Section, Generaloberst (Colonel General)
Ernst Udet. It later came under the control of Albert 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 direct control of SS-Gruppenführer (General) Hans Kammler

Georg Klein stated after the war to American intelligence investigators that he saw this device fly on February 14,
1945 . 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 the Prag-Gbell 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 to 6 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.

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. 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, liftoff was achieved.
After the craft had risen to some height, the horizontal jets or rockets were ignited and the small rockets shut off
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
discretion of the pilot.

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 .If these had been plentiful, the
Junkers Jumo 004 probably would have been the first choice. Epp reports Jumo 211/b engines were used . Klaas
reports the Argus pulse jet (Schmidt-duct), used on the V-l, was also considered .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. There is some confusion about the date of these pictures. Epp states the official flight had
been February 14, 1945 but an earlier lift-off had taken place in August of 1944.

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 and attaining a speed around that of the sound barrier . Epp says that
it achieved a speed of Mach 1 (about 1200 kilometers per hour or about 750miles per hour. 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 . On the official test flight, Epp reports a top speed of 2200 kilometers per hour . Lusar
reports a top speed of 2000kilometers per hour . 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.

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 Projekt 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. .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.

Schriever continued to work on the project until April 15, 1945. About this time Prag was threatened by the
advancing Soviet Army. The saucer prototype(s) at Prag-Gbell were pushed out onto the runway and burnt.
Habermohl disappeared and is presumed to have 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 the relative
security of Bavaria. After cessation of hostilities Schriever worked his way north to his parents house in
Bremerhaven-Lehe. He later worked for the U.S. Army.

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 Ernst Udet which was then later forwarded to General Dr. Walter Dornberger at Peenemünde. Dr.
Dornberger tested and recommended the design which was confirmed by Dornberger to Epp after the war 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 Göring and the Luftwaffe. Sometime later, the
Speer Ministry took over the running of this project with chief engineer Georg Klein in charge. Finally, the project
was usurped by the SS in 1944, along with other saucer projects, and fell under the control of Kammler. 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.

Viktor Schauberger [1885-1958], an Austrian inventor who was closely involved with Hitler's Third Reich, worked
on the advancement of a number of flying disc-shaped craft for the Nazis between 1938 and 1945. Based on
"liquid vortex propulsion" many of them, according to records, actually flew. One "flying saucer" [fliegende
untertassen] reputedly destroyed at Leonstein, had a diameter of 1.5 meters, weighed 135 kilos, and was started
by an electric motor of one twentieth horsepower. The vehicle was equipped with a turbine engine to supply the
energy required for liftoff.

According to Schauberger, "If water or air is rotated into a twisting form of oscillation known as 'colloidal', a build
up of energy results which, with immense power, can cause levitation." On one attempt one such apparatus "rose
upwards, trailing a blue-green, and then a silver-colored glow."

The Russians blew up Schauberger's apartment in Leonstein, after taking what remained following an earlier visit
by the Americans. Schauberger supposedly was later involved in working on a top secret project in Texas for the
U.S. Government and died shortly afterwards of ill health.

In a letter written by Schauberger to a friend it states that he once worked at Matthausen concentration camp
directing technically oriented prisoners and other German scientists in the successful construction of a saucer. In
this letter written by Schauberger, he gives further information from his direct experience with the German military :

"The 'flying saucer' which was flight-tested on the 19th February 1945 near Prague and which attained a height of
15,000 metres in 3 minutes and a horizontal speed of 2,200 km/hour, was constructed according to a Model 1 built
at Mauthausen concentration camp in collaboration with the first-class engineers and stress-analysts assigned to
me from the prisoners there.

It was only after the end of the war that I came to hear, through one of the workers under my direction, a Czech,
that further intensive development was in progress: however, there was no answer to my enquiry.

From what I understand, just before the end of the war, the machine is supposed to have been destroyed on
Keitel's orders. That's the last I heard of it.

In this affair, several armament specialists were also involved who appeared at the works in Prague, shortly before
my return to Vienna, and asked that I demonstrate the fundamental basis of it:

The creation of an atomic low-pressure zone, which develops in seconds when either air or water is caused to
radially and axially under conditions of a falling temperature gradient."

Sources and References

Combined Intelligence Committee Evaluation Reports, Combined Intelligence Objectives Subcommittee, Evaluation
Report 149,page 8

Lusar, Rudolf, Die Deutschen Waffen und Geheimwaffen des 2. Weltkrieges und ihre Weiterentwicklung, J.F.
Lehmanns Verlag, Munich, 1956, pps 81-83

Meier, Hans Justus, "Zum Thema "FliegendeUntertassen" Der Habermohlsche Flugkreisel", reprinted in
Fliegerkalender 1999, Internationales Jahrbuch die Luft-und Raumfahrt, Publisher: Hans M. Namislo, ISBN 3-8132-
0553-3 page 24,

Epp, Joseph Andreas, Die Realität derFlugscheiben, Efodon e.V., c/o Gernot L. Geise,Zoepfstrasse 8, D-82495
1994, page 28,

Keller, Werner, Dr., Welt am Sonntag, "Erste ‘Flugscheibe’ flog 1945 in Prag enthuellt Speers Beauftrager", an
interview of Georg Klein April 25, 1953,

Zwicky, Viktor, Tages-Anzeiger52 für Stadt und Kanton Zuerich, "Das Raetsel der Fliegenden Teller Ein Interview
mit Oberingenieur Georg Klein, derunseren Lesern Ursprung und Konstruktion dieser Flugkörpererklaert"
September 19, 1954, page 4,

Klein, Georg, "Die Fliegenden Teller", Tages-Anzeiger für Stadt und Kanton Zuerich

Der Spiegel, March 30, 1959, "Untertassen: Sie fliegen aberdoch" October 16, 1954, page 5, Article about and
interview of Rudolf Schriever

Comment: This is a fascinating and well-researched piece of investigative journalism but without any question,
those who believe that strange aliens from the outer limits of space visit this world daily, landing at Area 51 in
Nevada for Slurpees and then zipping off again to conduct joyful anal probes of fat women in Mississippi, will
predictably react with shrieks of rage upon reading this. Ed

No rage here just mild amusement
and knowledge of a bigger picture...

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An Aeronautical History of Flying Saucers

by Manuel Carballal

[Excerpted from his book "Saucers Unveiled!", 1995]

The concept of "flying saucers" has become synonymous with that of UFO, and by logical extension, to
"extraterrestrial spacecraft." The truth is that these concepts are not necessarily related.

Long before Kenneth Arnold initiated the modern age of the societal phenomenon known as UFO, there were
already "flying saucers" that had little in common with spacecraft from other planets.

Any enthusiast of aviation history will have encountered sketches of "flying saucers" and discoidal aircraft more
than once in aviation catalogues and publications. In his own day, Leonardo Da Vinci had already sketched the
outlines of circular vehicles: war wagons, movable fortresses, and other artifacts which, had they been endowed
with the power of flight, would be the perfect ancestors of our "flying saucers."

the First Flying Saucer?

Later on, in 19th century Germany, as a foreshadowing of the Nazi saucers which have given modern ufologists
such migraines, mathematician and aviation theoretician August Wilhelm Zachariae, nowadays forgotten by
aeronautical history, experimented with circular wing prototypes. In 1922, Lee Richards, an Englishman,
developed a circular wing aircraft in Britain which should have been able to attain speeds of 130 KMH and a
taxiing speed of some 35 KMH.

During the 1930's, a number of circular wing aircraft were built in the United States, some of which would
eventually confuse ufologists, who took them as evidence of UFOs which had crashed on American soil. On one
hand, H. Zimmerman conducted several tests in 1932 with a variety of circular wing aircraft inside a wind tunnel in
order to prove the lesser degree of distension in their extremities. The results of these tests were published in
"Technical Report 431," issued by NACA (known today as NASA), producing a genuine sensation and leading to
the creation of US patent 2,108,093. A practical use for them would be found later on in the "Chance Vought 173"
whose maiden flight occurred in 1942.

Another of these designs, which according to German aeronautical magazines, "should have been endowed with
good short-landing characteristics," was the first of the Caldwell aircraft.

A former carpenter, Jonathan E. Caldwell had learned aeronautical engineering on his own. His natural aptitude
for that discipline was such that he managed to create his very own aircraft manufacturing company. The Gray
Goose Company--Caldwell's enterprise--had designed at least two kinds of circular wing aircraft. One of them was
a small helicopter featuring a conventional fuselage, but mounted over the cockpit was a tripod which held a large
disk, four meters in diameter, with protruding gyrating blades.

The other prototype, which was by far more sophisticated, boasted a structure closely resembling that of a spool,
composed of two steel-reinforced plywood frames, which resembled large cheese boxes. Both sections--designed
to rotated in opposite directions and equipped with a short-bladed rotor that protruded around the edges--were
separated by the pilot's cockpit, which was located near the engine bracket.

In spite of the fact that Caldwell's circular-wing aircraft test flights began in 1935, I have references from the
University of Miami that indicate the same design of aircraft at least a year earlier.

In May 1949, officers of the U.S. Air Force assigned to the collection and study of UFO reports received a letter
from a Maryland citizen who claimed having purchased stock in the Gray Goose Company, a small local firm
engaged in building odd aircraft similar to the "flying saucers" bandied about by the press in those days. We must
keep in mind that two years earlier, the psychosocial phenomenon known as UFO had kicked off on June 24,
1947.

Following up on the Marylander's claims, an Air Force team, accompanied by the Maryland Police, visited a old
farm in Glen Burnie which had doubled as a hangar for Caldwell's local aeronautics firm. The remains of a pair of
Jonathan Caldwell's circular-wing aircraft were discovered inside a ramshackle hut located in this suburb of
Baltimore.

Apparently, his skill with aircraft did not match his business sense, and this led him to bankruptcy. The
resourceful Caldwell had no problem with selling stock in his company whenever he had financial difficulties, and
such disintegration led him to ruination. Around 1940, When the Maryland tax authorities began to take an
interest in the engineer's file, he disappeared, leaving behind the remains of his earliest "flying saucers."

In time, researchers managed to find a man who had allegedly piloted one of Caldwell's circular-wing aircraft over
Washington, D.C. ten years earlier. Based on the date of the presumptive flight and in the pilot's description, who
stated that the Caldwell airplane had not risen above a few tens of meters during the span of a few minutes, the
Air Force concluded that those prototypes could not be responsible for the "flying saucer" reports that were being
received from all around the country. Nonetheless, the photographs of the remains found in the Gray Goose
Corporation's shed, the early American prototypes of circular-wing craft, have frequently appeared in UFO books
and magazines related to alleged "crashed" saucers.

The Reich's Flying Saucers

In its February 1989 issue, the German magazine Flugzeug published the following report made by a German
aviation official who, allegedly, been the protagonist of the astonishing sighting involving a "flying saucer" at the
Prag-Gbell (formerly Praha-Kbely) aerodrome in 1943. The controversial report follows:

"Place of Sighting: C 14 Flight School at the Prag-Gbell aerodrome. Date of Event: August/September 1943,
supposedly on a Sunday (I seem to recall there were no services on that day. The weather was good, dry and
sunny. Kind of Observation: "I was with my flight comrades on the air strip, more precisely, near the school
buildings, some 2000 meters away from the arsenal (located to the extreme left).

The device was inside the hangar: a disk some 5-6 meters in diameter. Its body is relatively large at the center.
Underneath, it has four tall, thin legs. Color: Aluminum. Height: Almost as tall as a man. Thickness: some 30 - 40
cm., with an rim of external rods, perhaps square orifices.

The upper part of the body (almost a third of the total height) was shrunken over the upper half of the disk. It was
flat and rounded.

Along with my friends, I saw the device emerge from the hangar. It was then that we heard the roar of the
engines, we saw the external side of the disk begin to rotate, and the vehicle began moving slowly and in a
straight line toward the southern end of the field. It then rose almost 1 meter into the air. After moving around
some 300 meters at that altitude, it stopped again. Its landing was rather rough.

We had to leave the area while some custodians pushed the vehicles toward the hangar. Later on, the "thing"
took off again, managing to reach the end of the aerodrome this time.

Afterwards, I made a note in my flight log of the members of the FFS C14 who were present at the moment:
Gruppenfluglehrer (group flight instructor) Ofw. Michelsen; Fluglehrer Uffz. Kolh und Buhler; Flugschüler (flight
students): Ogefr, Klassmann, Kleiner, Müller, Pfaffle, Schenk, Seifert, Seibert, Squarr, Stahn, Weinberger,
Zöbele, Gefr, Hering, Koza, Sitzwohl, Voss, and Waluda."

Certainly, even Flugzeug's editors treat the report cautiously: "the device described by these observers is
antithetical to those described by Schriever, Habermohl, Miethe, and Bellonzo with their vast basic dimensions."
And these German experts cannot be mistaken, since it is known to all of those who are well-versed in
aeronautics that during the history of Nazi aviation at least two circular-wing aircraft were built, and fifteen others
were designed, although there remains the possibility that the object supposedly tested at Prag-Gbell was one of
the prototypes destroyed by the Nazis in order to keep it from falling into Allied hands after the fall of the Third
Reich.

The history of German "flying saucers," unmindful of previously mentioned antecedents such as the designs of
August Wilhelm Zachariae, begins with Alexander Lippisch, who developed his Delta-winged rocket-fighter, the
Me-163, since early 1939 for Augsburg's Messerschmitt, and which was later produced in a series. Lippisch also
researched the circular-wing endeavors of 1940-41 in AVA's wind tunnel at Gottingen, although without obtaining
spectacular results.

Toward the late '30s, another German was also designing circular aircraft, even more interesting than the ones
by Zachariae. His name was Arthur Sack, a farmer from Machern (near Leipzig). A fan of model aviation, Sack
decided to put aside the speculation about "flying saucers" and get working on one such model. Although
aeronautical publications such as Luftfahrt International, Air International, and RAF Flying Review published
photos of this "Nazi UFO", we have no idea what inspired Sack, yet his saucer exists: It is a flat, circular aircraft,
sporting the colors of the German Luftwaffe. Only two photographs with no additional details have been
preserved.

The "saucer", with its impeccable military aspect, has a canopy reminiscent of the old M-109, the star of World
War II fighters. The existence of a wooden propeller and a rigid spur can lead one to speculate that this vehicle
was intended as a worthy opponent to the Mustangs, Thunderbolts, and popular Spitfires of the Allies.

AS6 - The Story of a Nazi "UFO"

The public presentation of Sack's flying saucer took place during the celebration of the First National Contest for
Air Models With Combustion Motors, held on the 27 and 28 of June, 1939 in Leipzig-Mockau (Germany).

Arthur Sack's model measured 1,250 mm and weighed 4,500 grams, powered by a built-in Kratmo-30 motor, 0.65
V and 4,500 RPM with a propeller measuring 600mm in diameter.

Those participating in the event, which was wisely held behind closed doors, had to cover a round-trip flight
utilizing the simplest guidance mechanism available. Nonetheless, this early attempt at using small models for
tactical reconnaissance purposes proved to be a resounding failure. Most of the models, fitted with the so-called
"self-guidance device" and their respective motors, displayed their worst qualities.

The only truly remotely guided model, built by Sinn, broke down at the starting line, while another, equipped with
a steam turbine built by Soll, caught fire. It was a veritable disaster.

Sack didn't escape the rash of bad luck. His "flying saucer" was unable to lift off the ground, and finally, Sack had
to throw it into the air himself. After this "assisted takeoff", the model managed to perform 100 meters of stable
flight, just barely reaching the finish line. Sack fine-tuned his designed following this experience in order to
achieve longer, quicker flights. In spite of it all, Arthur Sack was extremely fortunate, since among the spectators
to the event was General-Air Minister Udet, who was deeply impressed by the concept.

Udet became a strong supporter of the military use of "flying saucers," assigning them the role hitherto developed
for barrage balloons. He promised Sack that he would "smooth the road for further research."

No sooner said than done: Arthur Sack built some additional "flying saucer" models prior to beginning the
construction of a manned aircraft in the midst of the war years at the MIMO plant (Mitteldeutsche Motorwerke) in
Leipzig. The final design, which received the nomenclature of AS6, was completed at the Brandis flight shop
(Flugplatz-Werkstatt) in early 1944.

The very first AS6 prototype was equipped with an Argus 10cc, 140 HP engine, and a 6.40 meters thick circular
wing with a Gottinger profile. For a flight weight estimated at some 750 - 800 kgs., the wing load must have been
some 25 to 30 kilos per square meter. Therefore, it almost fit within the measurement parameters of a Klemm 25D.

Finally, with the prototype already in the hangar, all that was needed was to find a pilot--which Sack was not--and
begin testing.

Baltabol, the very same flight leader of the ATG (formerly known as DFW) began to work on the AS6 in April,
1944. He remarked upon seeing the saucer: "The aircraft makes a very positive impression, and its external
aspect is very good. However, it cannot be categorically described as a clean piece of work, taking into
consideration the resources available at Brandis for its utilization."

Baltabol's statement turned out to be prophetic, as the first experiments with the "flying saucer" were burdened
with complications. During the prototype's initial roll-out, both the shape and an unfortunate pedal adjustment
caused the rudder and the brake to fail. A crack in the spur put a premature end to this early attempt.

In the April 1979 issue, Luftfahrt International, the German aeronautical magazine, detailed the first test flights by
the Nazi flying saucer.

"The spur was strengthened later on by a steel rail in the fashion of a faired beam, and as soon as the pedal was
relocated to a more convenient position, the test flight took place. Baltabol attempted five takeoffs from the 1.2
Km runway at Brandis, but the rudder was extremely hard. The right strut on the landing gear cracked during the
final effort."

Upon examination of this problem, the pilot's advice regarding the transference of the landing gear some 20 cm.
to the rear was implemented, a move that required reinforcement of the aircraft's rear. But in the end, the
measure would be redoubled, since the builders believed that the landing gear should be moved back by 40 cm.,
which would cause the prototype's nose to tip forward, and Baltabol refused to accept the responsibility for a
takeoff under such conditions, particularly considering the subsequent changes effected to the rudder and the
braking pedals.

In spite of these and other modifications, the AS6 did not take off on its following test: after rolling down the
runway some 600 meters, the aircraft's nose showed no inclination whatsoever to lift off the ground.

New modifications were made and a new attempt was executed. This time, the saucer would roll to the runway's
maximum length of 700 meters in total calm (there was no wind). When Baltabol accelerated, the AS6 picked up
speed and after 500 meters down the runway, its landing gear lifted off the ground. The Nazi saucer had made its
first leap into space.

However, the illusion was as brief as the leap itself. The aircraft touched down once more, and after several
pilot-controlled bounces, Baltabol decided to forgo the takeoff attempt upon seeing the end of the runway grow
dangerously near. For the following test, Baltabol took advantage of lift forces, causing the machine to roll at a
greater angle, thus obtaining a longer--but not higher--skyward jump. A sequel to the test, conducted the same
day, did not meet greater success, since the propeller gave the vehicle a strong inclination which interfered with
its movement.

According to Luftfahrt, Baltabol suggested that a new series of wind-tunnel experiments be performed in order to
calibrate the vehicle's exact flight and takeoff characteristics. Later on, it would be another pilot, Franz Rosle, who
would test Sack's flying saucer in the summer of 1944, although he too would experience certain difficulties, such
as a new crack in the landing gear.

The harried final month of the war surprised the Brandis field, interrupting testing on the AS6. From that moment
onward, the prototype's story is lost amid the confusion of the armed conflict. Nonetheless, Luftfahrt points out
that in the fall of that very same year, a flying saucer was sighted over the Neubiderg aerodrome, near Munich.
There exists the possibility that this UFO was proof that the AS6 had finally overcome all its technical setbacks.

In any case, the AS6's complex history, from a model imagined by a German farmer to its manufacture as a Nazi
military prototype, constitutes a fine example of the existence of "flying saucers" half a century ago, which bore no
relation whatsoever with alien spacecraft...and it wasn't the only one.

The Myth of the Wonder Machines

In 1959, German publishing house J.F. Lehmanns Verlag, based in Munich, was publishing the third edition of Die
Deutschen Waffen und Geheimwaffen des 2 Weltkriegs und ihre Weiterentwicklung (Germany's Weapons and
Secret Weapons of the Second World War and their Later Development). The author of this German manual was
Major Rudolf Lusar, who devoted a section of the chapter entitled "Special Devices" to Nazi saucer designs.

"Habermohl and Schriever chose a flat hoop which spun around a fixed pilot's cabin in the shape of a dome. It
consisted of steerable disc wings which enabled, according to the direction of their placement, in horizontal
takeoff or flight. Miethe developed a kind of disk 42 meters in diameter, to which steerable nozzles had been
attached. Schriever and Habermohl, who had worked together in Prague, took off on 14 February 1945 in the first
"flying disc." They attained a height of 12,400 meters in three minutes and a horizontal flight speed of 2000 KMH.
It had been expected to reach speeds of up to 4000 KMH.

"Massive initial tests and research work were involved prior to undertaking the manufacture of the project. Due to
the high rate of speed and the extraordinary heat demands, it was necessary to find particular materials in order
to resist the effects of the high temperatures. Project development, which had run into the millions, was practically
concluded by the final days of the war. All existing models were destroyed at the end of the conflict, but the
factory at Breslau in which Miethe had worked fell into the hands of the Soviets, who seized all the material and
technical personnel and shipped them to Siberia, where successful work on "flying saucers" is still being
conducted.

These daring and questionable statements by Major Lusar, which were written in the midst of the European flying
saucer craze of the Fifties, have fired the imaginations of many ufologists. However, it is our duty to point out that
experts in aeronautical history have severely criticized these paragraphs, such as the critique which appeared in
the May-June 1975 issue of Luftfahrt International.

The myth about Schriever's "flying top" and the other fantastic discoidal aircraft designs quoted by Lusar would
have no currency whatsoever, were it not for the large number of journalistic references from that time which
allude to such vehicles. While the "magical" technology of the "flying tops" described by Lusar is incompatible with
the fits and starts to get the AS6 airborne, it would be absurd to utterly deny their existence as a result of
contradictory names and dates of the different journalists who dealt with the matter. It is enough to read a
chronicle of a given modern event in five different newspapers to find an endless number of contradictions.

W.A. Harbison, author of Genesis, documented his tale with personal research in West German archives and
periodical libraries, discovering large amounts of press and magazine clippings, all dating to the Fifties,
concerning Rudolf Schriever and his astonishing discoidal designs.

To this end, we questioned Justo Miranda, an aviation historian and model-maker with 20 years' experience,
founder of the A Escala modelling magazine and an expert on terrestrial UFOs.

Miranda confirms the fact that the Germans indeed built several saucers. "The first one among them to fly was a
conventional vehicle (the AS6 V 1 described earlier), which was powered by a propeller motor, and taxied up and
down the runway without ever taking off in April 1944. This low level of performance shouldn't surprise us, since
Professor Alexander Lippisch, in cooperation with Messerchmitt, demonstrated in 1941 that circular wings (profile
K 1253) had very low aerodynamic performance. On the other hand, Johnson and Caldwell, in the United States,
unsuccessfully built similar devices in 1935-36 (they went bankrupt).

"They tried again during wartime with the U.S. Navy's Chance Vought XF5U-1, which was rejected for active
service in spite of the addition of all kinds of rudders which shattered the circular wing principle. Aerodynamically
speaking, circular wings aren't efficient. A half-moon or capital "D" shape, with the flat part toward the back, is
much better. There can be no doubt about it.

"But there exists another path. The Germans discovered through the use of the rotating wing vehicle, which is in
essence an autogiro with a multibladed propeller, some of them touching others, forming a perfect circle and
linked together by an outer ring and a fixed central dome.

"The tube that emerges from the lower part is the jet exhaust, which could be moved to maneuver in mid flight
(like squid do). Blade rotation was accelerated and aimed upward for take-off. Upon acquiring speed--and
tremendous inertia--the blade angle was changed from -3 to +3 degrees, and the device would take off all of a
sudden. There was no need for a system to maintain the cockpit stationary, since the blades rotated
independently, with no torsion factor as is the case with autogiros.

"The prototype flew in the Prague aerodrome in 1943. It was a very promising design and its only flaw was its
flight control. It seems that the final version had two engines: one with a steerable double exhaust over the disc
itself and another underneath it.

"I believe they would have managed to control the differential flow of the four jets to obtain some rudimentary form
of control, but without the use of computers, they would have not managed this before the war's end.

" Closing the blades with an angle of zero to form a continuous surface, the device would have been able to attain
"high subsonic speeds" (about 0.8 Mach) and a considerable altitude. In a preliminary computation, a wing 30
meters in diameter with two HeSO11 jets would reach a height of 25,000 meters without any loss of control. An
impressive reconnaissance craft, and a long range bomber as well! But not the wonder machine that ufologists
would have it be...

Justo Miranda's expert analysis lead to a variety of paths of reflection. To Miranda and other aeronautical
experts, putting aside the exaggeration and mystifications of conspiracy-minded ufologists, it is a fact that the
Germans indeed built "flying saucers" and other surprising aircraft destined to change the course of history.

After the Nazi capitulation, the allies made off with documentation enabling them to reconstruct scientifically, and
even technologically construct, revolutionary aviation prototypes designed by the German air force during World
War II with the intention of changing the aircraft concept. The "Miracle Fighter", for example.

The Miracle Fighter

The fantastic Focke-Wulf "miracle fighter" is one of the few German secret designs which was developed into
publicly acknowledged military airplanes.

Its story begins in 1942. German aeronautical research records for that year include a report by the Aerodynamic
Testing Center in Gottingen, entitled "The Flying Wing". In this report, authors E. Von Holst, D. Küchermann and
K. Solf examined the possibility of conceiving an aircraft that would combine the propulsion and lifting bodies,
based on the flight of dragonflies as a source of inspiration. The original idea called for a powerful,
fuselage-mounted propulsion engine to power two wide-diameter, inverse-rotation propellers. The lightweight and
simple turboprop engine had not yet been developed. As Carlos Simó correctly points out in the Encyclopedia
Más Allá de los Ovnis, such a vertical take-off device could revolutionize German aeronautics.

In the fall of 1944, the "miracle fighter" project had been calculated with great detail, and when compared to other
fighters from the same time period, it should have had extraordinary flight performance: 1000 KMH had been
calculated as its maximum ground speed, and some 840 KMH at an altitude of 11,000 m.. The initial elevation
speed would be 25 meters per second, which would be reduced to 20 meters per second at cruising altitude.

Setbacks in the development of the propellers, according to Sengfelder, and the utter defeat of the Germans,
kept this most interesting aircraft from ever making it off the drawing board. The blueprints fell into American
hands, who realized in June 1945 that an advanced fighter was about to be born. These documents were
stamped SECRET and the ramjet-powered wing was never officially built.

Nonetheless, in spite of the belief that the miracle fighter was never officially developed, the fact is that the
U.S.--ultimate destination of the information liberated from the Nazis--built at least two aircraft suspiciously similar
to the revolutionary German project.

These were the Lockheed XFV-1 "Tailsitter" and the Convair XFY-1 "Pogo", both equipped with fixed wings. In
either case, propulsion was provided by means of a 5,850 HP Allison YT40-A-14 turbine, and two reverse
propellers 4.8 meters in diameter. Although test flights could be completed with relatively favorable results, the
U.S. Navy was not interested in "tail take-off" and the project was abandoned. This is, at least, the official story.

UFOs or Prototypes?

On December 13, 1944, the South Wales Argus published a surprising article which read: "The Germans have
built a secret weapon coinciding with the holiday season. The new device, which appears to be an aerial defense
weapon, resembles the glass ornaments used to decorate Christmas trees. They have been seen suspended in
the air over German territory, sometimes alone, and sometimes in groups. They are silver in color and appear to
be transparent."

Soon after, on January 2, 1945, it was the New York Herald Tribune who stated the following: "It seems the Nazis
have sent a novelty into the night skies over Germany. These are the strange and enigmatic spheres known as
Foo Fighters, which run along the wings of Beaufighter aircraft and secretly fly over Germany. For more than a
month now, pilots have encountered these seemingly-unknown wonder weapons in their nocturnal flights. The
fireballs appear all of sudden, follow airplanes for kilometers at a time, and according to official reports, appear to
be guided from the ground by radio."

These fireballs described by the news media of the time are known to ufologists as "Foo-Fighters", and Allied
pilots considered them to be, at the time, some sort of Nazi secret weapon.

In 1968, Italian author Renato Vesco published his classic Intercept-But Don't Shoot, in which he states the theory
that UFOs are secret earthbound weapons. In his book, Vesco also takes on the tricky "Foo-Fighters," presenting
several sightings and developing his theory concerning secret weapons: "On November 27, 1944, in the vicinity
of the German city of Speier, pilots Giblin and Clerry ran across an enormous, glowing orange light which flew, at
a speed of nearly 500 miles an hour, just scant meters over their fighter..."

"At 0600 hours on December 22, at an altitude of ten thousand feet, near Hagenau, two very large and glowing
orange lights rose quickly from the ground and straight toward us. Once airborne, they followed our airplane
under perfect control (by ground controllers). Their fire seemed to extinguish as they headed off." The remainder
of this report is censored. Evidently, it discussed the unforeseen "illness" of the on-board radar.

Two nights later, the same pilots crossed the Rhine and were surprised by a flaming red ball that suddenly
"turned into a sort of airplane whose upper half was built like a wing. It then glided away and vanished." Other
censored paragraphs follow.

Based on the report of flight officers like these, and the fact that the Allies discovered components of the
Feuerball, Vesco believes that such cases are no way natural phenomena, electrostatic or atmospheric (St.
Elmo's Fire, globe lightning, etc.) Kicking off from this premise, Renato Vesco identifies the Foo Fighters with
secret antiradar weapons.

"In the fall of 1944, an experimental center sponsored by the Luftwaffe at Oberammergau, in the Bavarian Alps,
should have finished research on electrical devices capable of interfering with running engines at a maximum
distance of 30 meters by means of intense electromagnetic fields. Damaging the ignition circuits of an airplane
engine would have caused the vehicle to fall from the sky. To make the invention efficient and practical, German
technicians hoped to at least triple the useful radius of the weapon, but by the time the war was over, experiments
to this end were barely even on the drawing boards.

"Meanwhile, as a sub product of this research for immediate military use, another center under the joint control of
the Speer Ministry and the S.S. Technical High Command had adopted the concept of "radio proximity
disturbances" of interference on the much more delicate and vulnerable electronic devices found on American
fighter planes.

"This, a round, shielded flying machine was born, more or less similar to the shell of a large turtle. It flew by
means of a special jet engine, also flattened and circular, reminiscent of Hiero's Aeolipile, and generating a great
halo of luminous flame. It was both unmanned and unarmed. Radio-controlled up until takeoff, the device would
then automatically follow enemy aircraft, attracted by their exhaust fumes and approaching them without colliding,
which was enough to throw their radar equipment into disarray.

"The flaming peripheral halo was obtained by means of a very "rich" combustion and chemical additives which
intensely ionized the atmosphere near the airplane, subjecting on-board radar to powerful static fields, generated
by large shielded klystron radio tubes which provided special anti-collision and anti-thermal protection.

"A metallic arc flowing with alternating current in the proper frequency (in other words, equal to those used by the
radar station) can block the blips--the return signals appearing on the screen. The Feuerballs, while visible at
night, practically eluded the reach of the most powerful American tracking devices of the time.

"The device's builders hoped that Allied aviators, once the "harmlessness" of the luminous globes had been
determined, would abstain from opening fire on them out of fear of being engulfed in the aftermath of an
explosion. In fact, on more than one occasion, American pilots believed that there was some German technician
on the ground with his finger poised on a button, ready to make the Foo Fighter blow up.

"The Feuerball project was originally started at the Wiener Neustadt aeronautical installations, with the
collaboration of Flugfunk Forschunganstalt (FFO) in Oberpfaffenhoffen for missile guidance (but was it really a
missile?). The first witnesses of the device's early test flights, not yet equipped with its electronic gadgetry, stated
that "...by day, it resembled a luminous disc spinning around its own axis, and looked like a burning balloon at
night."

"Hermann Göring inspected the project several times, because he expected--as indeed happened--that the
mechanical principle could result in an offensive weapon capable of revolutionizing the field of aerial warfare.

"When the Russians began advancing into Austria, construction of the first Feuerballs was apparently continued
at underground workshops in the Black Forest, operating under Zeppelin Werke. The klystron tubes were
provided by the Forschunganstalt der Deutschen Reichpost (FDRP) division of Aach b. Radolfzell on Lake
Constance, and later, also by Gehlberg. These latter products would be of a lower quality than the previous ones,
which demanded the simultaneous use of more "Feuerballs" operating in formations."

Vesco's information on the Feuerballs is obviously disconcerting, particularly if we keep in mind that some pilots
stated the balls of fire were capable of piercing through the fuselage and the cockpits of their airplanes. And
more so if we consider that this same phenomenon (fire balls) has occurred in many other paranormal contexts.

While there are at least two well-know photographs of Foo Fighters taken by aviators, there also exist photos of
identical "fireballs" taken during spiritist sessions at the turn of the century, during alleged Marian apparitions, in
parapsychic contexts, etc. On the other hand, and according to a number of authors, when the Allied seized
Berlin they discovered that the very same Foo Fighters they considered to be Nazi secret weapons, were taken
by German flyers to be American or British secret weapons, which they had also seen and photographed...

The Foo Fighter mystery, therefore, persists up to this very day, since pilots continue being assaulted by strange
balls of flame. One of the most important modern cases was the one involving a commercial flight of the Spantax
airline between Tenerife and Las Palmas (Canary Islands) on September 17, 1968, piloted by Cmdr. Julián
Rodríguez Bustamante.

The official files on this case, which the Spanish Ministry of Defense considered Top Secret for over 25 years,
were recently declassified. It is surprising to see that the phenomenon witnessed by Cmdr. Rodríguez and his
co-pilot Ibáñez Rubia is described as a Foo Fighter by the Air Operations Command, when it is immediately and
incorrectly related with the controversial phenomenon of ball lightning (the identification of Foo Fighters with ball
lightning stems from the cooperation of two civilian ufologists with the Spanish Air Force. Their tendentious
evaluations and arguments regarding this case are utterly groundless).

At the time, Cmdr. Rodríguez told me, after recounting his encounter in great detail, that he rejected the "secret
weapon" explanation of his UFO sighting. Of course, I agree it's highly unlikely that secret Nazi weapons would
have been tested in 1968, and over Spanish skies yet.

It seems that if Project Feuerball really existed, those wonderful secret guided weapons would have been one
thing, and the Foo Fighters seen before the Second World War, and which still pursue our pilots today, would
have been something else.

Postwar Flying Saucers

Some modern authors have fashioned a fantastic "consparanoid" theory out of some myths concerning Nazi
secrets, such as the building of extremely sophisticated flying saucers, the Third Reich's highly symbolic content,
Hitler's esoteric education and devotions, and the legend about the Nazi Empire's reemergence after its
reorganization in some other part of the world.

W.A. Habinson, mentioned earlier, wrote that: "In May 1978, at Stand 111 of a scientific expo at the Hannover
Messe Hall, some gentlemen were handing out what could at first glance be construed as a conventional scientific
magazine of condensed news articles, entitled "Brisant." It contained two seemingly related articles. One of them
dealt with the scientific future of the Antarctic, and another discussed Germany's WWII flying saucers. The saucer
article stressed all the aforementioned information (on Schriever's "Flying Top", Miethe's vehicle, etc.), but added
that the research centers for "Project Saucer" had been located in the Bohemia and Mahren regions.

"In regards to this, it should be noted that Prague is in Bohemia (it seems one of the first trial flights of these craft
took place in Prague), which is more or less surrounded by the Harz, Thuringia, and Mahren mountains. Vast
subterranean research complexes existed in this region, only a few hundred kilometers from Prague.

"The article also included reproductions of detailed designs of a characteristic WWII saucer, making no mention
of the designer, and claiming that they had been altered by the West German government in order to make their
publication "innocuous"...added to this explanation, the anonymous author pointed out later that during WWII,
such devices, whether civilian or military, had been submitted to the nearest patent office, where they were
automatically considered secret (in compliance with lines 30a and 99 of the Patent-und Strafgesetzuch) and
taken from their owners by the research agencies of Himmler's SS. According to the article, some of these
patents disappeared into secret Russian archives at the war's end. Others did the same into equally secret
American and British archives. The remainder were lost along with several members of the Waffen SS and
German scientists.

"Since neither the British, nor the Americans, nor the Russians will ever reveal what they discovered in Nazi
Germany's secret factories, it is worth noting that in 1945, Sir Roy Feddon, one of the heads of the German
tactical mission for the Aeronautical Production Ministry reported: "I have seen enough of their designs and
production plans to understand that if they had managed to protract the war only by a matter of months, we would
have been faced with a number of deadly elements from an entirely new form of aerial warfare." Around 1956,
Captain Edward J. Ruppelt, then in charge of Project Blue Book, had stated: At the end of World War II, Germany
had developed several types of airplanes and guided missiles, mostly still in the planning stages, but they were
the only devices similar to the UFO phenomenon in their behavior."

One of these circular aircraft was the V-173, better known by its nickname--the Flying Flapjack.

The V-173 had already been tested in 1942 based on the ideas of Charles Zimmerman (mentioned earlier).
When the saucer psychosis broke out in the U.S. in 1947, the V-173 (perfected as the XF5 U-1 later on) was
blamed on all the UFO sightings made over American skies. However, the XF5U-1 prototype crashed during a test
flight in 1948, and the V-173 was consigned to oblivion at the U.S. Navy Air Station in Norfolk, Virginia.

It is important to bear in mind that the UFO phenomenon kicks off in 1947, in the form we now recognize, as a
result of observations made by Kenneth Arnold over Mount Rainier. Paradoxically, Arnold didn't see "flying
saucers," rather, he witnessed a formation of nine boomerang-like devices, or "D"-shaped with the straight
section aimed backward (the reader will recall the comments made by Justo Miranda regarding this most
aerodynamic shape). It was a journalistic error that assigned Arnold the term "flying saucer." What really matters
is that the saucer myth spread quickly across the U.S., and then throughout the rest of the world.

Arnold, along with subsequent authors, believed that he had witnessed some secret weapon being tested, rather
than alien spacecraft. The years following the Mount Rainier sighting were filled with scorn toward UFO witnesses
and the suspicion that the U.S. government was developing new secret military aircraft.

A few years ago, a former American federal agent stationed at the Spanish-American air base in Zaragoza,
provided us a video "for military use only" depicting the test flights of one of these saucer-shaped vehicles. But
the story of the Canadian-American saucer had begun much earlier.

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