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Nazi UFOs - |
Bellonzo-Schriever-Miethe Discs
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The Schriever-Habermohl Project
Epp Fleissner Meith Schauberger Schriever |
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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 "aluminium" 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.
Josef 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, 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 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.
Josef Andreas Epp reports in his book Die Realität 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 2000 kilometers per hour . Many other writers cite the same or similar top speed.
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.
The "Flugscheibe" of Adolf Hitler
by Cecil Owen
Four hangar technicians appeared out of a secret hangar, with a very strange looking aircraft. It was completely round, with a round cockpit directly in the center. It looked like an 'upside down wash basin.' The chief test pilot, Rudolf Schriever, quickly climbed into the cockpit. The aircraft began to make a hissing and humming sound. The edges began to blur and rotate around the cockpit. Suddenly it shot straight up into the air. The machine went from zero to 55 mph in just a few seconds. In just three minutes it had reached 37,000 feet, traveling 1,500 mph. This was the 'Flugscheibe' of der Führer Adolf Hitler. Translated into English the word means 'Flying Disc.'
The phrase flying saucer was not coined until 1947. When Deputy Federal Marshal, Kenneth Arnold was flying his private airplane near Washington's Mount Rainer, he spotted a chain of nine peculiar looking aircraft. He exclaimed, "they fly like a saucer, if you skipped it across the water." Hitler's flying disc was probably the world's first flying saucer.
The place is the Prag-Gbell Airport, and the time is September of 1943. There were three separate German projects developing flying discs. The Schriever-Habermohj Project, with Rudolf Schriever, engineer and test pilot and Otto Habermohl, engineer. They were located at the Prag-Gbell in Czechoslovakia. Next was the Miethe-Belluzzo Project, with Dr. Heinrich Richard Miethe, scientist, and Professor Giuseppe Belluzzo, Italian engineer. They had three facilities, Dresden, Germany, Breslav, Germany, and Letow Prag in Czechoslovakia. The third was the Peenemünde Project, on the Island of Usedom in the Baltic Sea. This is also the island where Dr scientist Wernher von Braun was developing the V-1 and V-2 rockets.
Now it makes no difference whether you believe in flying saucers or not. For flying saucers do exist and have been around for many years. There is too much documented proof, so try to have an open mind. Most of the major powers of the world know this, although they all deny that fact. It has been one of the most heavily guarded secrets of the world. During World War ll Nazi Germany developed the first flying saucer. As previously stated, the saucer was completely round with a round cockpit in the center. Under the cockpit were two rocket jet engines that were enclosed in the round fuselage. The cockpit was surrounded by rotating adjustable vane blades forming a circle. The vanes were held together by a band around the outer edge of the wheel like device. The pitch of the vanes could be adjusted so that during takeoff more lift was possible by increasing their angle. In level flight the angle would be decreased. There are twelve vane blades and each one had a small rocket motor. This is what caused the rotation of the vanes and the outer shell of the saucer. After the saucer had risen to a sufficient height, then the large horizontal rocket jet engines would be turned on.
This aircraft could and did leave the Earth's atmosphere and travel into outer space. (Can you imagine traveling seven miles in one second! This sounds so incredible it is hard to believe. This is travelling at a speed of well over 17,000 miles per hour. This is what you must do in order to escape the gravitational pull of the earth). The German scientists were developing an atomic engine for Hitler's "Flugscheibe" when World War ll ended.
The technicians, scientists and engineers that were working on the various German flying discs were conscripted by several allied nations. France, England, Canada, Australia, Russia and the United States of America. France developed a flying saucer with the help of French aerospace designer Rene Couzinet. It had a diameter of twenty seven feet but not too much is known about it. However, pictures of it appeared in the Philadelphia Penn Inquirer on July 5, 1955. Russia developed a flying saucer with the help of Josef Andreas Epp. He had been an engineer consultant with both the German Schriever-Habermohl and Miethe-Belluzzo projects. Dr. Heinrich Richard Miethe himself, went to Canada and worked on a joint Canadian-American saucer project. It was located at an airfield near Toronto, Ontario. (This was Avro Aircraft Limited.) The United States Army Air Force also developed a saucer under "Project Silver Bug". Chance Vought, Inc. of Stratford, Connecticut developed the XFSU-1 "Flying Flapjack," another saucer. This was headed by engineer Charles Zimmerman.
Heinrich Fleissner was an engineer, designer and technical advisor for the German Peenemünde saucer project. On March 28, 1955, he filed a patent application with the United States Patent Office for a flying saucer! It was not granted until June 7, 1960. But it is on file today and a copy can be obtained for a few dollars. (The patent number is 2,939,648). Nathan C. Price was an engineer and inventor for Lockheed aircraft. On January 23, 1953 he also filed for a patent for a flying saucer. It was not granted until September 10, 1963. This can also be obtained for a few bucks. (All 12 pages, the patent number is 3,103,324.) The largest and most ambitious flying saucer project was developed by North American Aviation of California. It was the Wright-Patterson United States Army Air Force Base in Dayton, Ohio. It was a strategic military joint effort between the United States, England, Canada and Australia. This project was named the LRV (Lenticular Reentry Vehicle). It was a flying saucer that was forty feet in diameter. It flew by a combination of chemical rocket and nuclear powered engines. It carried four nuclear tipped missiles into orbit for a mission lasting six weeks duration. The speed of this flying saucer was well beyond 17,000 miles per hour.
No one will say at this point of time, does this flying saucer still orbit around the Earth. It makes you wonder how many other "secret projects" are whirling around above our heads. Besides this, are all flying saucers from Earth? Or does God also have flying saucers? In the book of Ezekiel chapter one verse sixteen and chapter ten verse nine ...the prophet Ezekiel describes "A wheel in the middle of a wheel."
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 "aluminium" 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.
Josef 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, 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 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.
Josef Andreas Epp reports in his book Die Realität 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 2000 kilometers per hour . Many other writers cite the same or similar top speed.
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.
The "Flugscheibe" of Adolf Hitler
by Cecil Owen
Four hangar technicians appeared out of a secret hangar, with a very strange looking aircraft. It was completely round, with a round cockpit directly in the center. It looked like an 'upside down wash basin.' The chief test pilot, Rudolf Schriever, quickly climbed into the cockpit. The aircraft began to make a hissing and humming sound. The edges began to blur and rotate around the cockpit. Suddenly it shot straight up into the air. The machine went from zero to 55 mph in just a few seconds. In just three minutes it had reached 37,000 feet, traveling 1,500 mph. This was the 'Flugscheibe' of der Führer Adolf Hitler. Translated into English the word means 'Flying Disc.'
The phrase flying saucer was not coined until 1947. When Deputy Federal Marshal, Kenneth Arnold was flying his private airplane near Washington's Mount Rainer, he spotted a chain of nine peculiar looking aircraft. He exclaimed, "they fly like a saucer, if you skipped it across the water." Hitler's flying disc was probably the world's first flying saucer.
The place is the Prag-Gbell Airport, and the time is September of 1943. There were three separate German projects developing flying discs. The Schriever-Habermohj Project, with Rudolf Schriever, engineer and test pilot and Otto Habermohl, engineer. They were located at the Prag-Gbell in Czechoslovakia. Next was the Miethe-Belluzzo Project, with Dr. Heinrich Richard Miethe, scientist, and Professor Giuseppe Belluzzo, Italian engineer. They had three facilities, Dresden, Germany, Breslav, Germany, and Letow Prag in Czechoslovakia. The third was the Peenemünde Project, on the Island of Usedom in the Baltic Sea. This is also the island where Dr scientist Wernher von Braun was developing the V-1 and V-2 rockets.
Now it makes no difference whether you believe in flying saucers or not. For flying saucers do exist and have been around for many years. There is too much documented proof, so try to have an open mind. Most of the major powers of the world know this, although they all deny that fact. It has been one of the most heavily guarded secrets of the world. During World War ll Nazi Germany developed the first flying saucer. As previously stated, the saucer was completely round with a round cockpit in the center. Under the cockpit were two rocket jet engines that were enclosed in the round fuselage. The cockpit was surrounded by rotating adjustable vane blades forming a circle. The vanes were held together by a band around the outer edge of the wheel like device. The pitch of the vanes could be adjusted so that during takeoff more lift was possible by increasing their angle. In level flight the angle would be decreased. There are twelve vane blades and each one had a small rocket motor. This is what caused the rotation of the vanes and the outer shell of the saucer. After the saucer had risen to a sufficient height, then the large horizontal rocket jet engines would be turned on.
This aircraft could and did leave the Earth's atmosphere and travel into outer space. (Can you imagine traveling seven miles in one second! This sounds so incredible it is hard to believe. This is travelling at a speed of well over 17,000 miles per hour. This is what you must do in order to escape the gravitational pull of the earth). The German scientists were developing an atomic engine for Hitler's "Flugscheibe" when World War ll ended.
The technicians, scientists and engineers that were working on the various German flying discs were conscripted by several allied nations. France, England, Canada, Australia, Russia and the United States of America. France developed a flying saucer with the help of French aerospace designer Rene Couzinet. It had a diameter of twenty seven feet but not too much is known about it. However, pictures of it appeared in the Philadelphia Penn Inquirer on July 5, 1955. Russia developed a flying saucer with the help of Josef Andreas Epp. He had been an engineer consultant with both the German Schriever-Habermohl and Miethe-Belluzzo projects. Dr. Heinrich Richard Miethe himself, went to Canada and worked on a joint Canadian-American saucer project. It was located at an airfield near Toronto, Ontario. (This was Avro Aircraft Limited.) The United States Army Air Force also developed a saucer under "Project Silver Bug". Chance Vought, Inc. of Stratford, Connecticut developed the XFSU-1 "Flying Flapjack," another saucer. This was headed by engineer Charles Zimmerman.
Heinrich Fleissner was an engineer, designer and technical advisor for the German Peenemünde saucer project. On March 28, 1955, he filed a patent application with the United States Patent Office for a flying saucer! It was not granted until June 7, 1960. But it is on file today and a copy can be obtained for a few dollars. (The patent number is 2,939,648). Nathan C. Price was an engineer and inventor for Lockheed aircraft. On January 23, 1953 he also filed for a patent for a flying saucer. It was not granted until September 10, 1963. This can also be obtained for a few bucks. (All 12 pages, the patent number is 3,103,324.) The largest and most ambitious flying saucer project was developed by North American Aviation of California. It was the Wright-Patterson United States Army Air Force Base in Dayton, Ohio. It was a strategic military joint effort between the United States, England, Canada and Australia. This project was named the LRV (Lenticular Reentry Vehicle). It was a flying saucer that was forty feet in diameter. It flew by a combination of chemical rocket and nuclear powered engines. It carried four nuclear tipped missiles into orbit for a mission lasting six weeks duration. The speed of this flying saucer was well beyond 17,000 miles per hour.
No one will say at this point of time, does this flying saucer still orbit around the Earth. It makes you wonder how many other "secret projects" are whirling around above our heads. Besides this, are all flying saucers from Earth? Or does God also have flying saucers? In the book of Ezekiel chapter one verse sixteen and chapter ten verse nine ...the prophet Ezekiel describes "A wheel in the middle of a wheel."