CHAPTER 16

German Flying Crescents and Discs

THE FLYING DISC Project in Hitler’s Germany was one of three most secret research programmes and was classified Geheime Reichssache, the highest possible top secret. Nowhere, in any academic history of the Second World War, nor in any memoir of a military or political leader of any of the nations involved, Allied or German, will the researcher find the mention of a German flying disc. It is as if the project never existed. Here is the greatest mystery of the Second World War: why a flying vehicle held in such low regard for modern commercial and military purposes should have merited not only Hitler’s but, postwar, the Allies’ highest secrecy rating for it. Very recently the CIA archive has released documents full of accounts by German engineers of their work on circular aircraft capable of astonishing speeds, but useful information on the craft themselves remains elusive.

Had it not been for the spate of UFO sightings by US Air Force personnel over a twelve-day period in 1947 which led the US Army and Air Force to mount a combined project to investigate the phenomenon, the existence of the documentary evidence for the German project would have remained a secret in perpetuity. The confirmatory paper was not declassified until 1969, and only then as an appendix to a fatuous report of 964 pages issued by a University of Colorado committee under the chairmanship of Dr Edward U. Condon, and under contract to the Office of Scientific and Technical Research of the US Air Force.159 This outfit spent two years and $600,000 of US Air Force appropriation to conduct an in-depth investigation of the UFO problem. The study was a total farce and, while having nothing useful to say about UFOs, it did, unintentionally one suspects, confirm the existence of a successful Nazi flying disc programme, and so was not a complete waste of time and money.

The official report prepared on 23 September 1947 remained classified until 8 January 1969 when it was published as Appendix R to the Condon Report. The matter enquired into had begun on the night of 28 June 1947 when two pilots and two intelligence officers at Maxwell Air Force base watched an illuminated UFO perform “impossible aerobatics”. On 29 June a naval rocketry expert watched a silvery disc above the White Sands Testing Grounds. On 8 July three officers at the Muroc supersecret USAF test centre in the Mojave Desert reported three silver-coloured objects heading westwards, and ten minutes later a pilot test flying the new XP-84 reported a yellowish-white spherical object resembling nothing being currently tested or flown heading west into the wind at a fantastic speed. Two hours later a crew of technicians filed a report regarding an object interfering with a seat ejection experiment at 20,000 feet. It appeared to be of white aluminium oval construction with two projections on the upper surface which might have been fins. These crossed each other at intervals suggesting slow rotation or oscillation. No obvious means of propulsion was seen. The following day an F-51 pilot at 20,000 feet about 40 miles south of Munroc sighted a flat object of light-reflecting nature with no vertical fin or wings. He attempted to pursue but it outclimbed him.160

This investigation concluded that UFOs are real and not visionary or fictitious. The objects reported on by USAF personnel were the shape of a disc and as large as a man-made aircraft. Reported operating characteristics such as extreme rates of climb and manoeuvrability (particularly roll) lent possibility to the idea that some of the objects were controlled either manually, automatically or remotely. They had a metallic or light-reflecting surface, showed an absence of trail except in a few instances when the object was apparently operating under high performance conditions, were circular or elliptical in shape, flat on the bottom and domed on top, maintained formations in flights varying from three to nine objects, had no associated sound except in three instances when a rumbling roar was heard, and cruised at above 300 knots.

This is the US Air Force describing UFOs in flight, quite a contrast to the usual official type of opinion released to the public. The signatory to the report, Lt Gen Nathan Twining, Commanding General, Air Material Command, stated that:

“It is possible within the present US knowledge – provided extensive detailed development is undertaken - to construct a piloted aircraft which has the general description of the objects in the sub–paragraphs above, which would be capable of an approximate range of 7000 miles at sub-sonic speeds. Any developments would be extremely expensive, time-consuming and at the considerable expense of current projects…”

Thus it seems that the USAF had no knowledge of domestic flying disc construction by the United States, nor was it particularly keen to get involved in it.

On the afternoon of 24 June 1947, while en route to Yakima, Washington, private pilot Kenneth Arnold saw a formation of nine bright objects flying south from Mount Baker towards Mount Rainier (about 130 miles apart). The leader was higher than the rest and they were flying diagonally in an echelon with a larger gap between the first four and the last five. Arnold assumed they were jets, but he could see no tailplanes. He calculated their speed over a 50-mile distance between two elevations as 1700 mph. They were next “in a chain in the neighbourhood of five miles long, swerving in and out of the smaller peaks, flipping from side to side in unison, dipping and presenting their lateral surfaces”. Eight of the objects looked like flat discs, the other, larger than the rest, resembled a crescent. The following day in a newspaper interview, Arnold likened the objects’ movements to “a flat rock bouncing up and down as it skipped across water”. He was subsequently misquoted and later asserted, “the objects were not saucer-shaped but flew erratic, like a saucer if you skip it across water. They were not circular but reporters misunderstood the term”. Dr Jacqueline Mitton of the Royal Astronomical Society, a firm disbeliever in UFOs, agreed that “Arnold’s original drawings were much more a kind of boomerang shape”. Arnold’s description of the leader, the flying crescent, coincides very exactly with an object reported on numerous occasions by USAF pilots and scientists.

A secret Draft of Collection Memorandum signed by Brig-Gen G. F. Schulgen for the Air Intelligence Requirements Division on 30 October 1947 stated that the alleged flying saucer-type aircraft in which the USAF was interested approximated the shape of a disc and had been reported by many competent observers, including USAF rated officers, from widely scattered places such as the USA, Canada, Hungary, Guam and Japan, both from the ground and from the air. The object had a relatively flat bottom with extreme light reflecting ability. Its plan form approximated an oval or a disc with a dome shape on the top surface, about the size of a C-54 or Constellation aircraft. It was silent except for an occasional roar when operating under super performance conditions. It left no exhaust except occasionally a bluish Diesel-type trail which persisted in the atmosphere for about an hour. Other reports mentioned a brownish smoke trail which could be from a special catalyst for extra power. It had extreme manoeuvrability and the apparent ability to almost hover: it could disappear quickly at high speed or dematerialize, and to suddenly appear without warning as if from extremely high altitude. Several of the craft formed a tight formation quickly and evasive tactics indicated possibly manual or remote control. Under certain power conditions, the craft seemed able to cut a half-mile-wide path through cloud, but this was only seen once.

The draft continued by saying that the first sightings in the United States were reported mid-May 1947 and the last over Toronto on 14 September that year. The greatest activity over the United States was during the last week of June and first week of July. Arnold’s sighting occurred on 24 June. Brig-Gen Schulgen regarded the strange object, “in view of certain observations”, as “a long-range aircraft capable of a high rate of climb, high cruising speed (possibly sub-sonic at all times), highly manoeuvrable and capable of being flown in tight formation. For the purpose of evaluation and analysis of the so-called flying saucer phenomenon, the object sighted is being assumed to be a manned aircraft … based on the perspective thinking and actual accomplishments of the Germans”.

The signatory was assuming at the time that the aircraft was built by the Soviets to German blueprints, but we know now that was not the case. The craft described had “a high rate of climb”, but did not lift up vertically. It was “possibly sub-sonic at all times” but could dematerialize or appear suddenly without warning which, at sub-sonic speed, suggests it entered and left Gravity II at will. Supporting this hypothesis is the fact that the hull had “extreme light reflecting ability”. Brig-Gen Schulgen was by no means convinced that this craft was extraterrestrial: “There is a possibility that the Horten brothers’ perspective thinking may have inspired it – particularly the Parabola, which has a crescent plan form [see Appendix]. The Horten brothers’ latest trend of perspective thinking was definitely toward aircraft configurations of low aspect ratio. The younger brother, Reimar, stated that the Parabola configuration would have the least induced drag – which is a very significant statement…. What is known of the whereabouts of the entire Horten family? All should be contacted and interrogated regarding any contemplated plans or perspective thinking of the Horten brothers.”

These USAF sightings were of an aircraft at a much higher stage of development than anything the United States could have put into the air at the time, (or now, if it was capable of Gravity II travel). It was admitted by the US authorities in the CIOS-BIOS/FIAT 20 report that in aeronautics and all methods of jet and rocket propulsion and guidance systems, at the war’s end the Germans were ahead of the US by at least ten years. By virtue of the quality of observers involved – rated USA officers, test pilots and aeronautical scientists – we can make a positive statement. Either the crescent-shaped aircraft was German-built and operating from some clandestine base. Or it came from the Beyond. One must choose, for there is no third plausible possibility.

German Flying Saucers – The Alleged Machines

The German tradition alleges that Spitzbergen was used for some of their test flights. In a video-recorded interview, Andreas Epp, an aeronautics writer and one of the five principal engineers involved in the German project during the war, stated that a flying disc under remote control from Breslau crashed and was wrecked on Spitzbergen while attempting a landing. In late August 1946 Air Force General James H. Doolittle arrived in Stockholm to investigate UFO sightings along with Swedish military intelligence but his first mission was to visit Spitzbergen, where he supervised the shipment aboard the battleship Alabama of the remains of “a crashed UFO”. According to former crew members of the warship, the bodies of “aliens” had been found, but the craft was thought to be “a short-range reconnaissance saucer” because “no provisions were found aboard”.

Since Lt General Twining’s report also stated that there was:

“lack of physical evidence in the shape of crash-recovered exhibits which would undeniably prove the existence of these unidentified flying objects”

this tends to confirm that the wreckage of the Spitzbergen flying saucer brought to the United States by sea in 1946 was of terrestrial origin and German,161 and that the craft, though remote-controlled, had crew aboard, probably to handle the tricky landing procedure which led to their demise.

In the 25 April 1953 edition of the Hamburg quality newspaper Welt am Sonntag, scientific correspondent Dr Werner Keller interviewed Senior Engineer Georg Klein, former special adviser to Reich Minister Speer. Klein confirmed that prototypes had been built in Germany during the Second World War:

“On 14 February 1945 in Prague I witnessed personally the first start of a manned RFZ (circular aircraft). This machine reached a height of 12.4 kms within three minutes and in level flight could maintain a speed of 2200 kms/hr. The flying disc has a practically perfect aerodynamic form and speeds in excess of 4000 kms/hr are feasible. These fantastic velocities require special metal alloys, for existing materials for aircraft construction would melt. We had a special alloy. The start in Prague was the culmination of research and development begun in 1941. By the end of 1944 there were three different models completed. Miethe had built a discus-type, non-rotating disc of 42 metres diameter. The designs of von Habermohl and Schriever had a broad-surfaced outer ring which revolved about a fixed spherical cabin. This ring had adjustable vanes and could take off and land vertically. On the approach of the Red Army the prototypes in Prague were destroyed.”

If Engineer Klein witnessed this flight personally he would not have seen much of it, for the Luftflotte VIII War Diary entry for the day in question records that Prague had low cloud cover down to 800 metres with complete overcast, rain, snow and poor visibility. This is excellent weather if one does not wish the neighbourhood to witness the miraculous attributes of your flying saucer. Klein does not state whether it was the Miethe discus-type or the Schriever VTOL design which ascended into the low cloud at Prague. Another unmentionable is the method of propulsion. All German aeronautical engineers were contradictory or silent on these two points. The fantastic claim by Klein that the Prague flying disc could fly at 2000 kms per hour justifies the heat-resistant alloys used in the craft’s construction. The reason for these machinations we will see shortly.

The German tradition states that the first proposed designs for a jet- propelled circular aircraft (RFZ) were offered to the Luftwaffe in 1938 but declined. The USAF report in 1947 considered that even a subsonic flying saucer development “would require extensive detailed development, would be extremely expensive, time-consuming and at the considerable expense of other projects”. All the more astonishing then that the entire German programme, from flying model to maiden manned flight, occupied less than three years between 1942 and 1945 in wartime Germany.

Following the successful flight of Rudolf Schriever’s model Flying Turtle on 3 June 1942, he teamed up at once with Professor von Habermohl to build the manned version. Three or four types were produced, fitted with hydrogen peroxide engines, but were found unsatisfactory in one way or another and the Luftwaffe supposedly rejected all of them. Prototype MIIB, for example, was a broad-surfaced outer ring with adjustable vanes revolving about a fixed spherical cabin, thus more helicopter than flying saucer. This VTOL machine was allegedly also tried with a motor designed in the Kertl Factory, Vienna, by the Austrian inventor Professor Viktor Schauberger, “the pioneer of anti-gravity”, it being claimed that the motor worked on the implosive principle. Whatever the method was it has never been revealed, but rapid declutching was hinted at. The energy process is supposed to have used a small electric motor of 20,000 revs. Calculations showed that a 20-cm disc gyrating at this speed generated a tornado-like vortex sufficient to levitate a weight of 228 tonnes to an indefinite height. Nothing was ever patented, its like is not seen today and the Luftwaffe did not want it despite its fantastic vertical flight ability; therefore we look upon it with a jaundiced eye. A separate group, Richard Miethe and Giuseppe Belluzzo, had been working on the V-7 turbo-jet disc, which had a definite UFO look about it, since 1942 and co-opted Schriever, Habermohl and occasionally Andreas Epp into the development team in 1943. The design was developed to the stage of ‘operational readiness’. The V-7 jet disc (also known as the V-3 Flying Disc Model III long range version) was 42 metres in diameter. The outer shell, we are told, was a light metal alloy, mainly of titanium, while the inner hull was of heat-resistant duralium. A claim was made that a helium engine was used. A way to use helium as a fuel had been devised by the Austrian physicist Dr Karl Nowak162 and registered at the German Patent Office on 16 March 1943 under number 905-847. The patent describes a reciprocating engine using atmospheric oxygen to oxidize atmospheric nitrogen. This involved generating very high voltage sparks to produce temperatures exceeding 50,000°C within a combustion chamber. The effect was similar to lightning. Lightning burns the surrounding air leaving a vacuum which suddenly collapses in on itself producing thunder. The engine did the same, but also injected super-cold liquid helium directly into the combustion chamber. Helium is an inert gas and does not burn. Dr Nowak’s idea was that the very cold liquid sprayed into the combustion chamber to cool it also caused a tremendous expansion as it heated, thus producing the motive force for the engine.

One concludes, looking at the short time-scale for this project, that it would assuredly have been a most laudable engineering feat if Nowak’s helium engine could have been brought to the stage of operational use within two years of registering the patent, and fitted, moreover, inside a flying saucer, the initial designs for which had been begun only the previous year. An additional drawback would have been the embargo imposed on the sale of helium to Germany since before the war by the world’s only supplier, the United States. Helium had been wanted at that stage to build safer airships than the Hindenburg, but the United States suspected the Germans might want it for work on developing a hydrogen-based weapon. For this reason it does not seem very likely that Germany would have had enough helium to realize helium engine development and use.

A V-7 variant on the drawing board had a V-2 rocket engine slung below the fuselage for a top speed of 4000 kms/hr in level flight, but the burn would last only a minute or so and the advantage of bothering to build this variant is not obvious. The V-2 rocket engine was the only propulsion unit which might have required the disc to be constructed of special heat-resistant alloys, and the sketch of this variant probably came into existence precisely to explain that purpose. Having disposed of the less likely prime movers, we are left with a reported engine plant consisting of five kerosene-fuelled turbines, three for lift and two for forward thrust which, though less exotic than the other ideas, satisfy the requirement for vertical and horizontal flight at fast sub-sonic velocities. From their earlier work with helicopters it was not a particularly big step in the short period of time available to the idea of an advanced autogyro, its multi-bladed propellors forming a perfect circle and linked together by an outer ring. The blades rotated independent of the central fixed cabin and, unlike orthodox autogyros, there was no torsion factor. At take-off blade rotation was accelerated and, after acquiring speed and tremendous inertia, the blade angle changed from -3° to +3° and the machine would rise up suddenly. There should have been no problem piloting the craft with five engines: authoritative sources such as Andreas Epp stated that in earlier proving flights the disc would have been remote-controlled but with crew aboard. When the blades were closed to 0° for a continuous surface, a high sub-sonic speed (0.8 Mach) would have been possible and at least 25 kilometres altitude. Rudolf Schriever, who had been a Heinkel test pilot at Eger in the Sudentenland, worked on his design in a secluded hangar at Prague. BMW’s Design Bureau tested the engines. Initially He 178 turbines had been intended for propulsion but were not powerful enough for a perpendicular takeoff speed of 100 metres/sec. The replacements caused vibration problems, but these had been overcome within a week. There was a ring of reactors on board, one located bottom centre of the blade disc for vertical take-off. Schriever made the claim that the Flugkreisel, which was first airborne in October 1944, had flown supersonic, “this being possible by virtue of its aerodynamic shape”, he said. One suspects that what he really meant was that on flights from Norway to Spitzbergen, the 600-knot Flugkreisel achieved a ground speed in excess of Mach 1 when flying in the 175-knot west-east jet stream over Sweden at above 35,000 feet.163

Physically this autogyro was not capable of supersonic speed. There was no call for it to be built of heat-resistant alloys, but it obviously was. This is the big secret we are not supposed to know. Allied aircrew in very close proximity to the ‘fire-balls’ reported scorching of the fuselage. Feuerkugeln, the glowing spheres which chased aircraft, were very hot. If the same principle whereby the Flying Turtle changed into a ball of fire during its ascent applied to the German VTOL circular autogyro, that is to say that at some stage while climbing vertically it changed into a large glowing sphere, then it would need an outer and inner shell of heat-resistant alloys for when it was operating in that mode.

Festung Norway

Bases existed in Norway for the completion work on the Supreme V-Weapon. Heavy water for the German atomic research project was produced at Vemork and the former Rjukan power house is now the Norwegian Industrial Workers’ Museum. In correspondence the curator, Frode Saeland, referred to construction work begun by the Germans on the 5,700-feet Gaustad mountain peak about 50 miles from Oslo which he thought might be worth investigating. The Norwegian Government in exile had concluded at the time that it was a station for forecasting air activity over southern Norway, working in parallel with a similar station on a mountain top at Skavlen near Sauda.

Extracts from Norwegian books published in 1946 and 1980 respectively164 described the Gaustad installation as “the biggest and most expensive radio installation built by the Germans in Norway”, while Skavlen was a radar base. The construction work on Gaustad peak began in early October 1944, probably in the same week the SS took over at Ohrdruf in the Harz. The mountain and surrounding district were sealed off and huge quantities of sand, cement and building materials were taken to the 5,700-foot peak by caravans of mules. A telephone line was laid from Gausta to the valley of West Fjord. Day and night German reconnaissance aircraft circled above the activity while from below machinery could be heard working at all hours. The German regional commander was once overheard to use the expression “V-centre Gaustad Mountain Top”. The work progressed with such urgency that small platforms, large aerial masts and small huts could soon be made out. For the eventuality of air attack the Germans had brought in enormous flak resources on the other side of the valley. The area around the cable car terminus was an absolute confusion of gun emplacements, ammunition dumps and barracks.

The information from Frode Saeland ties in very precisely with a report by the Stockholm Special Correspondent of the English newspaper The Daily Mail, Ralph Hewins, who in his article appearing in the 9 December 1944 edition Nazis Will Run V-War From Norway spoke of reports from the Norwegian resistance that the Germans were rushing to complete new V-bases in Norway to make up for their lost sites in the west. The main bases were on the peaks of southern Norway’s highest mountains, the 5,700-foot Gaustad, 50 miles west of Oslo, two 5,200-foot heights north of Bergen, and various other high points as far north as Trondheim. There was thought to be an important base on the wild, high and windswept Hardanger Plateau. Contrary to policy on the European continent where a slave labour force was used for large-scale construction work, Organization Todt was using only German labourers at Gaustad. Up to a hundred square miles of the terrain was cordoned off and patrolled by battalions of mountain troops and SS. Building materials were being brought up not only manually but by light railway and cable-car systems slung across valleys and chasms.

Mr Hevins then described the “firing positions”, which consisted of huge concrete halls embedded deep in rock, each with a semi-circular roof of reinforced concrete. At firing, the launching platform was extended through the hangar entrance along a runway.

The very salient point puzzling all experts, however, was why the bases were being built on the highest and most inaccessible peaks: neither the V-1 nor V-2 required height for a successful launch. Additionally one might add that neither was manufactured in Norway. These enormous rockets and flying bombs would have had to be transported in batches from Germany to Oslo by sea – a dangerous undertaking by 1944 – then shipped overland to Gaustad and brought up the 5700-foot mountain by mule or cable-car. This enables us to rule out the V-1, V-2 and anything series-produced, remote-controlled or otherwise. Obviously, the monumental radio and radar system and the ‘firing’ halls were all meant for a super-secret ‘aircraft’ which operated from V-Centre Gaustad.

That the neutral Swedes were highly indignant at German infringements of their airspace by what they alleged were remote-controlled flying bombs is evident from the following newspaper cuttings of the time. On 14 October 1944 Sydsvenska Dagbladet Snallposten of Malmö under a heading Boomerang-Bomb from the Hardanger High Plateau? said that heavy construction work of a secret nature being carried out by the Germans on the sealed-off Hardanger Plateau north of Rjukan had reached such a stage as to lead one to suspect that it had to do with a secret weapon project and “it is not impossible that they are launch ramps for robot-bombs and that the flying bombs which crossed southern Sweden today were fired from there”.

In a separate article Robot Aircraft over Skane the same newspaper said that “a foreign robot aircraft – probably a flying bomb” crossed over Sweden that afternoon, flying from west to east or north-east at great velocity. The aircraft was at so high an altitude that it could not be seen even using binoculars. However, it left a very long white condensation trail which could be seen clearly. The engine made a noise reminiscent of a four-engined bomber. The speed of the aircraft exceeded the velocity of the newest fighter aircraft. From all this we deduce that the aircraft was a multi-engined, possibly remote-controlled, compressed-air-launched missile resembling a boomerang which brings to mind various Horten brothers’ designs, including the cresent-shaped Parabola.

The Svenska Dagbladet for 14 October 1944 reported another infringement of Sweden’s airspace by a flying bomb the previous morning. On 28 October the London Daily Telegraph carried a report of an announcement of the Swedish Military Staff that a “small number of robot or rocket bombs were seen flying high over southern Sweden this afternoon”. It is not clear from this article if the objects were in formation or overflew singly. On 15 January 1945 the London Daily Express reported an infringement of Swedish airspace by flying bombs the previous day. The objects came from the north-west and were believed to have originated from the Hardanger Plateau. On 20 January 1945 Ralph Hewins of the Daily Mail reported that Swedish military authorities were compiling a dossier of infringements of their airspace by German flying bombs for a diplomatic protest to Berlin. Quoting an expert writing in the Swedish journal Expressen, Mr Hewins reported that the new robot bomb was a hybrid of the V-1 and V-2. It could fly at very high altitude and was very fast. It could be steered better than the V-2, but did not fly as fast or as high as the V-2. It was a flying bomb of the rocket type and could be steered from the ground to a certain extent – “German experts have for long been interested in radio-steering instruments and have been carrying out research in this field”. All very true, but of this advanced flying bomb, a cross of two different species of missile, no evidence exists.

In any case, none of this talk of robot flying bombs in Norway makes sense. Germany had impregnable mountain tops in the Harz, Tirol and other alpine areas. The logical place to try out a new remote-control system, no matter how sophisticated, was Peenemünde. The manufacturing centres of the V-1 were in underground factories dotted around the Reich proper. Supplying even a few dozen V-1 flying bombs by sea to Oslo, and thence by mule and cable-car, to remote mountain peaks in Norway for experimental flights in late 1944 seems ludicrous. As for teleguidance systems, as has been mentioned, serious experiments were made using the Radieschen homing radar and Sauerkirsch radio remote for the V-1 in the last few months of the war. The American peacetime project to build a pilotless bomber based on the V-1, the Martin B-61 Matador, probably with all the German preparatory design papers in front of them, still took a full five years from its inception in 1946.

Of several things we can be tolerably certain. The excavation of the emplacement on a remote mountain peak, and the stringent security measures in force, indicate a project of the highest secrecy, and the two great radio and radar masts in the vicinity suggest a remote-control system. The contents of the hangars could be concealed as easily at ground level as in the clouds: what altitude and cloud provided was secrecy for whatever emerged from the innards of the mountain and took off – either the form of the aircraft or something peculiar about its mode of ascent – which nobody alien to the project could be permitted to see.

The Germans were never going to manhandle their special aircraft even once up that huge mountain: obviously it would fly there under its own power and land on the small apron before the ‘firing hall’. Accordingly, the aircraft can only have been a Fieseler Storch, a helicopter or a flying disc or crescent. Since neither a Storch nor an orthodox helicopter could fly at 40,000 feet and faster than the latest jet fighter, we are left with only one possibility, and all the claims made for it seem true. Overflying Swedish airspace on a north-easterly heading would eventually bring the flying disc or saucer across the polar seas towards – Spitzbergen.

As to whether the proposed Swedish diplomatic protest was ever made in Berlin we do not have the information. What we do know is that in the latter half of 1946 thousands of ‘ghost’ flying bombs described as a cross between a V-1 and V-2 appeared in the skies over Sweden. Newspaper accounts of the time described them as ‘cigar-shaped’ with orange flames issuing from the tail. They were generally seen at night, at low altitudes up to 1000 metres, and estimates of their speed varied “from that of a slow airplane to 500 mph”. Over the period 9 to 30 July 1946, for example, the Swedish military received more than 600 reports. The matter was taken extremely seriously. It was concluded that it must be Germans working for the Russians at Peenemünde who were responsible and it was to help investigate the phenomenon with Swedish Intelligence that USAF General Doolittle arrived in the summer of 1946. As was mentioned earlier in the chapter, his immediate interest was a visit to Spitzbergen, where it was rumoured that the wreckage of a flying disc was to be found, and actually was found.

The ghostly V-1s over Sweden could sometimes be picked up on radar, were not meteors, weather balloons, Venus or any other such natural phenomena and half the Swedish population appears to have seen them. The furore died down once it was clear that these “robot flying bombs” were not doing anything aggressive, they were merely interested in overflying Sweden’s airspace which of course was nothing new. Ten per cent of Sweden’s land surface is under fresh water, and it was not possible to get hold of a single ghostly rocket flying bomb because “all of them fell into the lakes”, although curiously nobody thought that was strange.

This is German humour, and the coincidence here is so great that if the apparitions were not UFOs we would immediately suspect that the Germans had put on the show for a laugh at the Swedes. If, in fact, the Germans were responsible for the UFO activity, the whole thing would become clear.

The German flying saucer assertion quoted earlier in this chapter was made by Senior Engineer Klein, former special adviser to Reich Minister Speer. The curious fact that neither Speer nor Hitler’s Luftwaffe ADC Nicolaus von Below, who was also Speer’s direct liaison officer to Hitler, nor General Koller, last Chief of the Luftwaffe General Staff, ever once mentioned in their copious memoirs the subject of helicopters, of which the German Reich was the world pioneer and had at least sixty operational models, or flying discs, underlines the fact that even on the German side the whole subject was for some reason still taboo decades later.

We require no great stretch of the imagination to see that if a four-foot diameter remote-controlled turtle-shaped object can change into a glowing sphere visible but intangible at altitude, then the same must also be possible for a giant manned VTOL disc. The Germans might not have reached the stage of constructing interplanetary UFOs, but they did not need to go that far, any more than they needed to build supersonic flying saucers or work on anti-gravity fields for the craft. The objective was and is world conquest, and by early 1945 they had the vehicle they needed for their purpose. This was the miracle weapon for which the shrinking perimeter of the Third Reich had been defended so desperately for no obvious reason for so long.

The scheme of things should now be becoming clear. Of the dimension coincident with the space of the physical Earth nothing can be predicted except that it is probably the Underworld of myth and the domain of hierarchies of beings normally imperceptible to man who worked on this plane through Adolf Hitler. The craft built by Schriever and Reimar Horten were to be crewed by men and women of a particular level of psychological development as to permit them to enter that region and associate with the entities there. Hitler once asked the scientist Horbiger if it were possible to shift the Earth’s axis. To do so would provoke a catastrophe of unimaginable magnitude and it is possible, for the great palaentologist Dr Immanuel Velikovsky proved165 that it is something which has befallen the Earth on more than one occasion in recent prehistory. The cause was always the effect of an external magnetic field ten and often up to one hundred times stronger than terrestrial magnetism. The cause is unknown, but the facts are well attested. If the date when the external agent was to operate next against the Earth’s axis were known, then the National Socialist mystics, assisted by their allies, would return afterwards to mop up when the waters receded, assuming their rightful role as Lords of the Earth since they would be the only survivors.

If many modern UFO sightings are of Reichsdeutsche flying saucers and some of the remainder are their allies from elsewhere beyond this planet and dimension, allies moreover who know all there is to know about magnetic fields, it is understandable that certain Governments who know what the threat is would rather that the UFO phenomena were ignored, since nothing can be done to prevent the cataclysm when the time comes.

The UFO phenomenon is a psychic phenomenon. If there is any truth in what has been suggested by this chapter, some evidence of a serious long-term project in Hitler’s Germany aimed at expanding psychic consciousness in particular groups of young men and women for the specific purpose of their obtaining supernormal powers must be presented. And that is something which is investigated in the concluding chapter.