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<>