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Neubrandenburg (7). This project started as a project of the Luftwaffe, sponsored by second-in-command, Ernst Udet. It then fell under the control of 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 purview of General Hans Kammler (8).
    The Airport at Prag-Gbell
Site of the Schriever and Habermohl Flying Saucer Projects

    In the top diagram the hanger which was the site of the research is marked as number 2. The same hanger is indicated in the picture below with an arrow.
    According to his own words, Georg Klein saw this device fly on February 14, 1945 (9). 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 this 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. The witness was 200 meters from the event and one of many students there at the time (10).
    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 (11) (12). 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 (13). After this the wing-blades would be allowed to rotate freely as the saucer moved forward as in an autogyrocopter. 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 digression 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 (14). If all had been plentiful, the Junkers Jumo 004 probably would have been the first choice. Epp reports Jumo 211/b engines were used (15). Klaas reports the Argus pulse jet (Schmidtduct), used on the V-1, was also considered (16). 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-1 and the rocket interceptor aircraft.
    The Habermohl Saucer In Flight

    To the left is the closest shot of the two taken by Joseph Andreas Epp as he drove to the Prag airport in 1944. To the right is a blow up (400 times) of that same saucer. Epp remembers a date of November, 1944 but the foliage on the trees argues for a date earlier in the year.
    Joseph Andreas Epp reports in his book Die Realitaet der