KNOWN 'LIBERATED' GERMAN TECHNOLOGY and CONCEPTS used by the USA during and after WW2

Army.

"Shaped" explosive charges. First used by German airborne engineers in the assault on the Belgian fort of Eben Emael in May, 1940.

US M-60 machinegun of the mid 1950s. This weapon was directly based on the German MG-42.

Assault Rifles. The Germans were first in the field with this idea with their Gewehr assault rifle of 1943.

Wire guided infra-red tracked anti-tank missiles. The US TOW anti-tank missile of the late 1960s is a proven lineal descendant of the German X-7 Rotkapchen of 1944. With improvements the TOW follows the X-7's entire design concept. Earlier French wire guided efforts of the 1950s like the SS-9 lacked the semi-automatic tracking common to the X-7 and the TOW.

Nerve Gasses. The Germans are known to have originated Tabun and Sarin since they had already weaponized it in bombs by the early 1940s. Presumably their Army chemical R&D program didn't close down after those two successes.

A reasonable question is how much did the origin of VX nerve agent derive from captured German expermimental work and prototypes? This nerve agent appeared nearly simultaneously in both USA and USSR arsenals.

Infra-red night vision weapons sights and viewers. The Germans had these fielded by late 1943.

Missile technology. The A-4 ballistic missile (called V-2 by Allied propaganda) is famous enough. Following SWATKWP Wehrner von Braun brought most (not all) of his Peenemunde development team to the USA. All subsequent developments up to the SATURN V flowed directly from the work of these men.

Air Force.

You've already seen the Horten brothers' stealth flying wing info. One of the Hortens worked for Northrop periodically following SWATKWP. It's no coincidence both the YB-49 Flying Wing and the B-2 Stealth bomber emerged from this same company.

The Luftwaffe suffered terribly from the mal-administration of General Ernst Udet, their version of John McCain. As the Luftwaffe Director of Air Armament from 1937-1941, he and three deputies allowed everything to stagnate. For instance, the Air Secretary, Erhard Milch, and the first Chief of Air Staff, Wever, had two different four engine heavy bomber prototypes ready by 1937. Udet cancelled these. This Richtofen veteran and ex-circus stunt flyer (his character appears in The Great Waldo Pepper) started requiring that 2 and 4 engine aircraft also be required to dive bomb! Udet committed suicide in 1941 and was replaced again by Erhard Milch. (Milch was not a jew contrary to rumor. His step-father was a jew). Despite this the Luftwaffe achieved...

First airborne anti-tank cannon. The Germans were first with an airborne 30mm automatic cannon in 1941. This same caliber is used by the A-10 today and used for tank busting as the Luftwaffe did.

First jet powered prototype in 1939. Udet retarded jet development.

First operational jet fighter, the Me-262.

First operational multi-engine jet bomber, the Arado 234.

Best performing piston-engined aircraft ever built: the Dornier Do 335 fighter bomber. Top speed is 474 mph. Superior to the P-51 Mustang in all aspects.

First guided 'Smart' Bomb. This was the Bv 246 frst deployed in 1943. Followed by the "Fritz X" and others.

First Air-Surface guided missile. The HS-293 anti-ship missile.

First cruise missile; the Fi-103. So-called 'V1'. (The Brits caled it the "buzz bomb" due to its characteristic sound. Robert)

First guided air-to-air missiles with active homing seeker heads.

First guided Surface to Air Missile (SAM). This was Enzian E-4 with a slant range of 30 km.

Forward swept wings for high speed aircraft. You can see these in Popular Mechanics from time to time. They first appeared on the Junkers Ju-287 forward-swept wing bomber in 1944.

(Also invented the honeycomb-adhesive construction for aileron, fin and trim tab assemblies. Robert)

"Maguire"

In another vein, the Germany of that period was the first to establish the link between smoking and lung cancer. Also verified was the link between eating hydrogenated fats and circulatory problems. If one does his research on Nazi Germany, he might discover the awesome potential of White people unencumbered by the slugs and cruds of this world. The jews incessantly fart about their "holocaust" pipe dreams as a means to block the REAL TRUTH from ever being known.

I greatly admire WW2 German technology. I've even upset people when I tell them that America owes its conquest of the moon to Nazi technology, a fact that bothers the liberal minded. Two of my favorite German aircraft are the Me-262 fighter jet and the Me-163 rocket-powered Komet.

But when it comes to prop-driven fighters, my heart belongs to the American P-51, the most beautifully designed aircraft of its kind to come out of WW2. In fact, the first time Hermann Goering saw this fighter in action above the skies of Germany, he knew the war was lost. So afraid was the Luftwaffe of this new fighter that Goering ordered German fighters not to engage it in combat, unless they had no other choice. Instead, he commanded that German fighers go after unescorted American bombers.

One final piece of irony, I only recently learned. One of the major designers of the P-51 was a German named Edgar Schmued, a former member of the Messerschmidt design team before he fled Nazi Germany. Based on this, some claim the P-51 is the direct descendant of the ME-109!


http://www.spitcrazy.com/P-51_Mustang.jpg

Germany would have won the war if it had lasted a little longer. The Luftwaffe could have bombed the White House without any real resistance if they had a little more time to finish their projects. Sadly, the war ended just as these projects got off the ground and now ZOG owns it. WW2 was a true show of Aryan supremacy!

I know an old man who was one of the engineers on the me-163. He's told me some stories. I was very stoked to meet this kind old man.

Funny, I was just about to bring up the fact about the P-51 being designed by a German.

http://www.flightjournal.com/fj/images/plane_profiles/me109/me109_03lg.jpg

The P51 is an improved version of the Me109, as one can see who compares them.

KNOWN 'LIBERATED' GERMAN TECHNOLOGY and CONCEPTS used by the USA during and after WW2

"Shaped" explosive charges. First used by German airborne engineers in the assault on the Belgian fort of Eben Emael in May, 1940.

This one is not exactly true. The German army might be the first one to put the devices to use in actual combat, but the first person of which we have clear evidence of having studied and experimented the effects of "shaped" explosive charges was an American chemist in the 1880's: Charles E. Munroe.

Most people are familiar with the WW2 German jet fighter, the Me-262. However, far less are familiar with the fact that the Allies fielded a fighter-jet late in the war. That jet-fighter was the Gloster Meteor, designed and built in the UK. Though it saw combat against German aircraft, it never went up against its German counter-part, the Me-262. Below are pictures of both WW2 jets. The Me-262 was superior in both performance and speed, and, strictly from an aesthetic viewpoint, more pleasing to the eye. The Me-262 reminds me of the American F-4 Phantom jet in some ways, while the UK Gloster Meteor reminds me of the American A-10 Warthog.

http://freespace.virgin.net/pbratt.home/assets/Me262A.JPG
http://freespace.virgin.net/pbratt.home/assets/Gloster%20Meteor%20F3.JPG

I know an old man who was one of the engineers on the me-163. He's told me some stories. I was very stoked to meet this kind old man.

Funny, I was just about to bring up the fact about the P-51 being designed by a German.

Was it the Horten Brothers that were the brains behind the Komet? That's pretty cool on the old German gent. Did he emmigrate here after the war?

Was it the Horten Brothers that were the brains behind the Komet? That's pretty cool on the old German gent. Did he emmigrate here after the war?

I don't know if it was the Horton Bros. on that project but could be. Walter is my German friend and he emigrated first to the UK, Then to Canada and thence to the States. He was a project boss for I believe DeHaviland Canada, and then a big posistion with Lockheed. During the war he worked for a contractor to Messerschmidt. Mostly worked in Bavaria but also Peenamünde. A facinating man to say the least. He described how the Engine worked and about the first flight of the me-163. When he described the first flight his eyes lit up and it was like he was there again! :cool:

http://www.flightjournal.com/fj/images/plane_profiles/me109/me109_03lg.jpg

The P51 is an improved version of the Me109, as one can see who compares them.

Notice no Hakenkruetz on the tail. Wouldn't want to offend anyone. :rolleyes:

The Me-163 "Komet".

I don't know if it was the Horton Bros. on that project but could be. Walter is my German friend and he emigrated first to the UK, Then to Canada and thence to the States. He was a project boss for I believe DeHaviland Canada, and then a big posistion with Lockheed. During the war he worked for a contractor to Messerschmidt. Mostly worked in Bavaria but also Peenamünde. A facinating man to say the least. He described how the Engine worked and about the first flight of the me-163. When he described the first flight his eyes lit up and it was like he was there again! :cool:

Cool story, Spandau. Thanks. I had a customer who was involved with aviation design in Germany during the war. Before Boeing bought out McDonnel Douglass, I'd see him along with the other engineers at their old facilty in Long Beach. He wasn't involved in any of the special ops projects, but a designer for Folke Wolfe. He, actually, wasn't that easy to chat with & any queries I had about the war were brushed aside.

From all the books I've read on the 163, it was a nightmare. Especially at landing when it needed conventional 109s & 190s to provide cover. Cool little bugger, though. A book you might find interesting, that I read recently, was: The Last Flight of the Luftwaffe by Adrian Weir. It dealt with the German sucide attack on April 7th, '45. They used some of the new He-152s for a portion of the ramming attacks. Basically just kids, with no training, going up to die.

Cool story, Spandau. Thanks. I had a customer who was involved with aviation design in Germany during the war. Before Boeing bought out McDonnel Douglass, I'd see him along with the other engineers at their old facilty in Long Beach. He wasn't involved in any of the special ops projects, but a designer for Folke Wolfe. He, actually, wasn't that easy to chat with & any queries I had about the war were brushed aside.

From all the books I've read on the 163, it was a nightmare. Especially at landing when it needed conventional 109s & 190s to provide cover. Cool little bugger, though. A book you might find interesting, that I read recently, was: The Last Flight of the Luftwaffe by Adrian Weir. It dealt with the German sucide attack on April 7th, '45. They used some of the new He-152s for a portion of the ramming attacks. Basically just kids, with no training, going up to die.

Yeah, I find the folks who saw those days fascinating.

I've read a little about Luftwaffe suicide attacks. I read a USAAF report from Col. Jimmy Stewart (Yep, the movie star) on a suicide attack on his Bomber Squadron. Not a well known part of the air war. Also the mass Luftwaffe attack on the Oder bridges in, I believe, April 1945 included Kamikazi (sp?) attacks.

This tank is generally considered the most powerful tank of WW 2 - the German King Tiger. Deadlier than its more famous cousin, the German Panzer tank, it was introduced too late in the war to bring about a German victory. What tank is rated the second best tank of WW2? Many have proclaimed certain Russian tanks hold that honor, but recently, some military historians have reassessed their views, and have given second place, not to a Russian or yet another German tank but...an American one. No, not the Sherman, which was, by all accounts, a death trap for its American crews, due to its light gun and thin armor. Nor was it any of the T-series of Russian tanks, undoutably of which some proved very good, especially at the largest tank-vs-tank battle at Kursk. No, the second best tank of World War 2 was....


http://www.tridentmilitary.com/New-Photos6/king_tiger1.jpg

The US Pershing tank, which entered the war late in 1944. The most powerful tank the Americans had ever built up to that time, it had a gun finally formidable enough, and armor finally heavy enough, to take on any German tank, including the massive German King Tiger - and kill it. This tank, as powerful as it was, often remains a blank in most Americans' minds, whereas the inferior Sherman captured all the glory. But the Pershing was - finally - a tank truly a match for the best the Germans had, only...ironically...it never had a face off with the equally deadly King Tiger. Both came too late in the war, and these two armored goliaths never clashed on the battlefield. What a sight it would have been...

http://www.geocities.com/davesrcmodels/images/pershing.jpg

Excellent post Mr. McRacist. It's really true that the Pershing slips most peoples minds these days. As You said the Pershing was a far better tank than the outrageously overated Sherman. Sherman crews called their tanks "Zippo's" and "Bunsen Burners" because they would burn in a flash (Of an 88mm FlaKGewehr!) My vote for best tanks of the war would have to be: The König Tiger, The Panther, The T-34, The Josef Stalin and the Pershing. Oh, not to be a pain in the ass but You accidently wrote "Panzer" when You meant "Panther" above.

Oh, not to be a pain in the ass but You accidently wrote "Panzer" when You meant "Panther" above.You're correct. Panther tank is what I should have said.

The V1 rocket was actually called the 'DOODLEBUG' by us Brits in the last War. My Dad was one of the first to see that rocket, being based on anti-aircraft at Harwich, Parkeston Quay, on the old Bofors guns. They radioed through as to what to do. They were told 'let it through'. No one had seen it before.

That was obviously the very first V1. After the impact in London, they then knew about it. So they had to shoot the buggers down after that.

Mundane items that were Third Reich products that are still in every day use include FANTA orange juice (ersatz carbonated fizzy soft drink invented to replace Coca cola which became unavailable in the Reich atstart ofWW2), and NIVEA creme - used for exposed skin protection in sub-zero Eastern front climates.

http://www.faem.com/adlib/2001/stealth.jpg Close Encounters of the Third Reich Kind

Awestruck ZOGlings at the Smithsonian Air & Space Museum warehouse stare at an artifact of a more advanced civilization. The Ho-229, the world's first jet stealth fighter, circa 1944.

How come, you might ask, did all of this German stuff end up in the good old U.S.A.? It's called looting, my friends. It's what all decent and tolerant people do when they have the upper hand. Tons of German nerve gasses, Tabun and Sarin, ended up in the state of Washington. How come the Germans didn't use this stuff to "gas jews" instead of using the insecticide Zyklon B? Lot's of unanswered questions here, eh Doc? Better get the answers before asking questions is banned entirely.

http://www.faem.com/adlib/2001/stealth.jpg Close Encounters of the Third Reich Kind

Awestruck ZOGlings at the Smithsonian Air & Space Museum warehouse stare at an artifact of a more advanced civilization. The Ho-229, the world's first jet stealth fighter, circa 1944.

How come, you might ask, did all of this German stuff end up in the good old U.S.A.? It's called looting, my friends. It's what all decent and tolerant people do when they have the upper hand. Tons of German nerve gasses, Tabun and Sarin, ended up in the state of Washington. How come the Germans didn't use this stuff to "gas jews" instead of using the insecticide Zyklon B? Lot's of unanswered questions here, eh Doc? Better get the answers before asking questions is banned entirely.

The Horten brothers Walter and Reimar were way ahead of their time with the Ho-IX (8-229) designed to use BMW turbojets (The bird in the photograph?) and other craft. They had 'flying wings' up in the air in 1943 and formed the Horten Fleugzeugbau.

The Horten Ho IX (produced in experimental quantities as the Gotha Go 229 V2) was a 'flying wing design' arguably ripped off by recent US batwing designs.

For the powerplant, the Hortens had planned to use Junkers Jumo engines but the prototype Ho VIII's BMW jet engines were replaced with Argus AS10s (air cooled driving a pusher propeller arrangement giving it a top speed of 340 kph). The Ho VIII was a six engined heavy bomber. Argus Pulse jets were also trialled as the propulsion system but abandoned.

The CIA in an analysis of the Soviet-captured Horten factory ('Gotha bomber plant) at Erfurt had estimated an 1,800 Ho VIIIs were being built. Material shortages meant that few ever were finished . Goering gave the Horten brothers a production contract in March 1945 - six weeks later the Horten's final projects were over-run and shut down by the Allies..

They did alright after the war too. One of the two Horten brothers went to Argentina to set up an aircraft business, the other one ended up working for NATO in a senior air defence role helping Europe face off to the Russky threat.

As an aside, the wings and wingtips made use of steel and alloys as expected, but also used 'Formholz' composite material made from resin and woodshavings which would have provided an excellent response to allied radar - since wood absorbs radar waves - Did the Hortens make the first true Stealth plane?.

..."Our aircraft V7+1H (Werke Nr. 2100) is the sole survivor of a family of aircraft which were, in many respects, true "multi-role-combat-aircraft". According to the statements of those who had the opportunity to handle this remarkable aircraft it was also a pleasure to fly."...

..."Many of the photos are remarkable, and most of them have never been seen before in print. For example, there is an extraordinary photo of the four-engine Junkers Ju-90 V7 towing a JATO-equipped 321 prototype on its takeoff run, and another showing a German entertainment troop disembarking from a Gigant on the Eastern Front. Many of the photos were obviously taken by service personnel who risked punishment for violating security in doing so."...

Check out the pic at the top of this site:
http://www.v7versand.com/
:cool:

See pic:
http://cenap.alien.de/v7/v7.htm

http://www.michaelsheiser.com/mshv1n1briefingnanotech.htm#NaziUFOdrawing
..."The SS which was apparently overseeing this and all German saucer research, allegedly stopped further experimentation after accident, dismissed Schauberger, and took all of his work and wizardry to some other location for further development. After the war, Schauberger was lured to the US by an alleged CIA front company and was then duped into signing a contract in English (he knew only German) giving the company all rights and title to his inventions, concepts, and designs. He was then returned to Austria...and died five days later.

As stated earlier, many of the German saucer craft were predicated upon known, if quite exotic, technology. Our source for the extraordinary drawing below has been thoroughly interviewed over a lengthy period of time and is known to be of impeccable integrity. We have seen some of the hundreds of wartime documents from his long service with the Horten brothers, including personal correspondence from them to him."...

http://www.bf109.com/engine.html
...The barrel of the cannon lies in this tube, extending through the prop spinner. The breech assembly of the cannon is located in the cockpit between the rudder pedals. It extends nearly all the way back to the 'joystick'. One of the drawbacks of this arrangement is a very 'leaky' cockpit on the unpressurized Gustavs. The pilot must use the oxygen system at all times to avoid carbon-monoxide poisoning... :eek:

....and was the fighter with the highest tactially useful Mach number of the first generation of Axis and Allied jets. Volksjäger....
Nice pic

Don't forget that the US's highway system is based off of Hitler's Autobahn.

Great pics!

Great Forum! Glad to be here.

Interesting multipage index on this subject:

http://www.naziufos.com/dischi/biblio1_list.asp

This thread shows that the so called 'innovations' of the us military meat heads, as essentially just the result of the full scale rape, destruction, de-flowering, and theft of germany.

Look Below


http://www.luft46.com/mrart/mrvto.html

This article was written by Colin D. Heaton forWorld War II Magazine.

Johannes Steinhoff was truly one of the most charmed fighter pilots in the Luftwaffe. His exploits became legendary though his wartime career ended tragically. Steinhoff served in combat from the first days of the war through April 1945. He flew more than 900 missions and engaged in aerial combat in over 200 sorties, operating from the Western and Eastern fronts, as well as in the Mediterranean theater. Victor over 176 opponents, Steinhoff was himself shot down a dozen times and wounded once. Yet he always emerged from his crippled and destroyed aircraft in high spirits. He opted to ride his aircraft down on nearly every occasion, never trusting parachutes.

Steinhoff lived through lengthy exposure to combat, loss of friends and comrades, the reversal of fortune as the tide turned against Germany, and political dramas that would have broken the strongest of men. Pilots such as Steinhoff, Hannes Trautloft, Adolf Galland and many others fought not only Allied aviators but also their own corrupt leadership, which was willing to sacrifice Germany's best and bravest to further personal and political agendas. In both arenas, they fought a war of survival.

Aces like Steinhoff risked death every day to defend their nation and, by voicing their opposition to the unbelievable decisions of the Third Reich high command, risked their careers and even their lives. Steinhoff was at the forefront of the fighter pilots' revolt of January 1945, when Galland was replaced as general of fighters. A group of the most decorated and valiant Luftwaffe leaders con-fronted the Luftwaffe commander and deputy Führer, Reichsmarschall Herman Göring, with a list of demands for the survival of their service. Their main concern was the Reichsmarschall's lack of understanding and unwillingness to support his pilots against accusations of cowardice and treason. They were being blamed for Germany's misfortunes. Steinhoff's frankness got him threatened with court-martial and banished to Italy, with similar penal-ties imposed upon others in the mutiny.

Steinhoff's recovery from injuries suffered during a near-fatal crash in a Messerschmitt Me-262 jet near the end of the war again illustrated his strength of will and character and his amazing ability to overcome all that life could throw at him. His story is an inspiring tale of moral and personal courage. Steinhoffdied in February 1994, shortly after this interview. He is survived by two brothers, Bernd and Wolf Steinhoff, his widow Ursula, and his daughter Ursula Steinhoff Bird, wife of retired Col-orado State Senator Michael Bird. During the interview, Steinhoff spoke candidly about many topics, including the war, his superi-ors and his philosophy about his country's role in the postwar period following the collapse of the Third Reich.

WWII: When and where were you born, General?

Steinhoff: I was born in Bottendorf, Thuringia, on September 15, 1913. This is a region in the middle of Germany.

WWII: Describe your family, childhood and education.

Steinhoff: My father was a millworker, mostly agricultural work, while my mother was a traditional housewife. She was truly a wonderful lady. My youngest brother, Bernd, is an engineer and lives in Columbus, Ohio, in the United States. My other brother, Wolf, is a doctor, and he lives here in Germany. I have two sisters, one living in Germany and the other deceased. With regard to my education, I attended Gymnasium, which is a little more involved than your traditional high school, where I studied the classics and languages such as French, English, Latin and Greek. It was truly a classical education that later served me well.

WWII: Your English is impeccable. How did you perfect it?

Steinhoff: I really picked up most of my English in the country-side and during the war, speaking to captured aviators and such. After the war I went to school to become more fluent.

WWII: What made you want to become a fighter pilot?

Steinhoff: Well, I studied how to become a teacher, in order to educate people, but with the conditions in Germany at that time when I was a young man I wanted to work but could not find a job. I then joined the armed forces and enlisted in the navy, where I served for one year. I was in the navy with another friend of ours, Dietrich Hrabak, and we both became naval aviation cadets. Later, we were both transferred to the Luftwaf fe after Göring became the commander in chief.

WWII: When did you start flying?

Steinhoff: That was in 1935, along with Hrabak, Trautloft, Galland, [Gunther] Lützow and many others. We trained at the same school and became friends with many other flight students, most of whom became very successful and highly decorated aces. Unfortunately, not all of them survived the war, and every year we lose someone else.

WWII: Describe your first combat. What was it like for you?

Steinhoff: It was late 1939, well after the Polish campaign, while I was assigned in Holland. We were flying against the Royal Air Force (RAF) bombers that were attacking coastal industry. That was long before the Battle of Britain, but I could see that things were going to get more difficult. I attacked a flight of Vickers Wellington bombers and shot one down. It was rather uneventful, but later I shot down two more over Wilhelmshaven, when I was Staffelkapitän of 10/JG.26 "Schlageter" [10th Staffel (Squadron) of Jagdgeschwader (Fighter Wing) 26] toward the end of 1939. I was then transferred to 4/JG.52 MAY 1998 WORLD WAR 11 29 in February 1940, where I remained until the start of the French campaign and the Battle of Britain.

WWII: What was fighting on the Channel coast like?

Steinhoff: Well, the British were born fighters-very tough, well trained and very sportive. They were brave, and I never fought against better pilots at any time during the war, including the Americans.

WWII: What was the difference between fighting the Americans and the British?

Steinhoff: Well, first of all, when we fought the RAF, it was almost evenly matched in fighters against fighters, so true dogfights, even in the Schwarm [German fighter formation], were possible. That was the truest test of men and their machines, and only the best survived. You learned quickly, or you did not come back. When the Americans arrived, they came over in such force that by the time I arrived back from Russia to fight them, there was no opportunity to engage in that kind of sportive contest. Attacking hundreds of [Boeing] B-17 and [Consolidated] B-24 bombers with fighter escorts was not what I considered sportive, although I must admit it had many moments of excitement and sheer terror.

WWII: In your opinion, what was the reason for the Luftwaffe's failure to gain air superiority over Britain in 1940?

Steinhoff: There were several factors. First, there was the range limitation of our fighters. After arriving on station, we had about 20 minutes of combat time before we had to return home, and the British knew it. Second, we were sent on many bomber escort mis-sions, which eliminated our advantage of speed and altitude, both of which are essential to a fighter pilot's success, and we therefore lost the element of surprise. Another factor was the British use of radar, which was a shock to us pilots, although our leadership knew about it. This early warning system allowed the British to concen-trate their smaller force with greater flight time over the opera-tional area, engaging us at the most vulnerable moments. Another problem which hindered our success was Göring, who would not allow the war to be prosecuted according to logic. One example was when he altered the Luftwaffe's targets from military and RAF targets to cities and docks, which proved disastrous in many ways.

WWII: How was it different fighting the British from the Soviets?

Steinhoff: The Soviets were disciplined, principled and somewhat intelligent, but not well trained in tactics. They were very brave for the most part, but unlike the British and Americans, they would break off combat after only a few minutes and a couple of rotations. The Soviet pilot was for the most part not a born fighter in the air.

WWII: From what I understand, all chivalry and sportsmanship was absent from the war in Russia; is that correct?

Steinhoff: Absolutely correct. In fighting the Soviets, we fought an apparatus, not a human being-that was the difference. There was no flexibility in their tactical orientation, no individual freedom of action, and in that way they were a little stupid. If we shot down the leader in a Soviet fighter group, the rest were simply sitting ducks, waiting to be taken out.

WWII: Ivan Kozhedub, the top Allied ace of the war, once stated that, when he fought against the Luftwaffe, the German pilots seemed to work better as a team, whereas the Soviets applied only a single method of combat, which he tried to change. Do you agree?

Steinhoff: Yes, that too is correct. We fought as a team from the beginning. We had excellent training schools and great combat leaders from the Spanish Civil War, as well as the early campaigns in Poland and the West, who led by example. We really teamed our trade during the Battle of Britain, and that knowledge saved many German lives.

WWII: Why was the Russian Front such a hardship, since the Western Allies initially had much better aircraft and pilots?

Steinhoff: Well, the Soviet pilots did get better. In fact, there were some hotshot pilots formed in the famous Red Banner units, which had some of the best pilots in the world. I fought against them in the Crimea and Caucasus later. But to answer your question, the hardest thing about the Russian Front was the weather, that damned cold. The second thing, and probably the most important, was the knowledge that if you were shot down or wounded and became a prisoner of war-that is, if they did not kill you first-you would have it very bad. There was no mutual respect. You were safe only on your side of the lines. The Soviets did not treat our men very well after they were cap-tured, but then again as we have learned, the Soviets we captured did not always fare well either, which was unfortunate. At least in fighting against the Americans and British, we understood that there was a similar culture, a professional respect. But with the Soviets, this was unheard of. It was a totally different war.

WWII: So, unlike the British and Americans, the Soviets did not treat fellow pilots and officers as gentlemen?

Steinhoff: It was definitely not there. There was no mutual respect. The Americans and British treated us as gentlemen, as we did our enemy pilots when they were captured. The Soviets had no concept of chivalry as a whole.

WWII: How did the Russian winter affect operations?

Steinhoff: Oh, it was very difficult. In many cases we had no operations. The cold would freeze all machinery and moving parts. Sometimes we could not fly because the snow was piled so high that we had no way to remove it. It was very poor weather, and navigation was absolutely impossible. This and the cold were the greatest handicaps. That was absolutely the worst time.

WWII: Some of the men you flew with became legends. For instance, in 1940 in France you commanded a young pilot named Hans-Joachim Marseille. What do you remember about him?

Steinhoff: Marseille was in my wing, 4/JG.52, just before the Battle of Britain and was there shortly after it started. I was his squadron leader, and I watched him. I knew he was a brilliant guy, very intelligent, very quick and aggressive, but he spent too much time looking for the girls, and his mind was not always on operations. He actually had to be taken off flight status on more than one oc-casion because he was so exhausted from his nights on the town, if you know what I mean.

WWII: So you would say he was a playboy?

Steinhoff: He was the perfect playboy, but a real fighter. But he was an individual, not a team player. He had seven victories when I fired him, not because he was not good, but because he was shot down four times while getting those victories. He had no concept of Rot-tenflieger [i.e., a wingman's responsibility], and many men did not want to fly with him as their wmgman, which is very bad for morale. I thought the best thing for him was to transfer him away from the women, and he became a legend in North Africa, of course, winning the Diamonds [to the Knight's Cross] and scoring 158 victories. He was a true character and was the epitome of the First World War fighter pilot, but we were not fighting the First World War.

WWII: I know this is difficult, but which of the men you flew with, in your opinion, became the best leaders?

Steinhoff: That would be impossible to answer, as we never had any really bad fighter leaders. You could not reach that position if you were not tested and deemed competent.

WWII: You later took over command of JG.77 in the Mediterranean after the death of Joachim Muencheberg on March 23, 1943. Did you know him also?

Steinhoff: Yes, he was very good and an outstanding leader, very successful. He was killed when his Me-109 lost a wing in combat over Tunisia, fighting against the Americans. I took over the unit, which I had served in before, as you already know.

WWII: You had many meetings with Göring. What was your per-sonal opinion of his leadership of the Luftwaffe?

Steinhoff: Göring was a good, brilliant leader before the war started. He was a great ace from the first war, and he was very en-ergetic and important in the buildup of the Luftwaffe in the 1930s, but during the Battle of Britain he became lazy. Göring started collecting his artwork, diamonds and precious stones and was no longer interested in the operation of the Luftwaffe. Toward the end of the war he was a nuisance, and I personally hated him. Many pilots died needlessly because of him, killed before they were able to lead. I went with Galland, Latzow, Trautloft and others to Berlin to see General Robert Ritter von Greim to have Göring removed and replaced, but this did not happen. Greim told us in January 1945 that it was too late, and that Adolf Hitler would never remove one of his oldest and most loyal friends from his post. This was what eventually led to the fighters' revolt against Göring, and he threatened to court-martial me and told Lützow that he would be shot for treason. Hitler ordered me, or rather banished me, to Italy for my own safety along with Lützow, and Trautloft was sent packing back to the East. Galland was replaced as General der Jagdflieger [general of fighters] by Colonel Gordon Gollob, who was a competent fighter and leader, but was a fervent supporter of Hitler and a nasty little man who was hated by almost everyone, including me. Needless to say, none of us Kommodores were very enthusiastic about it, and we refused to accept it. All of the leaders remained loyal to Galland and stayed in contact with him, which infuriated Gollob and Göring, since it showed that the highest ranking and most decorated men in the fighter force were still going to do things their way.

WWII: I have been informed by all of the alte Karneraden [old comrades] that Gollob was an egomaniac who was marginally capable as a leader but did not gain the trust of his men. Is that true?

Steinhoff: Well, I will say this, then I will say nothing else about Gollob. Losses soared under his leadership everywhere he went, much like Göring in the first war. He placed leaders in command of units not because of their competence, but due to their loyalty to the Nazi Party, which were very few in the Jagdwaffe [fighter arm].

WWII: Do you feel that Galland's appointment as general of the fighters was good for the service, and if so, why?

Steinhoff: Definitely. Galland was a very energetic man, a strong leader and great fighter, successful, loyal to his men and a most hon-orable and honest gentleman. He was never awed by Hitler or swayed by Göring, and he always answered truthfully when they questioned him on any subject, regardless of how unpopular the truth might have been. Galland was a visionary who knew how to turn the tide in the air war and how to rebuild the fighter force, but his standing beside his pilots against Göring and Hitler, as well as many others, gave Hitler cause to replace him, which was a bad mistake. Honesty in Berlin was not always fashionable.

WWII: Tell about the occasions on which you met Hitler-what was your impression of him?

Steinhoff: I first met Hitler around September 3, 1942, when he awarded me the Oak Leaves [to the Knight's Cross]. He asked those of us present about the war, which we were supposed to be winning, and what we thought about the new territory being incorporated into the Reich in the east.

I mentioned something to the effect that "I hope the Führer will not become too attached to it, because I don't think we will be taking up long-term residence." He looked at me as if he was going to suffer a stroke. When he asked me to clarify my statement, I simply told him that since the United States had entered the war, and they, along with Britain, were supplying Russia, and we had no method of attacking their industry beyond the Urals, I did not think we would keep making great gains. He sat silent for a moment, then said something like, "We will finish Russia soon, and turn our attentions to the West once again. They will see that supporting Bolshevism is not to their benefit." And then we were dismissed. I met with him again outside Stalingrad a few weeks later when he toured the front. He told me: "Now I have Russia, now I have the Caucasus. I am going to penetrate the River Volga; then after that the rest of Russia will be mine." I remember looking at the others around us and thinking that this guy was nuts! I met Hitler the next time on July 28, 1944, when I received the Swords to the Knight's Cross. That was a week after the bomb plot to kill him, and he was not the same man, perhaps more withdrawn and living in a fantasy where the war was concerned. All I wanted was to get my medals and get the hell out of there. I could not stand him. Well, the next time I was summoned to Hitler we Kommodores were in Berlin to meet with him and Göring just prior to the revolt. He was pacing back and forth, mumbling about the weapons we had, how we would show the Allies a thing or two, and so on. It was very depressing to know that our country was in the hands of this madman and the lu-natics around him. You know, after the July 20 plot to kill him, we were never allowed in his presence with our sidearms, which was a part of our service uniform. He trusted no one.

WWII: Do you feel that Hitler was indifferent to the plight of his people, the soldiers and the situation he created for himself?

Steinhoff: Yes, as you said, the situation he created for himself. He could have cared less about anyone else. But it was our fate to pay for his crimes, and Germany will never live that down.

WWII: It is my understanding that despite the abuses hurled at the Luftwaffe by Göring and Hitler, the fighter force did have sup-porters among the Wehrmacht. For instance, General Hasso von Manteuffel stated many times that his panzer troops could have gained nothing if not for the Luftwaffe and that, without the industry to produce aircraft and the schools and leaders to train new pilots, the war was lost. Albert Speer also agreed. What is your opinion?

Steinhoff: They were absolutely correct, but we were receiving the blame, and most of it came from Göring, hence the revolt. He made all of the grand promises, and he boasted to Hitler that his men could accomplish anything at any time. Unfortunately, he did not consult us before he made these grand overtures.

WWII: What, if any, changes did you see after the United States entered the war, and what was your opinion about it?

Steinhoff: When this happened we were in the middle of the first Russian winter, and we were too busy to think about it. I was just south of Moscow when I heard the news. However, it later penetrated my mind that this was a decisive step. The Americans had tremendous willpower and an unmatched industrial capacity for building big bombers, fighters, ships and so on. It was more or less the end of the war--only time determined how long we would survive.

WWII: You transferred to the Western Front after a couple of years in Russia and the Mediterranean. How was fighting in the West then different from your experiences in 1940?

Steinhoff: Well, I can tell you, as soon as I took over command of JG.77 I was shot down on my first mission while attacking B-24 Liberators, and I knew right then that it was a totally different war from 1940. I also realized, as my plane tumbled out of control and I took to my parachute for the first and last time, just how much I had forgotten. It was different fighting the Soviets as opposed to the combined British and American forces, even though the Soviets outnumbered us even more. The Western Allies had improved their already first-rate equipment. I had also forgotten how flexible they were and how they could alter their tactics to fit the situation and orchestrate brilliant attacks.

WWII: Why did the high command not consult the Kommodores and fighter leadership, who had the knowledge and experience, before implementing these absurd orders and recommendations?

Steinhoff: That is a question you historians will continue to ask long after we are all dead. I think that the mentality in Berlin was one of pride and ego. But at that time it was too late anyway.

WWII: From your wide experience, which aircraft was the most difficult to attack?

Steinhoff: The B-17 Flying Fortress without a doubt. They flew in defensive boxes, a heavy defensive formation, and with all of their heavy .50-caliber machine guns they were dangerous to approach. We finally adopted the head-on attack pioneered by Egon Mayer and Georg Peter Eder, but only a few experts could do this successfully, and it took nerves of steel. Then you also had the long-range fighter escorts, which made life difficult, until we flew the Me-262 jets armed with four 30mm cannon and 24 R4M rockets. Then we could blast huge holes in even the tightest formation from outside the range of their defensive fire, inflict damage, then come around and finish off the cripples with cannon fire.

WWII: Please describe your humorous encounter with a Lockheed P-38 pilot named Widen in Italy in 1944.

Steinhoff: This is a good story. I was test-flying an Me-109 with my aide near our base at Foggia. This was before I had been exiled from Germany, during my first tour as Kommodore of JG.77. Well, we were attacked at low level by a flight of P-38 Lightnings, about 100 American fighters in all, but the two of us figured, why not attack? We turned into them, and I flew through their formation going in the opposite direction, getting good strikes on a couple of them. I poured a good burst into this P-38 and the pilot rolled over, and I saw him bail out. I had this on gun camera also. Well, he was picked up and made a POW, and I invited him to my tent for a drink and dinner, as well as to spend the night. We drank some of the local wine... and drank and drank. I thought to myself, "What am I going to do with this guy?" Well, it was long after midnight, so I lay down in my tent and stretched my legs so I could reach his head. He woke up and said, "Don't worry, I won't run away, you have my word as an officer and a gentleman. Besides, you got me too drunk." We slept, and he kept his word, and I never placed a guard on him.

WWII: So you subdued your opponent with alcohol?

Steinhoff: Yes, that's right, and it worked very well, you know. He was a very likable man, and I was very pleased to have the victory, but as I told him, I was even more pleased to see him uninjured and safe.

WWII: Of all the Allied fighters you encountered, which was the most difficult to handle with a good pilot at the controls?

Steinhoff: The Lightning. It was fast, low profiled and a fantastic fighter, and a real danger when it was above you. It was only vulnerable if you were behind it, a little below and closing fast, or turning into it, but on the attack it was a tremendous aircraft. One shot me down from long range in 1944. That would be the one, although the P-51 [Mustang] was deadly because of the long range, and it could cover any air base in Europe. This made things difficult, especially later when flying the jets.

WWII: How did you get stuck as the recruiting officer for JV44?

Steinhoff: Well, after the death of [Walter] Nowotny, I took over command of JG.7 in December 1944, after the jets were dispersed to individual wings. I chose various squadron leaders, such as [Erich] Rudorffer, [Gerhard] Barkhorn, [Heinz] Baer and others. After Operation Bodenplatte and the fighters' revolt, I was, of course, sent back to Italy and fired from my job with the jets. Galland recalled me when he had permission from Hitler to create his own "Squadron of Experts," which was not the original intent, but this is the way it worked out. Galland gave me full authorization to scrounge and recruit the best pilots possible. I went to every bar and recreation hall, even a few hospitals and forward units, until I had about 17 or so volunteers, with more on the way. The list was impressive, and among this group were two or three inexperienced jet pilots, but they showed promise.

WWII: So the Squadron of Experts was just that?

Steinhoff: Yes, most of us had many kills, and nine of us had over 100 victories, and a couple, such as Baer, had over 200, and Barkhorn had 300. Everyone except a couple had the Knight's Cross or higher decorations and hundreds of missions, and most were senior officers led by a squadron leader with the rank of lieutenant general. It was quite a unit, and I don't think there will ever be another one like it.

WWII: Were the tactics pretty much the same with JV44 as with JG.7, or were there differences in attack strategy?

Steinhoff: Pretty much the same, I would say. The only significant difference was that we could pretty much create our own tactics on the spot to counter any new threat, whereas in conventional units you had to wait for a recommendation to be approved, and then the tactics authorized, which wasted valuable time. We found that attacking from the flank, entering the enemy formation from the side and attacking with rockets, brought many good results. It was like blasting geese with a shotgun. Attacking from the rear was also good, although targets offered a lower profile. When attacking from the side, we would lead the bombers a little, fire the rockets, then pull up or away and swing around for a rear pass on the survivors, where we fired our 30mm cannon. This would shred the bombers' wings or explode their bombs. Against fighters, one cannon shell was usually sufficient to bring it down.

WWII: Do you feel that the Me-262, if produced in larger numbers earlier, would have had any effect on the war?

Steinhoff: This is a very good and difficult question. Even if the jets were built in greater numbers, we did not have the trained pilots, or even the fuel. It was too late in the war, and we could not win. However, if we'd had the jets in 1943, things would have been different, I am sure, but that was not to be. That was our fate.

WWII: I spoke to Hajo Herrmann, who thought that the debate over the Me-262 between bomber and fighter commands was nonsense. He said that even though arguments could be made in favor of its use as either a fighter or a bomber, it should have been focused on as a fighter so late in the war. How do you feel about that debate?

Steinhoff: It was only possible to use the jet airplane as a fighter, as Galland was able to prove later in the war. This is right, because it was too late.

WWII: What did you think of the possibility of Heinrich Himmler and the SS taking over the operational control of the jets?

Steinhoff: Oh, yes, we were aware of this, but that was an insane idea. That was nonsense, it was not possible. The training time required and the personnel made it unfeasible. It was simply nonsense.

WWII: After the fighters' revolt, how did the fighter pilots feel about the war? What was their morale like?

Steinhoff: Gunther Lützow, Galland, Traut-loft and myself, as well as many others, were deeply involved. We were upset because the Luftwaffe was torn to pieces. Morale was very poor, Galland was standing all alone, and the importance of the fighters was negligible. It was a very bad time.

WWII: How many times were you shot down during the war?

Steinhoff: I was shot down 12 times. In the 13th incident I almost died from a crash.

WWII: How many times did you bail out?

Steinhoff: I only bailed out once. I never trusted the parachutes. I always landed my damaged planes, hoping not to get bounced on the way down when I lost power. I was wounded only once lightly, but never seriously until my crash.

WWII: Tell us about that near-fatal crash.

Steinhoff: Many writers have covered that, but hardly anyone ever asked me about it, except for Raymond Toliver, so here is the true story. I was taking off in formation on April 18, 1945, for my 900th mission. Galland was leading the flight, which included Gerhard Barkhorn, [Klaus] Neumann, [Eduard] Schallmoser, [Ernst] Fahrmann and myself. We were to fly formation and engage an American bomber formation. Our airfield had suffered some damage over the last several days due to Allied bombing and strafing attacks, and as my jet was picking up speed, the left undercarriage struck a poorly patched crater. I lost the wheel, and the plane jumped perhaps a meter into the air, so I tried to raise the remaining right wheel. I was too low to abort takeoff, and my speed had not increased enough to facilitate takeoff. I knew as I came toward the end of the runway that I was going to crash. The 262 hit with a great thump, then a fire broke out in the cockpit as it skidded to a stop. I tried to unfasten my belts when an explosion rocked the plane, and I felt an intense heat. My 24 R4M rockets had exploded, and the fuel was burning me alive. I remember popping the canopy and jumping out, flames all around me, and I fell down and began to roll. The explosions continued, and the concussion was deafening, knocking the down as I tried to get up and run away. I cannot describe the pain.

WWII: After you escaped from the plane, you were taken to the hospital?

Steinhoff: Yes, sure. They thought I would die. Even the surgeons had no idea that I would survive, but I tricked them.

WWII: For years afterward you continued to have surgery to correct the damage. Could you tell us about that?

Steinhoff: In 1969 a British doctor, a plastic surgeon, made new eyelids for me from the skin on my forearm. From the time of the crash until this time I could not close my eyes, so I wore dark glasses to protect them. I had dozens of surgeries over the years, and I recently had a heart bypass, as you know, which delayed our interview. I am now full of spare parts, you could say.

WWII: You still meet frequently with many of your friends and former enemies. Do you look forward to these gatherings?

Steinhoff: Yes. I used to meet with [Douglas] Bader, [Robert Stanford] Tuck and Johnny Johnson quite frequently, as well as many American aces such as [Francis] Gabreski, [Hubert] Zemke and others. We are all old men, wiser and appreciative that no one holds anyone to blame for anything. We are a small fraternity, and we are all good friends.

WWII: How many victories did you have confirmed during the war?

Steinhoff: I had 176 victories, with seven in the jet.

WWII: Well, all of your old comrades and former enemies respect you greatly, including Hajo Herrmann, who came to see you in the hospital after the crash. You knew him, didn't you?

Steinhoff: Yes, I met him once or twice. I knew who he was. He was a good man.

WWII: You finally retired in the 1970s after many decades of service. How did you get in-volved with the Bundesluftwaf fe after the war?

Steinhoff: That is a long story, but a good one. I spent two years in the hospital after the crash, and I was still in my bed when I was approached by Trautloft and others. They convinced me that I could do much more outside the hospital than inside, so I decided to once again wear a uniform. The Communist threat was still a large factor, and as years went by we saw the Cold War more clearly than you in America did. It was right next door to us.

WWII: You have written several successful books about the war, and you are interna-tionally famous and highly respected. How do you spend your time today in retirement?

Steinhoff: I used to go on many speaking engagements, traveling as you know to all of the seminars, speaking to young people and telling them about what we did. I like meeting young people. They are the future, and we should take care of them.

WWII: Soon you will celebrate your 80th birthday. What advice do you have for the younger generations today?

Steinhoff: Oh, that is a very good question. I would tell them this: Love your country and fight for your country. Believe in truth, and that is enough.

What a hero eh white man?

http://www.eunuch.org/Alpha/C/ea_70624the_clin.htm
... the US Air Force, a career colonel, in fact when we entered WWII in 1941 ... My right
testicle. ... I looked away and felt her putting on more clamps, attaching them to ...

More:
http://www.ntcweb.com/text/cbt/cbt7.html

...Testicle Clamps. ... These are brainwashed,
worthless, obsessed Nazi Robots, bent on killing all the Jews in the world ...
http://www.youbitch.org/mt/archives/cat_war.php

Perverted Nips:... and/or painful: tiny chains and clamps, sometimes very ... Nyotaimori is strictly
post-WWII. http://www.harmful.org/homedespot/Adictionary.html

WWII: For years afterward you continued to have surgery to correct the damage. Could you tell us about that?

Steinhoff: In 1969 a British doctor, a plastic surgeon, made new eyelids for me from the skin on my forearm. From the time of the crash until this time I could not close my eyes, so I wore dark glasses to protect them. I had dozens of surgeries over the years, and I recently had a heart bypass, as you know, which delayed our interview. I am now full of spare parts, you could say.

My god, the poor fellow couldn't close his eyes for 25 years!

I've seen several pics of his condition. Man, he got burned awfully bad. What a brave patriot, indeed.

....Steinhoff: In 1969 a British doctor, a plastic surgeon, made new eyelids for me from the skin on my forearm....

He wore sunglasses to hide the tattoed numbers on his eyelids :eek:

"...The approach: With about 75 percent of the V2 pencil drawings secured, Chris Corke, in charge of design and detail for the Canadian Arrow, began to re-construct the V2 engine drawings on his home computer using Autodesk Inventor and other online tools to translate the text from German to English.

The results: Using Inventor, Mr. Corke was able to re-create the drawings in only six months - working nights only. Corke used the same set of drawings that 120 German engineers used to develop the V2 in the same time frame in WWII..."
http://www.advancedmanufacturing.com/July04/AMTshowcase.htm

"...The group has also just opened a Space Centre which will be offering a course in rocketry this spring. Their rocket is based on already proven technology of the V2 rocket. You should check out their web site at www.canadianarrow.com ..."
http://www.vivelecanada.ca/article.php/20040406055849639

Thanks Bragi for posting this excellent interview with the great hero Johannes Steinhoff. I am sorry to hear he passed away to Walhalla. What great last words:

Believe in truth, and that is enough.

http://www.germancross.com/Aircraft/Flettner%20Helicopter.jpgThe Helicopter is another type of aircraft which saw its high point in Germany during the war. Today Sikorsky is credited with "the invention" of the helicopter, patent nonsense and just another example of how the powers to be twist history to fit their agenda. No one doubts Sikorsky's genius, but he did not invent the air craft and he did not built the first working prototype. That little bit of engineering feat was accomplished in Germany. Another first attributable to Germany is the mass production of helicopters. This little machine was so far advanced, it was able to escape from high speed fighter planes while they were attacking it.

. I am sorry to hear he passed away to Walhalla. . [/B]

Thank Odin he went to Walhalla rather than Wollomgolong.

http://www.faem.com/adlib/2002/ta183.jpg http://www.faem.com/adlib/2002/mig15.jpgJudeo-Communist Technology :German designer Kurt Tank's Ta-153. Mikoyan's post-war MiG-15 jet design.
circa 1944 circa 1948

The Judeo-Communist Mig-15 not only used an airframe design copied from Germany but also included a foreign engine design. The engine is a direct copy of the Rolls-Royce Nene jet engine. The Brit-ZOG government licensed the Nene engine for export to the USSR in 1945-46. Many B-29s flown by white American crews were shot down in Korea in 1950-51 by this aircraft.

Looks like some kind of personnel carrying half-track :confused:
http://tinypic.com/k23w8

Looks like some kind of personnel carrying half-track :confused:
http://tinypic.com/k23w8

Looks more like an open front Maultier type vehicle (Tracks on the back, wheels on the front for steering).

If the vehicle was fully tracked it would not have a steering wheel and would have left and right steering bars or pedals(for each track) like the classic Raupenschlepper OST around 28,000 of which were copied by Steyr of Germany based in part on captured Russian caterpillar tractor designs.

FAMO of Wroclaw / Breslau were suppliers of heavy duty military tracked hardware in that period.

...If the vehicle was fully tracked it would not have a steering wheel and would have left and right steering bars or pedals(for each track) like the classic Raupenschlepper OST around 28,000 of which were copied by Steyr of Germany .....
Steyr is in Austria, okay, back then the German Reich.
Well, we don't see the front wheels. Do we? Who's sure that wheel in the middle is for steering or maybe some kind of cover, as in submarines. Perhaps those men on the left & right are the joy-stick type bars

http://www.luft46.com/mmart/mmfwb-2.jpg

The Focke-Wulf 1000X1000X1000

Bumping this thread. Also note a a few posts up, a picture placed in tinyprick is still up, even though there are "nazis" shown. Maybe the kikes routinely complain to tinyprick about every picture they come across on this forum but are too lazy to do it systematically.

Beautiful examples of Aryan ingenuity.

http://www.luft46.com/luftart.html

The Focke-Wulf 1000X1000X1000
Beautiful examples of Aryan ingenuity.

http://www.luft46.com/luftart.html
As with the V2, no 3rd Reich patents are presently honored. It's no wonder the Stealth Bomber was made possible :mad:

KLM,

The patents are honored. But they are held by US corporations who stole them after the war.

Austrian Viktor Schauberger (discussed on another thread) was forced to turn over his most valuable patents to an "American of German descent" named Donner. This was nearly ten years after the war. Theft of any 3rd Reich material was considered okay by Washington. Schauberger only worked for an SS weapons research facility but it was enough to get him robbed of his life's work.

There's a day of reckoning coming for this sort of thing.

Nerve Gasses. The Germans are known to have originated Tabun and Sarin since they had already weaponized it in bombs by the early 1940s. Presumably their Army chemical R&D program didn't close down after those two successes.

A reasonable question is how much did the origin of VX nerve agent derive from captured German expermimental work and prototypes? This nerve agent appeared nearly simultaneously in both USA and USSR arsenals.


While it is true that Tabun and Sarin were developed in the Third Reich, they were not developed for their capacity to kill people. These were insecticides to the Germans. Contrary to the unending propaganda, it would have been out of character for the German National-Socialist government to attack civilian populations as such. Using nerve-agents to kill people was an Allied notion.

Did you know, the Russians needed an engine for their 1st MIG, so they stole a couple from 3rd Reich jet engines to bolt onto theirs?:
"...In February 1945 Stalin had introduced a crash program to build fighters using turbojet engines, as there were no Soviet made turbojet engines ready at the time the decision was made to use the German Junkers Jumo 004 and the BMW 003 which would be made in the Soviet Union as soon as possible.

The I-300 (Mig 9) was the first solely jet powered aircraft made by the Mikoyan/Gurevich bureau, the aircraft it's self was based on a design study "Aircraft F" (with two Lyulka TR-1 engines) but this was reworked to accommodate the two German made BMW 003 engines the bureau had "decided" to use for the new fighter's power output needs. The first flight was on 24/4/1946 piloted by A.N. Grintchik, making the I-300 the first Soviet jet powered aircraft to fly..."
http://tanks45.tripod.com/Jets45/Histories/MiG-9/MiG-9.htm

http://i4.photobucket.com/albums/y113/Tuerkenjaeger/Mig9j.jpg

http://en.wikipedia.org/wiki/Blohm_+_Voss_BV_238
http://www.christian-schmidt-fachbuchhandlung.de/product_info.php?products_id=2216&osCsid=dc1a413125da8b3175e67bf8a764a435
Did you know that the Germans built an airplane about as big as a Jumbo that would take off and land on water?
http://upload.wikimedia.org/wikipedia/en/e/e5/Blohm_und_voss_bv_238.jpg

Did you know that the Germans built an airplane about as big as a Jumbo that would take off and land on water?


One time the Discovery Channel did an episode of Wings on the Blohm and Voss planes , really interesting . The program included this plane along with several others built by Blohm and Voss .

Where do you think Hughes came up with the idea for this ( probably blueprints stolen from some German design shop ).

http://homepages.tesco.net/~paul.crossley/goose/goose5.jpg


Incidently , the Mig-1 had BMW engines in it .

Where do you think Hughes came up with the idea for this ( probably blueprints stolen from some German design shop ).

Hope not. The Goose was Hughes' biggest dud. (Except for the movie he made with John Wayne as Genghis Khan, but that was another sort of dud.)

The idea that Goring ordered German fighters not to attack P-51s is ridiculous.The German fighter pilots went after them just as they would any other allied fighter.One German ace shot down a dozen of them.And there were no such thing as unescorted bombers,they always had escorts.There was also no connection between the Bf-109 and the P-51.If the guy fled from Germany when Hitler came to power,then he fled before the 109 was even designed.

Hope not. The Goose was Hughes' biggest dud.

It's probably a viable design, just never pursued to full testing .

It is a gigantic airplane , I'd really like to see it fly in full service .

The main reason the "Spruce Goose" never made it past the prototype stage is the simple fact that with the end of WWII there was no longer a need for a giant troop transport.

http://www.rp-online.de/hps/client/opinio/public/pjsub/production_long.hbs?hxmain_object_id=PJSUB::ARTICLE::302123&hxmain_category=::pjsub::opinio::/reisen_ausflug/ausfluege/nrw_duesseldorf

http://www.rp-online.de/hps/upload/hxmedia/opinio/HBSWw3xQ_300x.jpg
http://www.rp-online.de/hps/upload/hxmedia/opinio/HBrcEk1i_300x.jpg

http://i4.photobucket.com/albums/y113/Tuerkenjaeger/JU52-1.jpg

http://www.flugzeuginfo.net/acimages/do335_guilhermebystronski.jpg

Dornier Do 335 Pfeil

Fighter / Fighter Bomber / Reconnaissance Aircraft

Crew 1

Propulsion 2 Piston Engines
Engine Model Daimler-Benz
DB 603A
Engine Power (each) 1288 kW 1727 hp...

http://www.flugzeuginfo.net/

http://www.flugzeuginfo.net/acdata_php/acdata_dornier_do335_en.php

The Dornier Do 335 Pfeil ("Arrow"), unofficially also Ameisenbär ("anteater"), was a World War II heavy fighter built by the Dornier company. The Pfeil's performance was much better than that of other twin-engine designs due to its unique "push-pull" layout. The Luftwaffe was desperate to get the design into operational use, but delays in engine deliveries meant only a handful were delivered before the war ended.


The origins of the Do 335 trace back to World War I when Claudius Dornier designed a number of flying boats featuring remotely-driven propellers and later, due to problems with the drive shafts, tandem engines. Tandem engines were used on most of the multi-engine Dornier flying boats that followed, including the highly successful Do J and the gigantic Do X. The remote propeller drive, intended to eliminate parasitic drag from the engine entirely, was tried in the innovative but unsuccessful Do 14, and elongated drive shafts as later used in the Do 335 saw use in the rear engines of the four-engined, twinned tandem-layout Do 26 flying boat.

There are many advantages to this design over the more traditional system of placing one engine on each wing, the most important being power from two engines with the frontal area (and thus drag) of a single-engine design, allowing for higher performance. It also keeps the weight of the twin powerplants near, or on, the aircraft centerline, increasing the roll rate compared to a traditional twin. In addition, a single engine failure does not lead to asymmetric thrust, and in normal flight there is no net torque so the plane is easy to handle. The choice of a full "four-surface" set of cruciform tail surfaces in the Do 335's design, allowed the ventral vertical fin/rudder assembly to project downwards from the extreme rear of the fuselage, in order to protect the rear propeller from an accidental ground strike on takeoff.

In 1939, Dornier was busy working on the P.59 high-speed bomber project, which featured the tandem engine layout. In 1940, he commissioned a test aircraft to validate his concept for turning the rear pusher propeller with an engine located far away from it and using a long driveshaft. This aircraft, the Göppingen Gö 9 showed no unforeseen difficulties with this arrangement, but work on the P.59 was stopped in early 1940 when Hermann Göring[citation needed] ordered the cancellation of all projects which would not be completed within a year or so.

In May 1942, Dornier submitted an updated version with a 1,000 kg (2,200 lb) bombload as the P.231, in response to a requirement for a single seat high-speed bomber/intruder (other entries included the Blohm & Voss BV 155). P.231 was selected as the winner after beating rival designs from Arado and Junkers, and a development contract was awarded as the Do 335. In autumn 1942, Dornier was told that the Do 335 was no longer required, and instead a multi-role fighter based on the same general layout would be accepted. This delayed the prototype delivery as it was modified for the new role.

Fitted with DB 603A engines delivering 1,750 PS (1,287 kW, 1,726 hp) at takeoff, the Do 335 V1 first prototype, bearing the Stammkennzeichen (factory radio code) of CP+UA, flew in October 1943. The pilots were surprised at the speed, acceleration, turning circle, and general handling of the type; it was a twin that flew like a single. The only sore spots they found were the poor rearward visibility and weak landing gear. V2 and V3 incorporated several minor changes; the oil cooler under the nose was incorporated into the annular engine cowling, blisters were added to the canopy with small rear-view mirrors, and the main undercarriage doors were redesigned.

On 23 May 1944, Hitler, as part of the Jägernotprogramm directive, ordered maximum priority to be given to Do 335 production. The main production line was intended to be at Manzel, but a bombing raid in March destroyed the tooling and forced Dornier to set up a new line at Oberpfaffenhofen. The decision was made, along with the rapid shut-down of many other military aircraft development programs, to cancel the Heinkel He 219 night fighter, and use its production facilities for the Do 335 as well. However, Ernst Heinkel managed to delay, and eventually ignore, its implementation.

Flight tests

Do 335 tested in the USAThe first 10 Do 335A-0s were delivered for testing in May. By late 1944, the Do 335A-1 was on the production line. This was similar to the A-0 but with the uprated DB 603E-1 engines and two underwing hardpoints for additional bombs, drop tanks or guns. Capable of a maximum speed of 763 km/h (474 mph) at 6,500 m (21,300 ft) with MW 50 boost, or 686 km/h (426 mph) without boost, and able to climb to 8,000 m (26,250 ft) in under 15 minutes, the Do 335A-1 could easily outrun any Allied fighters it encountered. Even with one engine out, it could reach about 563 km/h (350 mph).

Delivery commenced in January 1945. When the United States Army overran the Oberpfaffenhofen factory in late April 1945, only 11 Do 335A-1 single-seat fighter-bombers and two Do 335A-12 trainers had been completed.

French ace Pierre Clostermann claimed the first Allied combat encounter with a Pfeil in April 1945[1]. Leading a flight of four Hawker Tempests from No. 3 Squadron RAF over northern Germany, he intercepted a lone Do 335 flying at maximum speed at treetop level. Detecting the British aircraft, the German pilot reversed course to evade. Despite the Tempest's considerable speed, the RAF fighters were not able to catch up or even get into firing position.

YouTube - Me 163 Komet

http://www.fuckfrance.com/images/i521/185705.460me163_charlie.jpg

Some incredible designs here.

YouTube - Luftwaffe 46' Experimental & Planned aircraft of Germany

http://img42.imageshack.us/img42/9321/twagen.jpg