While it is a fantasy model, there are a growing amount of people who believe Norman Reynolds got some inspiration from the US patent by German Luftfracht-Langguth "tailless airplane" of 1934

 

Raiders of the Lost Ark was set in 1936...


~Rob Arndt

Nothing New Under The Sun...

When the newest American super-bomber, the Northrop B-2, was revealed to the public at Palmdale, California on November 22, 1988, many aviation history enthusiasts must have noted that the configuration selected by the aircraft's designers, namely that of the "flying wing," had been resurrected from the dead, as it were.

Although present day experience has shown that the all-wing configuration is the best one for avoiding detection by enemy radar (aided by the latest technology in materials, electronics and computers), the same configuration has been in practical use since about 1930. The first jet-powered all-wing aircraft flew in Germany on February 2, 1945, and at the time was also virtually undetectable by radar, partly on account of its mixed construction (wooden wings).

The Horten brothers, Reimar and Walter, had in mind a pure all-wing aircraft with no vertical control surfaces of any kind. Inspired by the Stork- and Delta-type tailless aircraft of Alexander Lippisch, they began their work at the end of the 1920s. Successful flight tests of their first tailless glider were carried out at Bonn-Hangelar airfield in July 1933. The all-wing concept had achieved its first practical success.

In a speech before representatives of the aircraft industry in 1943, Reichsmarshall Hermann Göring announced that no new contracts would be given, unless the proposed aircraft could carry 1000 kg bombs, fly 1000 km/h, and have a penetration depth of 1000 km; penetration depth being defined as the total range.

The Hortens felt that the low-drag all-wing design could meet all of the goals – by reducing the drag, cruise power could be lowered to the point where the range requirement could be met. They put forward their current private (and jealously guarded) project, the Ho IX, as the basis for the bomber.

Reichsluftfahrtministerium approved the Horten proposal, but ordered the addition of two 30MM cannon, as they felt the aircraft would also be useful as a fighter due to its estimated top speed being significantly higher than any allied aircraft.

It was the only design to come close to meeting the 1000/1000/1000 rule, and that would have remained true even for a number of years after the war. But like many of the late war German designs, the production was started far too late for the plane to have any effect. In this case none saw combat.

One reason that the Ho 229 never got into production was that Reimar Horten was distracted that winter by another urgent project: the Ho XVIII Amerika bomber. This huge, six-engined Nurflügel was supposed to carry an atomic bomb to New York or Washington, despite the fact that the bomb was mostly theoretical, the engines probably couldn't have lasted the journey, and the plane couldn't possibly have been completed before Germany surrendered.

In 1944 the RLM had issued a requirement for an aircraft with a range of 11000 km (6835 miles) and a bomb load of 4000 kg (8818lbs).

Five of Germany's top aircraft companies had submitted designs, but none of them met the range requirements for this Amerika Bomber. Their proposals were redesigned and resubmitted at the second competition, but nothing had changed. The Hortens were not invited to submit a proposal because it was thought that they were only interested in fighter aircraft

After the Hortens learned of these design failures, they went about designing the XVIII Amerika Bomber.

The Ho XVIII was basically shaped like the Ho VIII, with aerodynamic refinements for a Mach speed of 0.75, 6 jet engines, and was to be built mainly of wood and held together with a special carbon based glue. As a result, the huge flying wing should go largely undetected by radar.

Reimar Horten said in his autobiography:

Our final contract; to develop a six jet long range bomber, was received on March 12, 1945.

The order to proceed with the building of the Ho XVIII came, despite my arguments that preliminary calculations were not completed. Construction was started in Kahla near Weimar in April 1945.

Much too late again. Construction was never finished.




 






Horten and B-2 







 

The world's first stealth fighter flew on February 14, 1945.....

The Hortens had a long distinguished history of building advanced flying wings and the Ho-IX/Go-229 had a largely wood fuselage that contained a mix of sawdust, charcoal, and resin to absorb radar. Its own flying wing configuration would help too but to make sure the Germans developed a radar-absorbing paint called "Schornsteinfeger" (Chimneysweep) that was a thick carbon laden mixture that eventually became the basis of the US "Ironball" paint idea for the U-2.

When it was time for Northrop to develop the B-2 the stored Ho-IX was fully reviewed - every inch of it. The B-2 is more closely related to the Horten designs than any previous Northrop flying wings. As far as the Ho-XVIII Amerika Bomber was concerned, Göring ordered it into production in March 1945 and before capitulation the Hortens had managed to construct the tubular steel center section of the bomber - but no further. After the war, the US brought the Ho-IX back to the US and secretly took one of the Horten brothers into custody from the British to study flying wing and disc designs at Wright Field before he was released back to Germany.

The destroyed Ho-Parabola bears a remarkable resemblance to the aircraft Kenneth Arnold spotted that caused the term "Flying saucer" to be coined by a reporter. In fact, NONE of those a/c flying in formation were discs. They were parabolic flying wings led by what looked like a Ho-IX/Go-229.

The Roswell craft was also NOT a disc at all but a delta craft with similarities to the Ho-X final design... right down to the anti-radar grooves cut into the bottom of the fuselage. It had a nose, in-line cockpit, and small canted wing tips. What has been surmised is that the recon craft was carried aloft by a Japanese FUGO-type balloon to extreme high altitudes and then drifted across Soviet airspace to take photos of military installations. Once released, a small rocket motor would push the delta at sufficient speed for a long-range glide back into the Pacific Ocean where a carrier and support ships would recover the craft and crew. All film processing would be done on the ships and then flown back to the continental US quickly. What happened that day was a test flight during bad weather. Lightning struck the crew compartment which was filled with oxygen and the crew was burning to death as the balloon was jettisoned. The pilot lost control and slammed down hard into the farmer's field which separated the nose and ejected most of the crew who then continued to burn with all their gear on them and possibly fuel from ruptured tanks. It is not surprising that their size was around 4 ft after burning all night. So what the USAF reported as a weather balloon was in fact as close as they could get to telling the truth. They couldn't admit a spycraft built for intrusion over the USSR nor its advanced construction. As for the strange light metal that crumpled and did not burn, it could have been an alloy the Germans developed for their disc aircraft called Luftschwamm (Aerosponge) that was a light and porous metal that could withstand 1000 degrees F. It was porous so as to eliminate the need for air intakes on disc aircraft. Air would be literally sucked through the aircraft and when in flight used as auxilliary propulsion like a squid uses water. No moving parts involved at all.

The whole alien nonsense started in the 1970s, NOT back in 1947. Of course all US Horten work would still be classified so they dared not write or speak anything about it. Same for von Braun and strange aircraft that were operating under SS control at Peenemünde. It should be noted that none of the various German engineers that worked on disc aircraft were allowed to file for patents from 1945-1955. When they did, like Epp and Fleissner tried to do in 1956, they only got approvals 5-10 years later. WHY? Because the US was using German tech to build our first jet discs here and attempt to reverse-engineer the occult EMG discs up in Nevada. There were NO alien discs at S4, only German types. It is laughable to look at Bob Lazar's claimed S4 Sportsmodel disc- it is just a modified US version of a Haunebu II. Brown's tiny disc model for EM propulsion was ALSO in Haunebu II configuration. So is the famous Adamski disc. So what are the odds of three different people under different circumstances describing a Haunebu II type craft from the 1950s all the way up to the late 1990s?

 

Argentina reported these same craft in the 1940s, during the war. It is no secret that Argentina while neutral up until US pressure forced them to join the Allies in March 1945 sympathized with and harbored Nazis and German technology. When Peron came to power, the Nazi had not gotten much larger and for a brief moment Argentina had both the Pulqui II fighter prototype and the Huemel Fusion Experiment based on German WW2 experiments. You can't blame the Argentines for failure either because they lacked the economic power and industrial capability to manufacture these weapons because the UK and US owned a majority of their companies while Evita was busy redistributing the money of the rich to the poor in a massive class struggle until her death.

 

The USAF and other Govt. entities are deeply conspiring to withhold classified information from the public but my side is on terrestrial craft vs ET UFOs.The mere fact that after Germany was defeated there was a great race to build this type of machine without a military need for it by the US, UK (through AVRO Canada), and the USSR is proof enough. Add to that the patents of many German aeronautical engineers that were filed postwar or kept classified. That list includes these people and their wartime projects: Heinrich Focke (Fw Schnellflugzeug Rochen), pre- and postwar patents Heinrich Fleissner (Peenemünde Düsenscheibe), postwar patent Josef Andreas Epp (Omega Diskus/GDR Pirna Disc), postwar patents Dr. Richard Miethe and Rudolf Schriever through Bruno Schwenteit (Elektrische Luft Turbine or V-7 device), postwar patent Dr. Alexander Lippische (Aerodynes), postwar patent Hermann Klaas (WNF Feuerball), postwar patent The Horten brothers (classified postwar work based on Ho-Parabola/Ho-X), still classified and compartmentalized Rudolf Schriever (Flugkreisel) - could not obtain patent from US postwar, died,  Viktor Schauberger (Repulsin A/B) - all work forceably signed over to US in 1958, died. That's 10 different people working on 12+ projects that are all different discs.

You would have to be totally clueless NOT to put the pieces together. A fair amount of what's sighted around the globe is black project disc aircraft that trace their roots right back to the Third Reich whether you like it or not. And those I mentioned have nothing to do with the Thule/Vril/SS E-IV EMG discs of which very little is known except that their configurations dominate the types of UFOs seen around the globe from the late 1940s around Antarctica and Argentina all the way up to the US, over to Europe, Russia, Asia, and back to Antarctica. Quite a coincidence too that the US incidents started in New Mexico at a time when German aircraft and missiles were being tested there and right where the atomic weapons were made.

~Robert Arndt