"All the World's a Stage We Pass Through" R. Ayana

Friday 30 April 2010

NAZI's Flying Saucers

NAZI's Flying Saucers

More Details of the Roots of Secreted Sciences

Several types of flying craft we would call flying saucers were built by the NAZI Germans during the Second World War. The exact number is still open for debate but it certainly must vary from between three to seven or possibly eight different types. These different types do not mean experimental models or variants of which there were many.

What is meant here is that there were very different lines of flying machines being built in wartime Germany at different places by different groups of people. Since more than one saucer-type may have been produced by a single group. The progress from saucer projects which are factually better known and which deal in conventional propulsion methods and then move to lesser known projects which deal in more exotic propulsion methods which are less well documented and so more controversial.

The Schriever-Habermohl Projects

The best known of these projects 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 Oscheben and Bemburg, the Wilhelm Gustloff firm at Weimar and the Kieler Leichtbau at Neubrandenburg.

This project started as a project of the Luftwaffe, sponsored by second-incommand, 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. According to his own words, Georg Klein 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 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. 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 wingvanes 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. 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. If all 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 and are reproduced here.

There is some confusion about the date of these pictures. In the video film "UFOs Secrets of the 3rd Reich", Epp states these pictures were taken in the Fall of 1944. In his book the date is given as the official date of February 14, 1945. In personal correspondence to me of December, 30, 1991, he indicated the date of the pictures as August, 1944.

In that correspondence he further revealed that the official flight had been February 14, 1945 but an earlier lift-off had taken place in August of 1944. The pictures show a small disclike object in the distance at some altitude posed above a landscape. The saucer is at too great a distance and altitude to show any mechanical detail. As Klaus-Peter Rothkugel points out, the foliage on the trees indicates the August date as being the most accurate.

Very high performance flight characteristics are attributed to this design. Georg Klein says it climbed to 12,400 meters (over 37,000 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 750 miles 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 2000 kilometers 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. But at least one writer has discounted such high performance. It is argued that the large frontal area of one of the possible designs in question makes Mach 2 flight impossible.

The argument seems to be that given the possible power plants the atmospheric resistance caused by this frontal area would slow the craft to a point below the figures stated earlier. 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 Project 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 fly in the range of 2000 kilometers per hour to Mach 2. Interestingly enough, it was to use two Walther HWK109 rocket engines.

As an aside, it should be noted that there are those who will resist at any attempt to impugn the official breaking of the sound barrier by Chuck Yeager in 1947 in the Bell X-l rocket aircraft. They had better brace themselves. This record has also been challenged from another direction. This challenge was reported in February, 2001, by the Associated Press, Berlin. It seems that a certain Hans Guido Mutke claims he pushed his Messerschmitt jet fighter, the Me-262, through the sound barrier in 1945. This occurred during an emergency dive to help another German flyer during air combat.

At that time he experienced vibrations and shaking of the aircraft. According to the report, a Hamburg Professor is working on a computer simulation in order to check the validity of this claim. Returning to the topic at hand, Schriever continued to work on the project until April 15, 1945. About this time Prag was threatened by the Soviet Army. The Czech technicians working on this project were reported to have gone amuck, looting the facility as the Russians approached.

The saucer prototype(s) at Prag-Gbell were pushed out onto the tarmac and burnt. Habermohl disappeared and presumably 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 Southern Germany. After cessation of hostilities Schriever worked his way north to his parents house in Bremerhaven-Lehe. There Schriever set up an inventor-workshop.

On August 4, 1948 there was a break in to the workshop in which Schriever's plans and saucer model were stolen. Schriever was approached by agents of "foreign powers" concerning his knowledge of German saucers. He declined their offers, preferring rather menial work driving a truck for the U.S. Army. Schriever is reported to have died shortly thereafter in 1953.

There is a report, however, that his death was reported prematurely and that he was identified by a witness who knew him in Bavaria in 1964 or 1965. Interestingly enough, Schriever never claimed that his saucer ever flew at all! If this true, Schriever's saucer was still in the pre-flight stage at the time of the Russian advance and its ultimate destruction on the Prag-Gbell tarmac. This is in direct contradiction to the sources cited above and the photographic evidence. How can this seeming inconsistency be explained?

The Miethe-Belluzzo Project

This saucer project may have been an outgrowth of flying wing research. It was begun in 1942, and was under the on-site nuthority of Dr. Richard Miethe, sometimes called Dr. Heinrich Richard Miethe. Not much is known about Dr. Miethe before the war. After the war Dr. Miethe is rumored to have worked on the Anglo-American saucer project at the firm of Avro Aircraft Limited of Canada. Such is stated Klein/ Epp, Barton, Lusar, as well as a myriad of other sources. We will return to the Avro projects later.

Working with Dr. Miethe was an Italian engineer, Professor Guiseppe Belluzzo. Belluzzo was the Deputy, Senator and Minister of National Economy under Mussolini. He had written several books on technical matters including Steam Turbines in 1926 and calculations and Installations of Modern Turbine Hydrolics in 1922 (names are English translations of Italian titles). Belluzzo was considered to be an expert in steam turbines. Dr. Belluzzo was not a junior scientist and he was not Dr. Miethe's assistant. He was a senior scientist whose expertise was somehow invaluable on the saucer devices or planned further developments of them.

After the war Belluzzo seems to have led a quiet life in Italy until his death on 5/22/52. Unlike Miethe, however, Belluzzo went on record about German flying discs after the war. He is quoted on the subject in The Mirror, a major Los Angeles newspaper in 1950. This may be the first mention of the subject in the American press.

In his obituary in the New York Times his work on the German saucer program is mentioned. This team worked in facilities in, Dresden, Breslau and Letow/Prag according to Epp. Both this project and the Schriever and Habermohl projects were directed by the same experts and advisors. From Epp's discussion, it is clear that Dr. Walter Dornberger first evaluated and recommended his saucer model for further development. Miethe is described by Epp in translation as a "known V-weapons designer".

The association of both projects to Peenemuende is clear. Both were sanctioned and set up by officials there, probably by Dr. Walter Dornberger himself. Miethe and Belluzzo worked primarily in Dresden and Breslau but for a brief time they may have actually joined forces with Schriever and Habermohl in Prag, as evidenced by Klein's statement that three saucer models were destroyed on the Prag tarmac. One saucer, which Klein he describes as Miethe's was among these.

Klein acknowledges that Peenemuende, and its nearby test facility at Stettin, retained and developed the Miethe design as an unmanned vehicle. Epp tells us that the Miethe-Belluzzo project was organized under exactly the same authority as the Schriever-Habermohl project and he further identifies the very same industrial firms which supported Schriever-Habermohl as supporting this project. In reality, both should be viewed as one project with different aspects. The designs envisioned by Dr. Miethe and Professor Belluzzo were quite different from those of Schriever and Habermohl. Designs of this project consisted of a discus-shaped craft whose outer periphery did not rotate. Two designs have positively been nttributed to Miethe and Belluzzo although three designs exist as part of their legacy.

The first design is made known to us from Georg Klein's article in the October 16, 1954 edition of the Swiss newspaper, Tages- Anzeiger fuer Stadt und Kanton Zuerich, mentioned above. The same design is reproduced in the book by J. Andreas Epp. This saucer was not intended to take-off vertically but at an angle as does a conventional airplane. In this design twelve jet engines are shown to be mounted "outboard" to power the craft. The cockpit was mounted at the rear of the vehicle and a periscope used to monitor directions visually impaired. Notably, a large gyroscope mounted internally at the center of the craft provided stability.
This and other Miethe-Belluzzo designs were said to be 42 meters or 138 feet in diameter. Aeronautical writer Hans Justus Meier has challenged this design on a number of grounds. It is certainly possible, if not probable, that the outboard jet-turbine arrangement is incorrect, one might ask, if this was an outboard jet-turbine design, then what purpose did the bloated central body serve? In reality the twelve jets may simply have been jet nozzles of one engine. Certainly the large central body had a function, it must have housed the engine.

But how could the authenticity of this design come under question when Georg Klein is vouching for it in his article? The answer may be that Klein never saw this design himself and he simply is relying on the descriptions of those that did. If one reads the works of Klein carefully, he never claims to have seen this model in flight. As a matter of fact, he never claims to have actually seen this design at all.

The second Miethe design seems to have originated with a 1975 German magazine article. This version shows a cockpit above and below the center of the craft. Four jet engines lying behind the cockpits are shown as the powerplants. No real detail is supplied in this article. This design is not ever discussed in the text which deals primarily with the Schriever-Habermohl Project. Some writers have speculated on this particular design, supplying detail. For now, however, no named source seems to be able to link this design with the Miethe-Belluzzo Project. Therefore, at least for the time being, we must put this design in suspense and focus on the first and next design in discussing the aforementioned saucer project.

The third design attributed to the Miethe-Belluzzo Project comes to us from and article by Jan Holberg in an August 20, 1966 article in Das Neue Zeitalter and also from Michael X. Barton- Carl F. Mayer-Hermann Klaas connection. This design was capable of vertical take-off. Klaas provides internal detail which has been reproduced here. At first, this appears to be a push-pull propeller system driven by a single engine. It is not. Neither are the twelve jet nozzles unsupported in any way as depicted.

The real answer to this mystery is that this drawing is incomplete. With the completed parts depicted, a radial turbojet engine of special type would appear. Design one differs from design three in that the latter, with its centrally located cabin and symmetrical arrangement of twelve adjustable jet nozzles, is controlled by selectively shutting off various jets through the use of a surrounding ring. This allows the saucer to make turns and to take off vertically.

Recently, a German researcher, Klaus-Peter Kothkugel using Vesco as his source, has proposed an engine which links the designs one and three, and possibly even design two, while supplying the missing pieces needed to make the engine depicted air-worthy and resolves other problems. This engine was invented by a French engineer, Rene Leduc and probably acquired by the Germans during their occupation of France. If a flying saucer equipped with this engine were viewed from the outside, no rotating parts would be visible. This is because the engine was totally contained within the metal skin of the saucer. It did rotate but this rotation was within the saucer itself and not viable from the outside. An air space existed all around the spinning engine, between it and the non-rotating outer skin.

This engine was a type of radial-flow jet engine. It was this type of engine which probably powered all of Dr. Miethe's saucer designs. It is also the prime candidate for the post-war design of John Frost, the "Flying Manta." The Flying Manta actually did fly. Pictures of it during a test flight are unmistakable. They were taken on July 7, 1947 by William A. Rhodes over Phoenix, Arizona. It almost goes without saying that the time frame, July of 1947, as well as the geographical location, the American Southwest, as well as the description of the flying object itself, beg comparisons to the saucer which crashed at Rosewell, New Mexico, earlier that same month.

If one looks at what is known of Dr. Miethe's saucer design, the Leduc engine, and the Frost Manta, it must be acknowledged that a connection between these three not only explains apparent inconsistencies in the existing Miethe designs but also links them to the post-war American Southwest, the precise spot where evaluated.

There is considerable confusion as to where the first test flight of the Miethe-Belluzzo saucer occurred. Epp tells us that models made by this team were flight tested since 1943. Georg Klein, as well as Andreas Epp, state that a test model of this craft took off from Stettin, in northern Germany, near Peenemuende, roughly where the Oder River meets the Baltic, and crashed in Spitsbergen which are the islands to the north of Norway. A manned test flight in December, 1944 has been mentioned by Norbert Juergen-Ratthofer and Ralf Ettl in one of the films on which they worked.

The pilot named was Joachim Roehlicke or perhaps Hans-Joachim Roehlicke. Klaus-Peter Rothkugel reports that Roehlicke was under the direction of none other than Dr. Hans Kammler himself and was stationed at the Gotha Wagonfabrik company. The Gotha Wagonfabrik company is in the Jonas Valley in Thuringia. This valley was packed full of high-tech underground facilities which included nuclear research. Roehlicke confided to his daughter after the war, according to Mr. Rothkugel, that he "had seen the earth from above". Confusion over the test details of the Miethe-Belluzzo saucer start as early as the whole German flying disc controversy itself in the 1950s.

In the English translation of his book, titled Brighter than a Thousand Suns - A Personal History Of The Atomic Scientists, a footnote appeared which deviated from the discussion of atomic weaponry. This 1958 description is one of the first in English and may illustrate some of the difficulties in sorting out this information: "The only exception to the lack of interest shown by authority was constituted by the Air Ministry. The Air Force research workers were in a peculiar position. The produced interesting new types of aircraft such as the Delta (triangular) and "flying discs."

The first of these "flying saucers," as they were later called — circular in shape, with a diameter of some 45 yards — were built by the specialists Schriever, Habermohl and Miethe. They were first airborne on February 14, 1945, over Prague and reached a height of nearly eight miles in three minutes. They had a flying speed of 1250 m.p.h. which was doubled in subsequent tests. It is believed that after the war Habermohl fell into the hands of the Russians. Miethe developed similar "flying saucers" at a later date at A. V. Roe and Company for the United States."

One big difference between the Miethe-Belluzzo design and the Schriever-Habermohl designs is that the former craft was alleged to have, or be designed to have, a longer flight range.

This point is reinforced by the Spitzbergen flight mentioned above. Klein states that the Germans considered long range, remote controlled attack from Germany to New York using this craft. As stated earlier, both projects were under the same authority. Experts and advisors included, according to Epp, among others, head-designer Kalkert of the Gotha Waggonfabrik, head-designer Guenther of Heinkel, engineer Wulf of Arado, engineer Otto Lange of the RLM, and engineer Alexander Lippish of Messerschmitt. Pilots were Holm, Irmler, Kaiser and Lange. The test pilot was Rudolf Schriever. There do exist two alleged still pictures of the Miethe craft in flight. One is reproduced here. It may be the first design.

A picture claiming to be of what is called here the third design can be found in W. Mattern's book, UFO's Unbekanntes Flugobiekt? Letzte Geheimwaffe Des Dritten Reiches?. Politically, in 1944, Heinrich Himmler, head of the SS, replaced Albert Speer's appointee, Georg Klein, with Dr. Hans Kammler as overseer of this combined saucer project. This is a little confusing, however, since Kammler retained Klein as his employee, Perhaps a more practical way to look at this is that Kammler, Himmler's employee, replaced Speer while Klein did what he always did. The result was that the SS took direct and absolute control over these projects from this point until the end of the war. Prior to this happening, news of these designs or application itself was made to the German Patent Office.

All German wartime patents were carried off as booty by the Allies. This amounted to truckloads of information. Fortunately, Rudolf Lusar, an engineer who worked in the German Patent Office during this time period, wrote a book in the 1950s listing and describing some of the more interesting patents and processes based upon his memory of them. They are surprisingly detailed. Included is the Schriever saucer design with detail. Also discussed is the Miethe project. The significance of these two teams cannot be minimized in the history of flying saucers or UFOs. Already in this brief discussion, the evidence, taken as a whole, is overwhelming.

Please compare this to any and all extraterrestrial explanations of flying saucers. Here we have Germans who claim to have invented the idea of the flying saucer. We have Germans who claim to have designed flying saucers. We have Germans who claim to have built flying saucers. We have Germans who claim to have flown flying saucers. We have Germans who claim to be witnesses to flying saucers known beforehand to be of German construction. We have German construction details. And finally, we have a man who took pictures of a known German flying saucer in flight. The facts speak for themselves. During the Second World War the Germans built devices we would all call today "flying saucers". No other UFO explanation can even approach this in terms of level of proof, or we must accept that there is an Extra-Terrestrial Intelligence in our universe.

Source : A Guide to German Flying Discs Of The 2nd World War
by Henry Stevens


From – Unsolved Mysteries in the World:  http://unmyst3.blogspot.com/2008/11/nazis-flying-saucers_05.html

New Illuminati comments: The early rocket-propelled designs by Shriever and others proved too unstable for flight. Most available references to NAZI flying disk designs concentrate on these and similar early models and ignore successful later versions which used entirely different propulsion systems. More stable rotary turbine propulsion followed Shriever’s ill-conceived attempts to build a circular flying wing, but it, too, was soon replaced by the electohydrodynamic  disks we’ve grown familiar with since the end of World War 2 – a natural outgrowth of any planet-bound species’ quest for flight faster than the sound barrier.
Nikola Tesla’s designs - created a few years after the dawn of the 20th century - were the true basis for all later fruitful research by secretive world powers…

For MoreSee – Nazi Ufos: http://newilluminati.blog-city.com/index.cfm?search=nazi+ufo

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Thursday 29 April 2010

Nikola Tesla's Lost Journals: ET Contact & Secret Technologies

Nikola Tesla's Lost Journals

Great Unsung Inventor Communicates with Extraterrestrial Beings

In 1976, four undistinguished boxes of papers were auctioned in the estate sale of Michael P. Bornes, a bookseller in Manhattan. This auction took place in Newark, NJ, and the boxes along with their contents being bought by Dale Alfrey for twenty-five dollars. Alfrey had no idea what was in the boxes when he bought them. When he later went through them, he was surprised that the boxes contain some of lost science, as well as shocking new details of Nikola Tesla's life as written by himself in long forgotten notes. These explosive journals, reveal that Tesla was the first man to receive communications from life forms not of this planet!

Nikola Tesla (10 July 1856 – 7 January 1943) born as an ethnic Serb in the village of Smiljan, in Austrian Empire (today's Croatia), he was a subject of the Austrian Empire by birth and later became an American citizen. He was an inventor and also one of the most important contributors to the birth of commercial electricity, and is best known for his many revolutionary developments in the field of electromagnetism in the late 19th and early 20th centuries. Aside from his work on electromagnetism and electromechanical engineering, Tesla contributed in varying degrees to the establishment of robotics, remote control, radar, and computer science, and to the expansion of ballistics, nuclear physics, and theoretical physics.

However, despite all of his contributions to science, his name is little remembered outside the field of electronics and physics. In fact, Thomas Edison is often mistakenly credited in school textbooks with inventions that were developed and patented by Tesla. A few of his achievements have been used, with some controversy, to support various pseudosciences, UFO theories, and early New Age occultism. Most scholars acknowledge that Tesla’s obscurity is partially due to his eccentric ways and fantastic claims during the waning years of his life, of communicating with other planets and death rays. Many of these fantastic inventions of Tesla are scientifically accurate and workable. It has simply taken mankind this long to catch up to the astonishing ideas of a man who died in 1943.

It is now known that various governments were extremely interested in Tesla's ideas for weapons and limitless energy. So much so that after his death, the U.S. military confiscated boxes full of Tesla's research and writings. Much of this material has never been revealed to the public. What is not so widely known is that Tesla often suffered from financial difficulties, forcing him to move from hotel to hotel as his debt increased. Many times Tesla had to move, leaving crates of his belongings behind.

The hotels would hold on to Tesla's possessions for a while, but would eventually have to auction them off in order to repay Tesla's outstanding bills. Often these sold off boxes contained notes outlining some new invention or speculations on developing technology. How much was lost over the years no one will ever know. However, some material escaped the clutches of obscurity and has recently resurfaced after being separated and stored for decades. These trunks, which were eagerly sought after Tesla’s death, have become the key to unlocking the mystery of who Nikola Tesla really was, and the incredible life that he secretly led.

When Tesla died on January 7, 1943 at the age of 86, representatives of the Office of Alien Property (OAP), at the request of the FBI, went to the Hotel New Yorker and seized all of Tesla’s belongings. Two truckloads of papers, furniture and artifacts were sent under seal to the Manhattan Storage and Warehouse Company. This load was added to the almost thirty barrels and bundles that had been in storage since the 1930s, and the entire collection was sealed under orders from the OAP. Strange behaviour, considering that Tesla was a legal American citizen.

After Tesla’s death, there was a scramble by the United States government to find all of his papers, notes and research before other foreign powers could find them. Tesla’s nephew, Sava Kosanovic, reported that before the OAP had arrived, someone else had obviously gone through Tesla’s belongings and taken an unknown amount of personal notes and papers. It was known by the FBI that German intelligence had already spirited away a sizable amount of Tesla’s research several years before his death.

This stolen material, it is thought, would eventually result in the development of the Nazi flying saucer. The United States was going to make sure that this would not happen again. Anything even remotely associated with the great man was quickly confiscated and lost within the secret networks of World War II America. Nevertheless, more than a dozen boxes of Tesla’s belongings left behind at hotels like the Waldorf Astoria, the Governor Clinton Hotel and the St. Regis had already been sold to salvagers to pay off Tesla’s outstanding bills. Most of these boxes and the secrets they contained have never been found.

In 1976, the name Nikola Tesla was not widely known. Dale Alfrey who had bought Nikola Tesla’s boxes from the auction had little idea of the importance of the papers he now owned. Going through the incredible amount of material, Alfrey at first thought he had uncovered the notes of a science fiction writer. What he read was so incredible that it seemed impossible that any of it was true. Having little interest in what he had bought, Alfrey stashed the boxes in his basement thinking that he would go through them again later when he had more time.

Twenty years passed before Alfrey would once again find the time to open the strange boxes. Unfortunately, time had not been so kind to the precious contents contained within. The papers by now had mildewed badly and the ink had faded from the years of neglect in the damp basement. Alfrey was determined not to let this material disappear forever and started the laborious effort of trying to transcribe the information before it was too late. However, Alfrey soon found himself caught up in reading the remarkable papers. Tesla’s notes are shocking in their revelations of the scientist’s secret life—a life, that up until this time, had never been mentioned by Tesla, or documented by biographers after his death.


These lost journals revealed that in 1899, while in Colorado Springs, Tesla intercepted communications from extraterrestrial beings who were secretly controlling mankind. These creatures were slowly preparing humans for eventual conquest and domination, using a program that had been in place since the creation of humankind, but was now accelerating due to Earth’s increased scientific awareness.

Tesla wrote about his years of research to interpret the strange radio signals and his attempts to notify the government and military concerning what he had learned, but his letters apparently went unanswered. Tesla spoke in confidence to several of his benefactors, including Colonel John Jacob Astor, who owned the Waldorf Astoria hotel. These benefactors listened to Tesla and secretly funded what was to be the start of mankind’s first battle to regain control of its own destiny—a battle set in motion by Nikola Tesla.

While this information seems absolutely incredible, Tesla did give occasional hints to his predicament in various newspaper and magazine interviews. Tesla may have elaborated on the subject in an article called: “Talking with the Planets,” in Colliers Weekly (March 1901).

“As I was improving my machines for the production of intense electrical actions, I was also perfecting the means for observing feeble efforts. One of the most interesting results, and also one of great practical importance, was the development of certain contrivances for indicating at a distance of many hundred miles an approaching storm, its direction, speed and distance traveled.”

“It was in carrying on this work that for the first time I discovered those mysterious effects which have elicited such unusual interest. I had perfected the apparatus referred to so far that from my laboratory in the Colorado mountains I could feel the pulse of the globe, as it were, noting every electrical change that occurred within a radius of eleven hundred miles. I can never forget the first sensations I experienced when it dawned upon me that I had observed something possibly of incalculable consequence to mankind.”

“I felt as though I were present at the birth of a new knowledge or the revelation of a great truth. My first observations positively terrified me, as there was present in them something mysterious, not to say supernatural, and I was alone in my laboratory at night; but at that time the idea of these disturbances being intelligently controlled signals did not yet present itself to me.”

“The changes I noted were taking place periodically and with such a clear suggestion of number and order that they were not traceable to any cause known to me. I was familiar, of course, with such electrical disturbances as are produced by the sun, Aurora Borealis, and earth currents, and I was as sure as I could be of any fact that these variations were due to none of these causes.”

“The nature of my experiments precluded the possibility of the changes being produced by atmospheric disturbances, as has been rashly asserted by some. It was some time afterward when the thought flashed upon my mind that the disturbances I had observed might be due to an intelligent control. Although I could not decipher their meaning, it was impossible for me to think of them as having been entirely accidental.”

“The feeling is constantly growing on me that I had been the first to hear the greeting of one planet to another. A purpose was behind these electrical signals.”

Decades later on his birthday in 1937, he announced: “I have devoted much of my time during the year past to the perfecting of a new small and compact apparatus by which energy in considerable amounts can now be flashed through interstellar space to any distance without the slightest dispersion.” (New York Times, Sunday, I I July 1937.)

Tesla never publicly revealed any technical details of his improved transmitter, but in his 1937 announcement he revealed a new formula showing that: “The kinetic and potential energy of a body is the result of motion and determined by the product of its mass and the square of its velocity. Let the mass be reduced, the energy is reduced by the same proportion. If it be reduced to zero, the energy is likewise zero for any finite velocity.” (New York Sun, 12 July 193 7, p. 6)

By the summer of 1997, Alfrey had finished reading the entire contents of the four boxes and was ready to start scanning the papers on to computer disks. Alfrey had been more than a little surprised that the voluminous notes and journals contained no drawings or blueprints. It was not until later that Alfrey discovered that Tesla detested illustrating his ideas owing to the fact that his own mental blueprints were all that he required to build his inventions.

Alfrey also noticed that Tesla’s journals were often incomplete. There were numerous gaps consisting of days, months and even years. Alfrey surmised that other journals could exist somewhere, hidden away either by the government or by ignorance in forgotten warehouses and attics. Because of these gaps, Alfrey started to make inquiries over the Internet hoping that others may have additional information concerning the missing sections. These inquiries obviously attracted the attention of those who were also interested in the lost journals. Someone who wanted the journals to remain lost forever.


In September 1997, Alfrey was home continuing his research while his wife and children were gone for the day to Manhattan. As Alfrey now recalls, the phone rang and the caller identified himself as Jay Kowski who was interested in Tesla and the papers that Alfrey had discovered. Alfrey had spoken to the caller for only a few minutes when suddenly the line went dead. Almost immediately the front door bell rang, Alfrey recalled. “When I went to answer the front door, I found it already open with three men standing in the foyer.”

Before Alfrey could speak, the man closest addressed him by his first name. The three men were all dressed in identical black business suits with white shirts and black ties. Alfrey says he could tell that these men in black were not undertakers or simply there for a friendly chat. “There was a palatable air of menace around these three that I had never experienced before or after.”

The other two men remained close to the door and never spoke. Their eyes remained fixed on Alfrey throughout the entire experience.

“We understand that you have in your possession some old boxes and papers,” the first man said. “We would be very interested in buying these from you.”

“Well, they’re not really for sale,” Alfrey answered. “Anyway, how do you know about them?”

The first man chuckled. “We know a lot about you and your papers. They don’t belong to you, but we would be willing to pay you for your troubles. They’re of no use to you, in fact, you could be in a lot of trouble for having them in the first place.”

By now, Alfrey realized that the men were not asking to buy his boxes, they were demanding them. He could tell that they meant business and this frightened him.

The first man now slowly moved closer to Alfrey, speaking in a slow deliberate way. He carefully enunciated each word so that Alfrey understood perfectly where he stood. “It’s no use, you know,” the man said. “We’re going to get these boxes no matter what you do. You can’t stop us. It would be much easier for you and your family if you just gave us what we want. People have disappeared forever over much less than this. I would so hate to see this happen to you, or your wife and kids.”

The man now stood directly in front of Alfrey, his dark eyes fixed and cold. It almost seemed that they had some kind of hypnotic power over Alfrey as he stood there unable to speak. Suddenly, all three of the strange men turned in unison and walked out the front door. Nothing further was said; it wasn’t necessary; Alfrey understood their message clearly. He was to give up the boxes, his research, even his interest in Tesla if he wanted to remain out of harm’s way.

It was as if Alfrey was coming out of a trance, he realized what had happened and he rushed out the door to confront the men. But they were nowhere to be seen. There was no car in the driveway and the street was completely empty. In fact, the entire neighborhood was eerily quiet. Even the birds had fallen silent. It was as if the world had paused for a moment, then continued on as if nothing had happened.

Alfrey rushed back into his house and locked the doors. He then went into his study where he kept the boxes and computer. The room was located at the back of the house and had no separate entrance to the outside. It obviously wasn’t needed, because all four boxes, the papers contained within and the computer disks were now all gone. Worse yet, not only were his papers missing, but his computer hard drive had been completely erased. Everything that he had on it, including items not related to Tesla, were destroyed.

This is where Dale Alfrey’s strange story comes to an end. Everything that he had done connected to Nikola Tesla has been taken away from him. Fortunately, due to his spending hours reading the Tesla papers, he has retained a good memory of their contents.

The papers that Dale Alfrey found revealed a side of Tesla not known to the public. Tesla apparently had spent a number of years trying to translate the mysterious signals he first heard in 1899. His basic interpretation of these signals was that creatures from another planet, were secretly here on Earth—they had infiltrated humankind for centuries—they had controlled events and people in order to lead mankind on a path of evolutionary development and essentially were responsible for human’s being on the planet in the first place.

Alfrey wonders if his boxes were the last of the missing belongings of Tesla. Or could others still remain forgotten somewhere, waiting to be rediscovered. It can only be speculated on what would be found inside other forgotten boxes of notes and personal belongings, possibly the missing information concerning Tesla’s secret battle with the government and his knowledge of alien life forms. Newspaper articles from the time of Tesla’s death relate that possibly over a dozen large boxes of Tesla’s notes were never found by the government. These could still be out there somewhere, waiting for some lucky individual to rediscover Tesla’s lost secrets.


Atlantis Rising Magazine vol. 27 : “The Search for Tesla’s Lost Papers” by Tim Swartz;

Pic Source:

tesla-1.jpg Tesla Coil image by RegressLess

From Unsolved Mysteries in the World, Apr 7, 2010 - http://unmyst3.blogspot.com/2010/04/nikola-teslas-lost-journals.html

For more on Nikola Tesla see http://nexusilluminati.blogspot.com/search/label/nikola%20tesla - and see 'older posts'

Xtra Images - http://www.xraylab.org/tesla/tesla.jpg

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