ScienceDirect - Technol Rep Tohoku Univ ... - Garryck Osborne

NICK COOK 213
The machine required a small starter motor to commence the process
(as depicted in the Legend), but having whipped the turbine up to
around 15,000-20,000 rpm the motor was turned off and the operation
became self-sustaining.
By connecting the machine to a gear shaft, electricity could be
generated from it; or left to its own devices, it could be made to take off.
This capacity to fly Schauberger partly attributed to the creation of the
vacuum in the rarefied region immediately above the plates. But the
primary levitating force, he claimed, was due to some other process
altogether—a reaction between the air molecules in their newly excited
state and the body of the machine itself.
Here, we had touched on the heart of the matter: Had Viktor Schauberger
created an "antigravity" device?
If the files were anything to go by, the answer was unequivocal.
Soon after work on the device restarted at Kertl, an associate of
Schauberger's made an unauthorized test run while Schauberger was
absent from the plant. During this experiment, the machine generated
such a powerful levitational force that it shot upward, smashing against
the roof of the hangar.
Schauberger's correspondence makes it clear that March 1941 was when
things really started to happen. It was then, while work began on
repairing the Kertl device, that the Gestapo, the secret police arm of the
SS, became aware of his work.
That same month, he reported that Professor Ernst Heinkel, inventor
of the world's first jet aircraft, was also showing an interest in his
technology.
In fact, Professor Heinkel had illegally obtained sight of Schauberger's
patent application at the Reich Patent Office and, without the Austrian
inventor's knowledge, had begun to incorporate his ideas into a Heinkel
project—one that is presumed by some who have studied the Schauberger
archive to have been the He 280 fighter, which made its maiden
jet-powered flight on March 30, 1941.
While it is known that development of the He 280 ran into technical
problems, especially in the area of its troubled HeS 8 turbojets, there
is no confirmation that the He 280 was the aircraft in question. And
so I found myself wrestling with a heretical notion. It could just as easily
have been the "Flying Top" proof-of-concept vehicle supposedly being
built by Rudolf Schriever in a "garage" under Heinkel's guidance at
Marienehe, near Rostock on the Baltic coast. Try as I might to resist the