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

NICK COOK 215
a member of the "secret police"—a term Schauberger used interchangeably
with "SS."
In July 1941, Schauberger describes how "an intermediary" has
approached him in a bid to rectify certain problems Heinkel was
experiencing with the technology he had lifted from Schauberger's
patent application. With ill-concealed schadenfreude', Schauberger reveals
that Heinkel's engineers have made a mistake copying his design, and
that he knows what the error is. Through his dialogue with the
intermediary, Schauberger believes that Heinkel is trying to substitute
conventional engine technology with technology of his own.
On the face of it, this ought to mean one of two things: that the
compressor technology of the troubled He 280's HeS 8 turbojets had
been marked for replacement by Schauberger turbine components, the
"centripetal compressors" of his successful 1936 patent application; or
that Heinkel was attempting to swap complete Schauberger power-plant
units for the underperforming HeS 8 turbojets.
The first explanation makes little sense. Adding a "centripetal
compressor"—one that causes air to flow radially inward—would have
destroyed the carefully tailored flow dynamics of the HeS 8 engine,
which was a centrifugal gas turbine based on a principle diametrically
opposed to the Schauberger implosion technique.
The second explanation is equally vexing. Strapping Schauberger's
engines, which worked on a suction principle, onto the He 280 would
have made a total nonsense of the aircraft's graceful aerodynamics.
History, in any case, tells us that the Air Ministry (RLM) would give
the He 280 a production order only if Heinkel substituted the HeS 8
engine for BMW 003 or Jumo 004 axial-flow turbojets. Neither of these
would fit, so the entire project was scrapped.
There has never been any mention in Heinkel files, so far as I am
aware, of any association between the He 280 project and Viktor
Schauberger.
This process of elimination allowed me to entertain the notion with
greater confidence than I had earlier that Heinkel had been working on
some altogether different form of air vehicle—one that would have
worked best with a Schauberger engine, not a gas turbine; and one that
has never come to light.
It is interesting to note that the legend of the Schriever Flying Top
makes specific mention of the fact that construction of full-sized discshaped
vehicles was transferred from Heinkel's Marienehe facility at
Rostock to Czechoslovakia in 1943.
From late 1941, Schauberger's correspondence makes it plain that he