By Rob Arndt


"The Bell" (German: Die Glocke) represented something at the very pinnacle of SS General’s Hans Kammler's occult and super-secret SS "wonder weapons" empire. Nick Cook's book, Hunt for Zero Point represents the only publicly accessible information on this bizarre object in the English language, the equally macabre experimentation that surrounded it, and the stringent security the SS held it under. The following are the salient features of The Bell, according to information Cook received from both German and Czech sources:

(1) The Bell was reportedly a metallic object, approximately 9 ft. in diameter and 12-15 ft. tall;

(2) It looked like a "Bell", hence its codename to the Germans, die Glocke;

(3) It was comprised of two counter-rotating cylinders, rotating a purplish liquid-metallic looking substance code-named "Xerum 525" by the Germans, at high speeds;

(4) "Xerum 525" was apparently highly radioactive, being purple in color, and housed in cylinders with lead lining 3 cm (12 in.) thick;

(5) The Bell apparently required high amounts of electrical power in its operation;

(6) During use, it could only be run for approximately one to two minutes, as it apparently gave off strong radiation and/or other electromagnetic or unknown field effects

(a) Several scientist died on its first operation; 
(b) Subsequent tests included various plants and animals, all of which decomposed into a blackish goo and without normal putrefaction, within a matter of a few minutes or hours after exposure to its field effects when in operation;

(c) Technicians near the Bell during these experiments reported metallic tastes in their mouths after being exposed to it;

(d) The chamber in which the Bell was tested was lined with ceramic bricks and rubber mats, and had to have its rubber matting removed and burned after each test, and it was subsequently washed down with brine by inmates from nearby concentration camps;


(7) All the scientists and witnesses who saw or worked on the Bell were murdered by the SS as the war neared its end;

(8) The Bell was transplanted out of Silesia to a destination that has never been discovered. The Bell, along with General Kammler himself, simply disappear entirely from history, never to be seen again. It is believed, however, that both the Bell and General Kammler were transported by U-boat to a base outside of the Reich (Base 211 in Neu Schwabenland, Antarctica being the strongest choice). Others suggest Norway where German troops still held that territory with another Ju-390 supposedly kept in reserve as an evacuation aircraft.

 (9) A strange "Henge" like structure was constructed by the Germans out of reinforced concrete near the facility where the Bell was located and tested. This structure resembled a test rig for the possible test of extremely powerful propulsion devices.


The rotation of the object, and presumably the radioactive liquid-metal called "Xerum 525", suggests that the Germans were investigating the inertial and vortex properties of radioactive material when subjected to high speed rotation, as well as the resulting field effects.

It is likely that this rotation was caused by passing a current through the liquid - hence the high power consumption - but the possibility of mechanical rotation should not be ruled out in addition to this, as German progress in jet engine turbines and uranium centrifuges would have given them the experience to construct very high speed turbines for rotating such material for study. In this sense, it is possible that the Bell was nothing more than two counter-rotating ultra-high speed turbines That is to say, the Bell may have been an ultra high speed electro- mechanical turbine of some sort, an offshoot, perhaps, of German centrifuge technology development.

The housing of this device in an underground chamber lined with ceramic brick and rubber mats suggests that it gave off extremely strong electro-magnetic or electro-static field effects as well as high heat when in operation. The reporting of metallic tastes in the mouths of what few surviving personnel there are suggests this. The quick decay without apparent putrefaction of organic material within its field suggests effects that some would associate with scalar waves.

But what was the mysterious "Xerum 525"? When first investigating this strange material, the first thought is that it might be some radioactive isotope of mercury, or possibly a more radioactive substance in chemical solution of some sort. It is perhaps worth noting that recently a strange substance known as "red mercury", or mercury antominate oxide, has been alleged to have strong neutron emitting properties when subjected to sudden explosive stress, and is alleged to be a non-fissile method of triggering the enormous fusion reactions of hydrogen bombs, as well as being able, in its own right, of fission explosions in the small kiloton range. Perhaps the Nazis had stumbled onto a similar such substance during the war.

Cook also notes that, at the end of the war, Kammler had special jurisdiction over a secret "SS evacuation command" that had been personally established by Reichsleiter Martin Bormann

in great secrecy. This command included jurisdiction over all of Nazi Germany's heavy-lift ultra-long range transport aircraft, including the Ju-290 and the six engine monster, the Ju-390, stationed near Prag-Kbely Aerodrome. These planes were based at the end of the war quite near the secret underground facility where the Bell was being tested.

Jakob Sporrenberg and Die Glocke

In charge of the Special Evacuation unit's "northern route" cell was a very high-ranking SS general named Jakob Sporrenberg, who was captured by the British and handed over to the Poles. During interrogations, he let out his knowledge regarding some mysterious high-tech machine called "Die Glocke" - 'the Bell'.

Following his capture, as much as Sporrenberg was able to divulge to Soviet intelligence and the Polish courts about the Bell was this, Witkowski said.

The project had gone under two code names: "Laternenträger" and "Chronos" and always involved "Die Glocke" - the bell-shaped object that had glowed when under test. The Bell itself was made out of a hard, heavy metal and was filled with a mercury-like substance, violet in color... The experiments always took place under a thick ceramic cover and involved the rapid spinning of two cylinders in opposite directions.

The tests involved placing various plants and animals within the Bell's influence. Almost all of them were destroyed:

A crystalline substance formed within the tissues, destroying them from the inside; liquids, including blood, gelled and separated into clearly distilled fractions." People in the program also suffered from "sleep problems, loss of memory and balance, muscle spasms and a permanent unpleasant taste in the mouth.

Many of the scientists even died as a result of their exposure to the activated Bell.

According to Sporrenberg, this enigmatic "Bell" was evacuated by the Special Evacuation Kommando before the enemy forces arrived. So, why the hell was this 'Bell' that was so important?

According to Sporrenberg, it was associated with "vortex compression" and "magnetic fields separation," and a related source suggested that the Bell had something to do with "spin polarization" and "spin resonance."

These were, Witkowski pointed out to Cook, "physical principles that had come to be associated with the new wave of gravity and antigravity pioneers - people like Dr. Evgeny Podkletnov."

Could this be it? Was the 'Bell' an antigravity device? Could this be what Kammler and others used to make a deal with the United States? If the 'Bell' really was an operational antigravity machine, it would have certainly been spectacular enough to effectively seduce the victors of the war.

Actually, the 'Bell' could potentially be something even more spectacular. "Marckus," an eminent scientist in one of Britain's best-known universities (Cook refrains from using this person's real name), who had become Cook's unofficial technical adviser, had an insight.

Cook wrote:

Shortly before I boarded my flight at Munich, I checked my cell phone for messages. There were four and Dan Marckus had left three of them. Whatever was on his mind, I knew I was on to something, because, for once, Marckus was chasing me.

"With one eye on the departure gate and another on the clock, I called him back.

"Even over the bustle of movement in the departure hall and the static of a bad line, I could tell something was definitely up.

"I know what they were trying to do," he said simply.

 "My tone softened. "OK, go ahead. I'm listening."

"They were trying to generate a torsion field."

"What is a torsion field?"

"Laternenträger means 'lantern holder.' (Phosphorous from Greek mythology, is known as the “lantern bearer” and in Roman mythology the lantern bearer was known as Satan).

"But it's the second code name that's the giveaway. Chronos. You know what it means, don't you?"

"Yes, Dan. I know what it means. What is a torsion field? What does it do?"

"If you generate a torsion field of sufficient magnitude the theory says you can bend the four dimensions of space around the generator. When you bend space, you also bend time."

"Now, do you understand what they were trying to do?"

"I said nothing. It was Marckus who closed the loop.

"They were trying to build a fucking time machine," he said.

Bell Engineers

Dr. Kurt Debus is best known for his role in managing V-2 launches for the SS and later working for NASA on Apollo moon launches. He also had expertise however in the measurement of high voltage discharges. His official NASA biography says: "Born in Frankfurt, Germany, in 1908, Dr. Debus received all his schooling in that country. He attended Darmstadt University where he earned his initial and advanced degrees in mechanical and electrical engineering. He served as a graduate assistant on the faculty for electrical engineering and high-voltage engineering while studying for his master’s degree. In 1939 he obtained his engineering doctorate with a thesis on surge voltages and was appointed assistant professor at the university. During this period he became actively engaged in the rocket research program at Peenemünde."

A common criticism of the Bell story is that the only reference to its existence is from Witkowski's claim of Sporrenberg's post war testimony, however Debus also described the Bell.

-- Document dated 22 April 1943 Foreign Scientist Case Files, K Debus NARA/RG 28, US Nat. Archive, College Park, Maryland USA.

Polish scientist Prof Meiczyslaw Moldovia, a former prisoner of Gross Rosen Concentration camp, worked at the technical office in Fürstenstein Castlework for Laternenträger.  After the War he revealed he had worked in the training of Nazi astronauts for a piloted version of the V-2 rocket. Such a rocket project did exist, called the A9/A10 Amerika Rakete intended for launch against New York. His claim might be dismissed as the product of an overworked imagination, but in January 1945 Rocket scientist Wernher von Braun stated in a report to Berlin that problems with the piloted A9 were solved. From near Arnstadt the launch of such a rocket was observed on 16 March 1945, but remains unconfirmed.

Corroboration however comes from unexpected sources. In his book Leap of Faith (2000) US "Gemini" astronaut Gordon Cooper stated that in April 1945 at Peenemünde the Germans had "a manned V-2" ready to fly. Cooper claimed his information came from "Jack Keutner" alias Dr Joachim Küttner, a former Peenemünde scientist working for NASA.

Laternenträger was also linked with the work of Dr. Erich Regener, who meticulously researched the effects of radiation from 1914. In 1942 Regener became involved with the V-2 project developing a pressurised re-entry capsule with parachutes for a soft landing. This was called the Regener Tonne. Had the V-2 been used for nuclear warheads, or nerve gas, then Regener’s capsule would likely have been a pre-requisite. Interest in Regener’s work inexplicably halted in mid-1944.

Dr Otto Cerny revealed his role in the Nazi Bell in the early 1960s whilst working for NASA to Greg Rowe’s father. Greg recalled listening to the conversation as a child and recounted it for Henry Stevens [Hitler's Suppressed and Still Secret Weapons, Science and Technology, Adventures Unlimited Press,2007] . Cerny described it as something like a ring of stones with a hoop inside which sat the Bell. Cerny also mentioned a concave mirror above the axis through which one could see backwards. 

Flight of the Nazi Bell

The conventional view of the Junkers Ju-390 story is that only one prototype was ever built, being the Ju-390 V1. This version asserts that the Ju390 V1 was first flown from a dirt airstrip at Merseberg on 20 October 1943, piloted by civilian Flugkapitän Hans Joachim Pancherz and engineer Dipl-Ing Gast.

However there is also an earlier claim that the Ju-390 made it's first flight in August 1943 at the hands of famous Reichlin Test pilot Flugkapitan Hans Werner Lerche at Bernberg.

The conventional view therefore is that the Ju-390V1 was retired from service and flown to Dessau in November 1944 where it was stripped of propellers and sat derelict until destroyed. There are conflicting claims of it's destruction by a US 8th Air Force raid on 16 January 1945 and other claims that it was burned in April 1945 to prevent capture.

Either way it is generally accepted the Ju-390 V1 ended its career at Dessau in November 1944 and remained derelict until destroyed in 1945.

Somewhat inconveniently for those who deny the existence of a second aircraft, accounts and sightings of Ju 390s in 1945 continued and even photos of a second aircraft in flight emerged.

In October 1943 Major Hoffmann recommended that Ju-390 production should commence immediately and there was no need for further prototype aircraft. Hoffmann urged proceeding straight to series production. Air Marshall Erhard Milch adopted Hoffmann's recommendation. The first prototype had been flying since August 1943. This aircraft displayed some longitudinal instability. The second aircraft had a much longer fuselage with a greater tail movement arm. The Ju-390 V2, fitted with BMW801E engines  was redesignated as the production standard Ju-390 A1. Junkers company records suggest that the Ju-390A1 transporter was built and did fly.

The unconventional explanation for the fate of Junkers second Ju-390 concerns an alleged flight from an airfield  at Schweidnitz in Poland to evacuate a Bell shaped ionising centrifuge used by the Nazis for advanced research of high energy fields, to Argentina, challenging historians who argue there was only ever one Ju 390 flying.  

Thes Bell device has become the subject of various claims, attracting cynicism from some and fantastic claims from others. It is sufficient however to describe it for what it was. Simply a centrifuge which spun Mercury until it fluoresced into a plasma. The plasma interacted with a variety of compounds placed in a porcelain container at the core of the centrifuge to create some very high voltage radiation. It's purpose continues to spark debates. The Bell project was known by the Nazi codename Cronos Laternenträger.

In the book Wunderwaffe, by Igor Witkowski, it is stated that there are Polish depositions extant in WW2 War Crimes - proceedings against SS Lieutnant General (Gruppenführer)  Jakob Sporrenberg, Police Chief (ie Gestapo) Lublin (occupied Poland), which indicate that "Cronos/Laternenträger" was a project in plasma physics. Sporrenberg was captured in Norway, held by the British in 1946 and then returned to Poland to stand  trial. He was hung in December 1952. Before his execution he was interviewed at length and these interview reports were not declassified until 1998. Kammler oversaw this project. He was frequently at Gross-Rosen concentration camp which supplied labour for an immense underground construction in the Eulengebirge Mountains

Kammler oversaw removal and evacuation of the Bell project. He was frequently at Gross-Rosen concentration camp which supplied labour for an immense underground construction in the Eulengebirge Mountains and was linked by a long subterranean tunnel to the underground galleries at Waldenburg (modern Walbrzych) where "Cronos/Laternenträger" experiments took place. There is said to be a vast complex of tunnels over 35 square kilometres of territory. Today several tunnels are privately owned and open for tourists. Others are flooded and impossible to access. The existence of this complex is confirmed in a document dated Warsaw 6 May 1947 "Action for De-Arming Oder Line" which speaks of the removal of huge quantities of machinery from the interior of the location before it was destroyed by explosives. 

In April 1945 the Nazi Government in Berlin was preparing to evacuate key personnel and records from the capital. A vast armada of transport aircraft was required for this task.

The last communication from Kammler is a cable timed at 1100 on 17 April 1945 addressed to SS-Führungshauptamt/Org. Abt. ROEM1, Kammler responding to Berlin's request for use of transport aircraft under his command, which reads:

"Betr: LKW Junkers

Gemäss Führerbefehl gehen Massnahmen Strahlflugzeug Militärischen voraus. Bin deshalb nicht in der Lage gewesen, gewünschten LKW freizustellen. Bau-Insp. der Waffen-SS Reich Süd, Gez. Kammler


"Re: Lorry Junkers

In accordance with Führer-Order jet aircraft measures take precedence over military. Have therefore not been in the position to release the lorry you require. Bau-Insp etc, signed Kammler."

Lorry was simply code for the Junkers aircraft. This gives us an approximate date for the Bell's evacuation. About 17 April 1945.

An extraordinary aspect of this was that Kammler was turning down a request for the Ju-390 from Hitler's headquarters in April 1945. Why was Hitler's headquarters requesting the  Ju-390 ?

The answer to that question is in a book called The Berlin Bunker by James P O'Donnell, published 1979, compiled by interviewing 250 survivors from Hitler's Bunker in the last days of the Reich. O'Donnell cites Reichs Minister Albert Speer talking about Hitler's pilot Hans Baur. Baur it seems was obsessed in the last days with using the Ju-390 to fly Hitler to Japan.

Speer said Baur had serious plans to fly Hitler out on 23, 28 and 29 April 1945. Speer quoted Baur saying to him after the war, "right up to the last days I could have flown the Führer anywhere in the world."

Baur however was denied use of the Ju-390 for Hitler by Kammler. The world learned in 2004 from then 93 year old Hauptmann Ernst König that on 1 May 1945 he received orders from Baur to prepare a six engined Bv222 flying boat to fly VIP passengers from Norway to Greenland.   

The Blohm & Voss BV222 sea plane had a range of approximately 3,800 miles, well within flying distance from Travemünde (on Germany's northern Baltic coast) to the eastern coast of Greenland. A number of U-boats operated in Greenland waters and as the giant flying boats used 2-stroke diesel engines refueling from U-boat was perfectly feasible. Also there are upwellings of warm water around Greenland which stay ice free year round suitable for water landings.

Furthermore Enigma signals decoded at Bletchley Park revealed that the Abwehr (German secret service) sailing vessel Santa Barbara was positioned in the mouth of the Orinoco River.

Santa Barbara was the former French Lobster sailing yawl Passim from the Bay of Biscay and had done several trips to Argentina during the war. It is perhaps even possible that a BV222 could reach the Orinocco River directly from a Bavarian lake.

Had Hitler wanted to escape even up to the last moment it was possible. On 1 May 1945 a large Bv222 flying boat was prepared to fly senior VIPs to Greenland to escape. Smaller Bv138 flying boats evacuated Nicholas von Below who escaped from Hitler's Bunker after Hitler's suicide. These aircraft landed at night on Llake Havel and flew VIPs from Peacock island.

It is historically factual that a KG200 unit of Bv138 flying boats did operate to Lake Havel on the night of 2 May 1945 and declassified Enigma signals also refer to orders for these operations. These Bv138 had been operating flights to Lake Havel at night since 25 April 1945. From 25 April onwards troops of the MarSchB 903 (903rd Naval Infantry Battalion) were flown into Berlin via Lake Havel using Bv-138 of 8/KG200 and floatplane versions of the Ju-52 operated by 3./I./TG 1, from the seaplane base at Pütnitz near Ribnitz.

In British captivity Hanna Reitsch wrote to her brother. She mentioned on 28 April 1945 as she and Ritter von Greim were departing Berlin on the improvised Tiergarten's East West Axis runway they saw a Ju-52 transport waiting next to the Brandenberg gate with its engines running and a pilot standing beside it. That letter and its contents were read and publicised by her British captors.

Several days earlier according to Albert Speer's memoirs, Speer had a huge row with Hitler's pilot, Hans Baur who had trees felled along the East West Axis (Unter den Linden) to permit large aircraft to use it as a runway.

What if Hitler had survived? (And how he could have escaped the Bunker)

There were few better pilots in the Third Reich than Hanna Reitsch, and none more loyal to its leader, Adolf Hitler.

Her flying skills and fanaticism were fully displayed on the night of 26 April 1945, when Reitsch landed her small Fieseler Storch plane on a makeshift airstrip on the Tiergarten in the centre of war-ravaged Berlin.

Accompanied by General von Greim, Reitsch made her way to Hitler's Bunker, where she found a scene of chaos.

Drunken Wehrmacht officers caroused with secretaries, while nearby artillery shells provided a rumbling background soundtrack of impending doom.

According to most accounts, Reitsch's mission was little more than an expression of her complete devotion to her Führer.

The Hitler she found in the dying days of the war was not a well man, his gait shuffling, his face lined, his body coursing with a noxious torrent of prescribed drugs. 

She expressed a wish to die alongside her ailing hero in an epic scene of Wagnerian drama.

But Hitler insisted that the fight was not over, and that although his body was weak, his will still radiated the same power as it had back in the 1930s.

Hitler informed the 33-year-old pilot that her next task would be the most important she would ever perform - she was going to help him escape.

The Führer told Reitsch that although the battle for Berlin was surely lost, the battle for the hearts and minds of the German people was still not over, and that Nazism would always survive so long as he was still alive.

Four days later, just after 11pm on April 30, three figures cautiously emerged into the flickering gloom of the Chancellery garden. Two members of the party were female - one was Reitsch, and the other was the newly married Eva Hitler, better known to the world as Eva Braun.

The third figure was wearing the uniform of an army corporal, and his face was divested of its trademark toothbrush moustache.

He carried a Walther PPK 7.65mm pistol, as well as three vials of cyanide - one for each of the group should they be captured by the Russians.

Sidestepping shell holes, burst water mains and corpses, the small party eventually reached Reitsch's small aircraft on the Tiergarten.

Although she had expressed severe misgivings that the aircraft was large enough for three people, Hitler was nevertheless insistent that he take his new wife.

Reitsch was accustomed to dangerous flights, but this journey was like no other. With its extra passenger, the plane only just managed to clear the wreckage of a shattered Panzer halfway down the Tiergarten, and as soon as they were airborne, it seemed as though every Soviet gun opened up on them.

The explosions tossed the Storch around like a feather, and it required all of Reitsch's skill to keep them in the air. Both the Führer and his bride were sick - yet Frau Hitler was still able to crack a quip that not many brides had honeymoons that had started quite like this.

When the plane reached 20,000ft, it settled into a smoother flight, safe from anti-aircraft shells. Hitler peered down to look at the blazing centre of his once glorious Reich, and vowed that he would rebuild it twice the size.

From that altitude, the Führer would not have been able to see whether his orders were being carried out faithfully by his valet, Heinz Linge, but he was confident that they would be.

Linge was a loyal servant, and when Hitler had asked him to arrange for the execution of a middle-aged man and a younger woman, and then to dress their corpses in the clothes of Hitler and his wife, he knew Linge would oblige.

He also knew that Linge would make sure that the bodies would be cremated beyond recognition with some 200 litres of petrol - a scarce enough commodity even for the occupants of the Führerbunker.

After a two-hour flight, the plane reached its destination - the coastal town of Travemünde, some 160 miles northwest of Berlin. There, moored in the water, was an enormous six-engine BV 222 flying-boat, its fuselage marked with the identifier V7.

With a range of nearly 4,000 miles, the aircraft was the ideal vehicle to spirit Hitler away from the clutches of his enemies.

Captained by Colonel Werner Baumbach and navigated by Captain Ernst König, the plane took off at a little after four o'clock in the morning, and headed towards the North Sea.

Its destination was Greenland, its icy wastes forming the perfect redoubt from which Hitler could plot the resurgence of his vile creed.

Unlike many Nazis, Hitler had no wish to travel to South America, which he knew would be the first place his pursuers would look.

After 13 hours, the mighty BV 222 landed on the near-frozen waters near the village of Ittoqqortoormiit on the eastern coast of Greenland.

The huts of a German weather station on a small island a few miles out to sea constituted, for the time being, the final destination of a man who had unleashed the most destructive conflict in history.

Although conventional wisdom would have this story as just a piece of fiction, it is not impossible.

The Fieseler Storch aircraft, although just a reconnaissance machine, was quite capable of getting VIP's out of tricky situations.  Otto Skorzeny used one to rescue the Italian Dictator Mussollini.

It is a matter of historical record that Hitler was offered escape in the manner of Mussolini but allegedly refused. 

Throughout the remainder of her life, Reitsch remained a controversial figure, tainted by her ties -- both real and suppositious -- to the dead Führer and his henchmen. The circumstances surrounding her 1945 sojourn in Hitler's Berlin Bunker especially haunted her. In a postscript to a new edition of her memoirs, published shortly before her death from a heart attack in 1979, she wrote: "So-called eyewitness reports ignore the fact that I had been picked for this mission because I was a pilot and trusted friend [of Greim's], and instead call me `Hitler's girl-friend'....I can only assume that the inventor of these accounts did not realize what the consequences would be for my life. Ever since then I have been accused of many things in connection with the Third Reich."

While the "Right Stuff" men were still sitting behind conventional engines and looking through the arcs of their propellers, a pilot in Germany was routinely setting records in exotic jet- and rocket-powered aircraft and helping draft the first blueprints for a trip to Mars.

While the Allied air forces were pounding Germany's industrial infrastructure to dust during World War II, Germany turned in desperation to its best test pilot--arguably the most professional and courageous who ever lived--to push aviation technology far beyond anything the Allies ever dreamed of in a last-ditch effort to defeat them.

When a powerful Russian army was only scant yards from Hitler's bunker, a pilot in Germany landed a bullet-riddled plane (with a freshly wounded comrade writhing in the cockpit) on a shell-cratered Berlin street in a futile effort to rescue Hitler from the deadly trap. Two days later, the pilot successfully took off from the same street through a hailstorm of Russian gunfire, again swerving around the shell craters.

These are but a few of the incredible exploits of Hanna Reitsch.

Had Reitsch never lived, a hypothetical screenplay of her adventures would probably be dismissed as being "too far-fetched to be believable."

The first operational jet fighter, the twin-engine Me-262 "Swallow" was one of Reitsch's more routine rides.

She also tested a cockpit-equipped V-1 rocket and the insanely dangerous rocket-powered Me-163 Komet.


Werner Baumbach was a bomber pilot in the German Luftwaffe during World War II and commander of the secret bomber wing KG 200.

He was one of the first pilots to fly the Junkers Ju 88 bomber and flew various bombing missions with KG 30.

In 1942, Baumbach was removed from active pilot duty and started working on new bomber designs; among others, he helped design the composite bomber system Mistel.

In 1944, he was placed in command of the newly-formed KG 200 and was in charge of all Luftwaffe special missions..

Baumbach released his memoirs, Zu Spät: Aufstieg und Untergang der Deutschen Luftwaffe (English title: "Broken Swastika"), in the late 1940s. The book demonstrates that even after Germany's defeat, Baumbach still believed to a very large extent in the National Socialist ideology.

The fact that Baumbach's time as commander of KG 200 is not mentioned with a single word highlights the extreme secrecy of Germany's special missions program.


An article appeared in a German newspaper in the 50s reminiscing about long range flights to Japan by Junkers Ju-290 aircraft.

Ju 290 aircraft were converted to civilian airframes with extra fuel capacity and these were transferred to Deutsche Lufthansa (DLH) during the war. These aircraft flew from Bulgaria to Yin-ch'uan also known as Ninghsia, which is 540km west of Beijing.

The same article also refers to flights by BV222 aircraft in Lufthansa registrations to Sakhalin Island which was then part of Japan.

It may be fair to surmise therefore that Hitler's pilot Hans Baur planned to evacuate the Führer to Japan via a refueling stop at sea with a U-boat near Greenland.

One rather secretive U-boat the U-534 was often posted to perform weather duties near Greenland, but was in the Baltic at the time. Other U-boats often landed spies in Canada. At any given time late in the war there was usually one U-boat performing weather duties near Greenland. From there Sakhalin was probably within range of the BV222.

In his memoirs Hans Baur, Hitler's private pilot,  insisted Hitler could have been evacuated as late as 28 April 1945.

A German navigator has described for the first time a daring plan by the Nazis to evacuate their surviving leaders by flying boat to Greenland at the end of the Second World War.

The plan, which was scuppered by the German surrender, would have involved Hermann Göring, Heinrich Himmler and other senior figures taking off from north Germany to continue their struggle from abroad.

Hitler had planned to stay expecting his armies to surround the Russians as they attacked Berlin. Hitler's armies, however, melted away and abandoned him.

A Soviet Intelligence  Colonel, Lev Brymenski, revealed during the Cold War that SS General Wilhelm Möhnke attempted to negotiate with Zuhkov under a flag of truce for Hitler to escape to Japan. Hitler offered to capitulate all of northern Germany and Denmark to the Soviets in return for his escape. The Soviets turned down that request.

The Greenland operation has been revealed by Captain Ernst König, 93, who had previously been determined to keep the story secret until after his death. He was persuaded to speak by friends in Britain.

The last-ditch mission described by König also involved an attempt to pick up a copy of the Führer's will from Berlin, but this had to be abandoned because of heavy Russian fire.

Terry Charman, a historian at the Imperial War Museum in London, said he believed König’s story was credible and was backed up by incidental details revealed by other Germans.

Rudolf Schuster's testimony

As the story is told, In April 1945 as Soviet forces closed on Schweidnz (modern Swidnica). the Bell was loaded on a Junkers Ju-390 aircraft.

In his book, Wunderwaffe, Witkowski says the Ju-390 flew from Prague to Opole, Poland.

Another witness SS Hauptsturmführer Rudolf Schuster of the SS Economic Ministry (WHVA) who witnessed the Bell device being loaded into a Ju 390 for an evacuation from Germany at an airfield at Schweidnitz 100km west of Opole in an area still     held by the 17th Army. The 1st Panzer Army still held territory east, near Opole and the 4th Panzer Army still held territory west of Schweidnitz (modern Swidnica). Other sources suggest the airfield may have been Bystzyca Klodzka airfield situated in a valley within the Eulenbirge mountains themseleves and indeed west of Opole. Bystzyca Klodzka was connected by narrow gauge railway with the Wenceslas mine at Ludwikowice.  

Schuster noted the Ju-390 aircraft was hidden under tarpaulins at the airfield, but beneath those tarpaulins it was painted in pale blue with markings of the Swedish Air Force. Sporrenberg testified that it departed with passengers engineer SS Mjr. Kurt Debus, mathematician Elizabeth Adler and scientist Dr Hermann Oberth, for Bodo in Norway. Elisabeth Adler has proven impossible to identify with certainty, but she appears to have been Prof Walther Gerlach's previous laboratory assistant Elisabeth Borman. She was a mathematician in her own right. 

Schuster was with the special economic department of the SS. His testimony survives to us at the Berlin Document Centre. Critics say there is no record of Schuster's name in the SS, but the same can be said of many Luftwaffe personnel after the Nazis deliberately destroyed personnel files at Linz in April 1945.

Nuclear scientist Professor Walther Gerlach had been involved with the Nazi Bell device. Gerlach was the only Nazi scientist handed over to the Americans by the British. His wartime diary remains classified top secret by the CIA.

Testimony from Dr Wilhelm Voss

In 1974 British Journalist Tom Agoston interviewed Kammler's boss in charge of the SS Skoda works, Dr Wilhelm Voss. His guest Voss, unaware of the testimony from either Schuster, or Sporrenberg told Agoston about the Ju-390 flight from Schweidnitz to Bodo and the Bell. Voss was in hiding at Agoston's lodgings seeking to avoid indictment at Nuremberg.

Arriving Bodo Norway

Sporrenberg claims the Ju-390 was kept under SS guard at Bodo under tarpaulins painted in pale colours of the Swedish Air Force. Bodo was a small fishing town of 5000 Norwegians. The airfield nearby had been hastily built by the British in 1940 as a base for Hurricanes and Gladiator fighters.

The Luftwaffe took over Bodo airfield basing a collection of Me-109, Ju-87 Stukas and a handful of Ju-88/Ju-188 there. Bodo's 1200 metre runway was formed by planking over a marsh area. It would have had a relatively weak flexible runway. Fortuitously the Ju-290 was capable of landing on runways with Pavement Construction Numbers (PCN) of just 7.5.

The Ju-390 was also capable of landing in just 510 metres of runway. It had an exceptionally slow stall speed of just 66 knots. 

From Bodo to Argentina

At this point German sources fall silent, but according to several 1945 claims, a six engined, or multi engined German transport plane arrived at a private aerodrome at Puntas de Gualeguay in Argentina 195 km north of Buenos Aires where it unloaded a Bell device and some passengers. 

Long after World War 2, the secretive Argentine Government was compelled at congressional hearings to declassify some of it's wartime dealings with Nazi Germany. Out of this tumbled the fact that a large multi engined German aircraft flew to El Palomar airbase Buenos Aires on 2 May 1945 from Villa Cisneros (now known as Daklha) and unloaded a device simply called the Bell. It was then flown from El Palomar to a jungle airstrip in Entre Rios province Argentina in May 1945  and then to a German owned ranch in Uruguay near Paysandu. To cover the embarrassment of the aircraft's existence in Argentina as the Third Reich collapsed, it was broken up with parts dumped into the Rio Pirana.

-- Classified Intelligence report of Argentine Economic Ministry 1945 only declassified 1993

The report itself was not published. Prior to declassification of Polish archives in 1998 there was no public knowledge of the Nazi Bell device, thus the Argentine report was an entirely independent corroboration of Sporrenberg, Schuster and Voss.

Many years later, Abel Basti's 2004 tourist guide to "Bariloche Nazi", disclosed the report's claims about the Bell arriving in 1945. Basti probably obtained this document by giving numerous undertakings to the Argentine authorities. This is not an abnormal procedure in this country. The Argentine Government does not wish to have sensitive matters involving its Nazi past given official airing, but occasionally Argentine authors are allowed to see documents unofficially. Undertakings usually include promising not to publish any photocopy, not to show the copy to anybody else, not to quote the issuing office, and to change important sensitive details - in this particular document it is not clear whether the aircraft landed in Uruguay, or Argentina because the location is deliberately obscured and confused.

Witkowski revealed a report, only declassified in 1998, by the son of a Polish diplomat  who witnessed a Junker 390 being dismantled in May 1945 at an airfield on a German ranch along a road east from Paysandu city towards Rivera, near the village of "19 de Abril" in Paysandu Province, Uruguay.

Local folklore has it that parts of the aircraft were cut up and dumped in the Rio Uruguay.

The aircraft's arrival is also quoted in Abel Basti's 2004 tourist guide to "Barriloche Nazi."

Three independent sources corroborated each other about a Ju-390 flight from Silesia to Bodo. Two further reports independently corroborate the arrival of this aircraft in Argentina and/or Uruguay in May 1945. All five cross corroborate each other that the Ju-390 evacuated a Bell device from the war in Europe.

When Argentina created it's own nuclear program in 1947 at remote Lake Nahuel Huapei, close to the Nazi populated town of Barriloche, it was the same device offloaded from the Ju 390 at El Palomar which was set up in Dr Ronald Richter's laboratory. Information that the Bell was a particle accelerator comes in part from the 1956 job application by Dr Ronald Richter to work for the US Air Force. A job application which apparently was so sensitive that it too remained classified until 1999.  

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