Form 390: Fill & Download for Free

There were numerous chances to escape the Reichskanzlei bunker, which grew increasingly dangerous. The last opportunity was probably on 28 April. Two days earlier Hanna Reitsch, Germany’s foremost female pilot, had flown Robert Ritter von Greim, the last chief of the Luftwaffe, into Berlin to confer with Hitler using a Feiseler Fi-156 STOL aircraft.They landed on an improvised airstrip constructed in the Tiergarten near the Brandenburg Gate.After the meeting with Hitler, they flew out of the Tiergarten airstrip in an Arado Ar-96, a two-place advanced trainer. This was the last known flight out of Berlin before the final surrender. They flew westward and were captured by the Americans.In 1970 investigative reporter James P. O’Donnell, the first American journalist to visit the remains of the Chancellery bunker, had a telephone conversation with Hans Baur, Hitler’s personal pilot. In that conversation, Baur claimed that “late in the war” a Junkers 390 had flown non-stop to Japan using the polar route. The Ju-390 was a six-engine Amerika Bomber prototype and long-range transport.Baur further claimed that a Ju-390 was available at the Rechlin–Lärz Airfield, only 74 miles north of Berlin — well within range of any of the aircraft remaining at the Tiergarten airfield. Baur told O’Donnell that a flight from Rechlin-Lärz to a refueling stop in Africa, probably Guinea-Bissau, and then onto Argentina was certainly possible and that he could have rescued Hitler if der Führer had cooperated.This telephone interview is the only source for this story. Bauer refused to speak to any journalists or historians after the O’Donnell interview until his death in 1993. No researcher has been able to confirm the existence of an operational Junkers 390 at Rechlin-Lärz or the availability of enough fuel for Baur’s Hitler escape flight plan. However, assuming all the pieces fell into line,The Tiergarten airstrip has a working plane with fuel available on 28 April 1945 (the Red Army captured the Tiergarten airstrip late on the 29th).Hitler agrees to leave Berlin.The Hitler escape plane is able to take off and reach Rechlin-Lärz safely.There is an operational Ju-390 with fuel at Rechlin-Lärz.The Junkers 390 with Hitler aboard flies safely 4296 miles to Portuguese Guinea-Bissau where fuel can be purchased and the colonial authorities aren’t interested in detaining Hitler.The Ju-390 flies on to ArgentinaHitler could have reached South America.

Both motor are at different state of tune .i.e why KTM 390 motor produces more power and torque figure as compared to Himalayan. Different state of tune means the compression ratios are different for both motor.KTM 390’s motor is designed for racing purpose so it need high power and torque to get ballistic acceleration. So the motor is designed at high compression ratio of 12.6:1. Due to its high compression the motor produces more heat.Himalayan’s motor is designed for tour and off roading purpose .i.e why the motor is designed at low compression ratio of 9.5:1 to achieve low end torque.Same is the reason why KTM 390 and Bajaj Dominar 400 produces different power and torque figures despite having a 373cc single cylinder motor. KTM 390 produces high power and torque figures and comes in sports category where as Dominar 400 produces less power and torque figures and comes in a power cruiser / tourer category.Higher the compression ratio power, torque, heat produced and revs will be high and vice versa.

My experience comes from 22,000 kms done on Duke 390. I have been primarily using it as a commuter on a heavy traffic route. Let me tell people out here that it is an excellent long term ownership experience. My bike has been aging well. Now coming to the question.Duke is a different machine as compared to other bikes in India. Prior to riding Duke 390, I have ridden Apache, FZS and other below 200 cc bikes. When one suddenly jumps to higher capacity bikes, the experience is not so overwhelming. In initial weeks of riding Duke 390 I felt is sort of under-powered. But, boy I was mistaken. The balance of Duke series, the puttering sound, the insane acceleration all resides in DNA of Duke series. So, it matters somewhat less whether you go for 390 or 200. Both bikes have similar balance, shocker feedback and handling. The difference is in power. But, this won’t matter much if you drive regularly in city traffic.In short your decision should depend on following points:Condition of the resale bike. Not everybody maintains their bike well. I for example get it serviced along with oil change every 5000 kms. (KTM recommends 7500 kms interval)Usage - Duke 200 okay for city traffic not so good for highway acceleration and top speed rush.Expenses - Duke 390 has Metzeler tyres costing around 15,000 rupees for a set. It requires chain sprocket change every 10,000–12,000 kms, mileage is abysmal 22–25 kms in city traffic. You will save a lot with new Duke 200 as compared to older Duke 390.If you are switching from a 150–200 cc bike to Duke then Duke 200 will be better. Why? Because its gear shifting pattern will be closer to what an Indian 150–200 cc rider is used to. On Duke 390, you can’t ride above 4th gear in city. Even though that is a pleasant experience, still, you cannot utilize the full power of the huge 373 cc engine.ABS - Duke 390 has ABS as standard. It has been a life saver for me. The confidence that you won’t be lying on the road after hard braking lets you go faster. There is slipper clutch too in Duke 390. But, it does not make as much difference in riding experience as ABS does.Also, post 2017 Duke 390 has a fresher look. So, that might tilt the balance in its favor.Hope this helps! Keep riding