The Best of British and German!

Here’s another guest post from Mitch Peeke.

In the afternoon of the September 30th, 1940; a lone Messerschmitt 109 flew low and slow over Strood, Kent, belching smoke. The pilot, Unteroffizier Ernst Poschenrieder, had been in combat with Spitfires from 222 Squadron whilst escorting bombers to London. Ernst’s squadron had suffered  heavily when the Spitfires pounced. The aircraft he was flying wasn’t even his usual mount. He wasn’t superstitious, but so far this definitely wasn’t his day.

Knowing he would never get back to France and that he was too low to jump, crash-landing on Broom Hill, a hilltop field cultivating vegetables for the war effort, was now his only option. He could see it would be tricky. People were tending the field, but his wounded engine was giving up. To minimise the dangers of a wheels-up landing, he overflew the field and emptied his guns harmlessly into the surrounding treetops.

Unteroffizier Ernst Poschenrieder (courtesy Shoreham Aircraft Museum)

Approaching the tree-line, Ernst throttled back and put the flaps down, losing as much airspeed as possible. The treetops seemed to be trying to grab him as he cut the dying engine; a fire prevention measure. Skimming the trees, the Messerschmitt sank through the last thirty feet of the air and hit the ground violently at 60 MPH, ploughing down the slope. Bucking and bouncing, it tore up the dry soil then broke its back, slewing half-round and stopping just before the trees. He’d made it, just; but the force of the crash had nearly broken Ernst’s back, too.

The farm workers ran to the scene with hoes and forks. Thinking the pilot had tried to machine-gun them, they sought blood; but a young Land Army girl, a Scots lass named Sarah Kortwright, got there first. Standing beside the cockpit, she kept them back. Ernst sat there, ears ringing and in intense pain; and waited. Someone had gone to fetch a Policeman.

PC Jack Matthews (back row, 3rd from right) who later arrested Unteroffizier Ernst Poschenrieder (by kind permission of Mike Hearne)

Sixty-year-old PC 28 Jack Matthews, of the Rochester Police, quickly arrived on the scene. Taking immediate control, he arrested the pilot, for his own protection. Jack was over six feet tall and athletically built. Facing the mob, truncheon in hand, he sternly announced that anyone trying to interfere would be obstructing a Police Officer or having to assault one. The mob lost interest and Ernst was carefully extracted from his cockpit, grateful to be alive.

Ernst’s crashed 109, courtesy Friends of Broomhill

Ernst was taken to Chatham Police station, then immediately to Hospital, for emergency surgery. Thereafter, he was a POW.

He returned to England in 1955, to thank both Sarah Kortwright and the doctor who’d treated him. He traced the hospital doctor, but Sarah had returned to Scotland. Undeterred, he tracked her down and armed with a bouquet of flowers, went to Scotland and took her out to dinner!  In 2005, Ernst visited artist Geoff Nutkins, at the Shoreham Aircraft Museum in Kent, to sign some prints and sketches. Ernst became a frequent visitor to the museum’s events. Sadly, he died in 2009, aged 98. he was killed not by old age; but rather unexpectedly, by a car.

This article was excerpted from a new e-book. 1940: THE BATTLES TO STOP HITLER gives the full story of this and many other events like it, that took place during the time when it seemed that only the French and the British stood in Hitler’s way. Published by Pen & Sword Books Ltd this e-book is available to download at  http://www.pen-and-sword.co.uk/1940-The-Battles-to-Stop-Hitler-ePub/p/11119  priced at £8:00.

A Dogfight That Ended At The Movies.

Another guest post by Mitch Peeke.

Toward the end of the Battle of Britain, Reichsmarschall Herman Goring chose to blame his hitherto beloved fighter pilots for the devastating losses the German bomber squadrons had suffered that summer. He decided that if the fighters couldn’t protect the bombers, then the fighters could carry the bombs to London themselves! On his direct orders, about one third of the Luftwaffe’s fighter force was swiftly converted to carry a single bomb slung under the belly of their Me109’s. Flying at high altitude, these Jagd-Bomber aircraft, or Jabos as they were now called, were then to be heavily escorted by the regular fighters, in an attempt to draw the RAF’s fighters into battle, where they could be annihilated by the superior German numbers. It didn’t matter to the Germans where the bombs fell as the hapless Jabos were simply the bait.

On the morning of Sunday, October 20th 1940, the high-flying Jabos were making daylight attacks on south-east England and London again. They came over in five waves, heavily escorted as per Goring’s orders, from about 09:30 till approximately 14:00. Part of the fighter escort for one of the later raids was provided by 6/JG52, based at Peuplingues, in France and one of the escort pilots from this unit was Oberfeldwebel Albert Friedemann.

The inbound raiders and their escorts had already been fighting their way across Kent when they reached Central London at around 13:35. Having dropped their burdensome bombs, the Jabo pilots could now accelerate to fighting speed and engage the defending RAF fighters on equal terms, though ever with a cautious eye on the fuel gauge.

One of the RAF squadrons sent to deal with these raiders that day was 41 Squadron, up from Hornchurch in Essex. High over the City of London area, 41 Squadron’s Flying Officer Peter Brown in his Spitfire, was in combat with a yellow-nosed Messerschmitt 109, that flown by Friedemann.  During the combat, Brown succeeded in gaining the advantage over his opponent and scored several decisive hits on the nose of Friedemann’s Messerschmitt, which started to belch brownish-black smoke from its now mortally wounded Daimler-Benz engine.

Flying Officer Peter Brown in combat with Oberfeldwebel Albert Friedemann over London on Sunday 20th October 1940 (Painting by Geoff Nutkins of Shoreham aircraft Museum, by kind permission).

The crippled Messerschmitt began to lose speed and height as it flew over Tower Bridge, crossing the Thames in a roughly East-south-easterly direction, towards Shooters Hill. Brown flew his Spitfire alongside his vanquished foe as the German pilot jettisoned his cockpit canopy and raised himself out of the seat. Having no choice in the matter, Friedemann baled out of his doomed fighter over the Plumstead/Welling area of South London and as it transpired, his exit was not a moment too soon. Seconds after Friedemann had jumped, the Messerschmitt’s fuel tank exploded in mid-air. The time was almost exactly 13:45.

On the ground at Welling, was fifteen year-old Ennis Mowe. Though still at school, Ennis was the sort of girl who hated the fact that she was considered too young to take any active part in the war effort. She badly wanted to “do something” and even though it was she who had done the Lion’s share of the work involved in constructing the family’s Anderson shelter, it simply wasn’t enough for her to be content with; an attitude that had lead to several arguments with her father recently.

Not feeling inclined to enjoy the dubious comforts of the public air-raid shelter in Bellegrove Road that Sunday, Ennis was making her way home, on foot, half-watching the vapour trails of yet another aerial battle that was obviously taking place at altitude over London again. Suddenly, she heard a loud “boom” high above her. Stopping, she quickly looked up in time to see a fireball and a fighter aircraft breaking apart as another fighter turned rapidly away. The tail section of the stricken aeroplane disintegrated, but the front section was coming straight down, dropping like a stone.

A good many people on the ground, including young Ennis, also saw something else falling away from the doomed aircraft, flailing and tumbling through the air as it came down. It was Oberfeldwebel Albert Friedemann, who was now condemned to realise a horrible end to his young life, by the fact that his parachute had failed to open.

The Messerschmitt’s largely intact front section landed with a very loud thud, upside-down in a front garden in Wickham Street, Welling, just across the road from the gate of Gibson’s Farm. The impact forced the Messerschmitt’s undercarriage to spring partially from the wheel-bays. Albert Friedemann fell to his terrifying death a short distance away across the farm, whilst pieces of his Messerschmitt’s tail section fluttered down over a wide area.

The wreck of Oberfeldwebel Albert Friedemann’s Messerschmitt 109 where it fell, opposite Gibson’s Farm in Wickham Street, Welling, on October 20th 1940. The aircraft exploded in mid-air shortly after Friedemann baled out of it following combat with Flying Officer Peter Brown of 41 Squadron. Friedemann fell to his death when his parachute failed to open. The fence in the background is the perimeter fence to the farmhouse garden of Gibson’s Farm, across the road. Photo: Bexley Local Studies and Archive Centre, by kind permission.

Meanwhile, in Wickham Street, there was already a small crowd around the wreckage; the fallen Messerschmitt having miraculously missed the houses. The hot metal of the fighter’s engine was still ticking as it cooled, but there was no fire. The Messerschmitt’s remaining fuel had been burnt off in the mid-air explosion, some twelve thousand feet ago. People seemed to be looking at the vanquished aircraft with a mixture of curiosity and awe, as if it were something from outer space.

The authorities were soon on the scene and gradually the crowd dwindled as the Police sent the sightseers away. Later, the RAF posted a guard over the wreck to prevent any possible souvenir hunting, for the wreck rapidly became a spectator attraction. The authorities quickly removed Albert Friedemann’s shattered and lifeless body from Gibson’s Farm, but the wreck of his aircraft stayed in Welling for another three weeks. Removed from its crash site, it was put on display outside the local cinema and fifteen year-old Ennis Mowe stood proudly beside it nightly, in all weathers, for just over a fortnight. She was collecting donations from the queue of cinema-goers, in aid of the district Spitfire Fund.

This is the site of Oberfeldwebel Albert Friedemann’s crash as it is today. Wickham Street has been widened since the war, but as near as I can place it, the wreck of Friedemann’s Messerschmitt landed roughly where the van is parked, with the propeller hub facing across the road. The entrance to Gibson’s Farm is just to the left of the picture, out of shot, and about ten feet or so toward the camera from the position of the traffic island. Photo: Mitch Peeke.

At the end of each collection, she gave her collecting tin to the cinema manager, who counted the money she’d collected, paid it into the Post Office on her behalf and posted a notice showing the Post Office receipt for the amount raised. Ennis felt proud that she was at last doing her bit for the war effort, while her father simply shook his head in quiet capitulation. However, this episode proved to be just the beginning of a long, long history of young Ennis “doing her bit”.

Following her successful spell of fundraising beside the wreck of Albert Friedemann’s Messerschmitt outside the cinema; Ennis Mowe, in late 1941, blatantly lied about her age, falsely obtained a driving licence, and joined the London Ambulance Service. She soon became Britain’s youngest-ever Ambulance Driver, a fact not realised till long afterwards, when she confessed to her “crime” at her official retirement! Her father had by then long given up the unequal paternal struggle with his fiercely independent daughter. Ennis eventually married, becoming Ennis Smith, and she carried on “doing her bit” in just about every conflict that has involved British servicemen ever since. Her last such activities were based around the organisation and distribution of Christmas parcels to British troops stationed in Bosnia. Throughout her life, Ennis never once allowed her age to be a deterrent to her determination.

OberFeldwebel Albert Friedemann was 26 at the time of his death. His body was interred at the German Military Cemetery in Cannock Chase, Suffolk; there to rest with many of his comrades. Details of his grave can be found using the ‘Find a Grave’ Website.

Flying Officer Peter Brown, the RAF Spitfire pilot who had shot Friedemann down, finished his RAF career as a Squadron Leader. Like Ennis, he went on to a life of helping others. Peter was also a lifelong friend of The Shoreham Aircraft Museum in Kent. He passed away in 2011 and the museum has posted a fine tribute to him, which can be found using the link below.

http://www.shoreham-aircraft-museum.co.uk/news/2011/02/02/remembering-squadron-leader-peter-brown/

by Mitch Peeke

My sincere thanks go to Mitch for this article.

RAF Debden (Part 2) – The Battle of Britain.

Following on from the first part of this Trail, we see how Debden was thrust into the Battle of Britain and the historic changes that followed.

On August 18th 1940,  at 17:30, the squadron consisting of thirteen aircraft were scrambled to patrol the Skies over Debden. Almost immediately they were diverted to Canterbury and ordered to patrol at 20,000 ft. Five minutes after reaching their designated point, they were ordered into battle attacking ‘raid 51’ who were crossing the coast in the vicinity of Folkestone. Within minutes, the two formations were entwined and the aircraft of 85 squadron set about the 150 – 250 machines of the Luftwaffe.

A mix of J.U. 87s, H.E.111s, J.U. 88s, M.E. 110s and M.E. 109s were staggered in layers between 10,000 feet and 18,000 feet, and as soon as the aircraft of 85 squadron were sighted, the enemy immediately employed tactical defensive manoeuvres with some of the bombers heading seaward whilst other climbed toward their fighter protection.

Hugely lacking in aircraft numbers, the RAF  had little choice but to ‘dive in’, as a result large numbers of individual ‘dog fights’ occurred, resulting in aircraft being strewn across the Essex sky around Foulness Point.  For a while there was complete chaos, aircraft were burning and crews knew little of each other’s whereabouts. In one incident P/O. J. Marshall (Yellow 2) followed his leader into attack. In the melee that followed Marshall flew into a cloud of vapour created by a damaged H.E.111 his wing colliding with the tail of the Heinkel severing it completely and cutting the wing tip-off of his own aircraft. Despite the damage Marshall nursed his crippled aircraft to Debden where he landed safely and unhurt.

During this attack six Me 110s, three Me 109s and one He 111 were confirmed as destroyed, a further He 111, Me 110, Ju 87 and Me 109 were confirmed as probables, whilst four Me 110s and two Do 17s were known to have been damaged.

85 Squadron casualties on the day consisted of one Hurricane destroyed and one damaged. It was during this attack that  Flight Lieutenant Richard H.A. Lee, D.S.O., D.F.C. (s/n 33208), flying as Blue 1, was last seen by Sqn. Ldr. Townsend and F/O. Gowers 10 miles east of Foulness Point chasing 5 Me 109s. He lost contact and failed to return to Debden.  Lee, a veteran with nine victories to his name, was Lord Trenchard’s Godson, and was reported missing that day. *²

On the next day, 19th August 1940, 85 Squadron departed Debden, swapping places with 111 squadron who had previously moved to Croydon. In a signal Air Chief Marshal Sir Cyril Newall, G.C.B., C.M.G., C.B.E., A.M., expressed his thanks to the crews of 85 Sqn, sending his gratitude for “all your hard fighting” in which he added “This is the right spirit for dealing with the enemy.” 85 Squadron went on to continue the fight at Croydon flying in the same determined manner they had shown whilst based at Debden.*²

The memorial at Debden sits at the end of the north south runway (seen behind).

It was also during August 1940 that Debden became a focus for attacks by the Luftwaffe. On the 20th, a small reconnaissance mission took German aircraft over the airfield along with other airfields in the region. Six days later, on August 26th, the first attack on Debden would occur, a combined attack that would also involve strikes on Kenley, Biggin Hill, Hornchurch and North Weald airfields.

Whilst 11 Group – whose sector headquarters were at Debden – put up ten squadrons and one flight to intercept the incoming raiders,  a number of bombers did get through and over 100 bombs were dropped on the airfield damaging the landing area; the sergeants mess, NAAFI , a motor transport depot and equipment stores. In addition to this the water and electricity supplies were both cut, and five personnel were killed. The raid was made worse by the inefficient vectoring of protective aircraft from Duxford due to them being unable to obtain the correct radio frequency. This mishap did little to help the ongoing ‘dispute’ between Air Marshal Sir Keith Park and Air Vice-Marshall (later Air Marshal) Sir Trafford Leigh-Mallory, who were both locked in dispute over the defences of 11 Group’s airfields – it was arguably this feud that eventually cost Park his command of 11 Group, and a move as AOC to Malta.

At the end of August, Debden would once again become the focus of Luftwaffe attacks. Shortly after 8:00am on the morning of August 31st 1940, waves of Luftwaffe bombers flew over Kent turning northwards toward North Weald, Duxford and Debden. A formation of Dornier bombers managed to reach Debden again where they dropped over 100 incendiary and high explosive bombs on the airfield. This time the sick quarters and barrack blocks received direct hits whilst other buildings were damaged by blasts.

Further attacks on September 3rd and 15th failed to materialise and Debden was finally left alone to lick its wounds and repair the damage to its fragile infrastructure. It was also during this time (2nd September to the 5th September 1940) that all three resident squadrons: 257, 601 and 111  would depart, leaving Debden behind and heading further south to pastures new.

With the ending of the Battle of Britain, things would become a little quieter at Debden, although movements of man and machine would continue with a perpetual occurrence. The October and November would see more short stays: 25 squadron (8th October for around two and half months); 219 Sqn as a detachment for two months, and 264 Sqn at the end of November for just one month. These changes would lead Debden into the new year and 1941.

During 1941, 85 Squadron would return yet again, and after being bounced around with almost regular occurrence this, their final visit, would be in the night fighter role. Initially using their Hurricanes and then Defiants, they soon replaced these with the Havoc before vacating the site for good and the fields of Hunsdon in May that year.

There were yet more short stays during 1941: 54 Squadron in June (two days), 403 Squadron (25th August  – 3rd October); 258 Squadron (3rd October  – 1st November); 129 Squadron (1st November – 22nd December); 418 squadron (15th November – 15th April 1942); a detachment of 287 Squadron; 157 who were reformed here on 13th December moving to Castle Camps five days later where they would receive their Mosquito II aircraft, and finally 65 Squadron who arrived three days before Christmas and stayed until 14th April 1942.

One of these squadrons, 403 Squadron flying Spitfire VBs, was formed as a result of Article XV of the Riverdale Agreement, in which it was agreed between the British Government and the nations of the commonwealth: Canada, Australia and New Zealand; that their trained military personnel would fly and operate as part of the Royal Air Force. This would mean that both air and ground crews would perform their duties under RAF command. Some 70 squadrons were created as a result of this agreement, and of those seventy, 67 were numbered in the 400 series. Even though they were part of the RCAF, RNZAF and RAAF, they were treated as integral parts of the British Royal Air Force for the duration of the conflict.

Into 1942 and yet more of the same, 350, 41, 124, 232 and 531 Squadrons all following this similar pattern of short stays and placements, thus life at Debden was becoming a constant carousel of ground crews and flying personnel. Two squadrons from here did make a real name for themselves though, that of 71 and 121 Squadrons.

In Part 3, we see Debden take on a new owner, its fortune changes and it becomes home to one of the most famous Fighter Groups of the USAAF – the 4th Fighter Group.

A Merry Christmas to all!

As the year draws to close and we spend time with our loved ones, I would like to just wish you all a very happy Christmas and a peaceful new year.

Another year has passed and looking back, we realise how quickly time passes. I am amazed how my own blog has gone from strength to strength, how my own writing has developed, from early posts that were merely a couple of paragraphs to more recent ones that are 2-3000 words long – a big change for me! I must admit I have a slight cringe when I read some of those early posts; as time has gone on I have started to revisit them (and the places they are about) and make some updates.

I would like to take time to thank each and every one of you who has read, commented and stayed with me during this journey, it has certainly been an experience I don’t want to forget.

This year, the blog surpassed 21,000 visitors and 50,000 views whilst not huge in comparison to some, it is certainly far more than I ever thought it would, and I appreciate each and every one.

Some notable posts/events you may have missed:

Hearbreak on Christmas Eve – the sad loss of Brigadier General  Frederick W. Castle (posted December 2015), whose awarding of the Medal of Honour, reflected the determination and personality of one of Eakers “Original Seven”. He chose to leave a safe position for a combat role, taking on the demoralised 94th, leading them into some of the Second World War’s most ferocious air battles.

The Last Word to Guy Gibson – also posted last year, a poignant word written in Gibson’s book.

In October 2015 we saw the end of an era, with the grounding of Avro Vulcan XH558. After an eight year reign as Queen of the skies, she finally bowed out after the three main technical companies that support her, withdrew their support. In her last flight on October 28th 2015, she completed a short 15 minute flight, the culmination of 228 flights and 346 hours flying time. A landmark in British Aviation history.

A number of British airfields were earmarked for development or planning applications, amongst them are the former: RAF Kings Cliffe, RAF Downham Market, RAF West Raynham, RAF Denethorpe and RAF Coltishall, with further applications affecting former RAF Dunsfold, RAF Bourn and RAF Wellesbourne Mountford. So what does the future hold for Britain’s airfields?

Early 2016, Aviation Trails was nominated for the Liebster Award by The Aviation Site and I was honoured to accept this award and in November it was nominated by Historypresent for a further writing accolade. Sadly this slipped off the list, but I would like to offer my sincere thanks for this very kind nomination.

With the total number of Trails standing at almost 40, I have visited what must be over 100 airfields; in addition a large number of memorials, and many great museums, and there are still many, many more of each to get to.

The interactive map has been useful to many readers outside of Britain hoping to find places where loved ones served, and a few people have contacted me which has hopefully helped trace some information thus filing in some gaps.

All in all it has been a marvellous year for AviationTrails, I wish to pass on my gratitude and thanks to each and every one of you.

So without further ado, a very Merry Christmas to everyone and a peaceful and safe New Year!

Andy

Chivalry Amongst Enemies

On December 20th 1943, high above war-torn Europe, the lives of a Luftwaffe fighter pilot and the crew of an American B-17 would collide in an event that has become famous around the aviation world.

On that day, a B-17, “Ye Olde Pub“, of the 379th BG based at RAF Kimbolton (USAAF Station 117) , would be so severely damaged it would defy the laws of gravity and somehow remain airborne as it departed Bremen, Germany, having valiantly carried out its mission. In the skies over the freezing waters of the North Sea, the bomber hanging by a thread, with two engines out, all but one of its guns but the top turret empty or frozen, its rudder and left horizontal stabiliser torn to pieces, a dead crew member and several others wounded;  “The Pub”, as its crew affectionately nicknamed her, seemed destined to fall from the skies. Just then, the pilot and co-pilot watched helplessly as bullets ripped through the cockpit ceiling, wounding the pilot, and causing the oxygen system to malfunction, leaving the desperate crew destined to succumb to anoxia in mere moments. It was then that the bomber fell into a slow upside-down flat spin. It did not take long before the pilot saw his co-pilot, eyes closed due to lack of oxygen, that he too, slowly lost consciousness as he watched the farmlands of Germany far beneath them, grow closer with each passing moment. The fate appeared sealed for the badly beaten bomber and the lives of her remaining crew. “The Pub” would be easy prey for the hunters of the Luftwaffe. At that precise moment, and with hundreds of miles still to get home, a lone Bf 109 would see the stricken bomber, take off and prepare to shoot it down. The German pilot was an ace, and  his plane had 22 victory marks, and he only needed to shoot down one more bomber to earn the long coveted Knight’s Cross.

However, the loaded guns of the 109 did not rain down its fire of death upon the bomber. Instead – and against all that was meant to happen in war – they stayed silent. The 109 cautiously approached the B-17, its pilot carefully manoeuvred around the aircraft watching for any sign from the gun crews that might suggest they were about to fire.  Inside, he saw its pilot who sat stunned in disbelief at the sight before him, and from the outside of the bomber, he knew whatever crew remained were likely desperately fighting to save their wounded comrades and themselves. (As the B-17 lost altitude, the remaining crew, including the pilot and co-pilot regained consciousness, and somehow managed to right the plane and set her on a course for home.)

In the B-17, pilot 2nd Lieutenant Charlie Brown watched in amazement as the 109 piloted by 2nd Lieutenant Franz Stigler formed up against it, perhaps teasing the crew before delivering the final and devastating blow. Stigler however, a sworn enemy of the Eighth Air Force, instead of firing, gestured to the crewmen to fly to Sweden and safety. But Brown, stubborn in his determination to get his crew home, didn’t understand, and carried on flying straight and level toward the North Sea and home. Stigler flew alongside, fearing the bomber would never make it and crash into the sea, so he continued to gesture to the crew. Steadfast, they carried onward, watching the 109, waiting for him to attack the defenceless bomber. Finally, fearing he may be shot down himself, Stigler saluted the crew and departed, leaving the bomber to fly safely back to England.

The story of this brief encounter remained unknown for many years – Stigler sworn to secrecy for fear of his own life, and Brown for fear of complacency in the Air Force, were both unable to openly talk about the experience. Then, after many years and through extensive research and letter-writing, the two pilots finally met up in a meeting that was so charged with emotion that it reduced both men to tears.

Immortalised in John Shaw’s painting* and Adam Mako’s book, “A Higher Call” is the dramatic story of this strange and heartfelt encounter.

John Shaws’ painting of the two aircraft flying together.

This is not a book about one meeting though. This is a book  about two men, the people behind the guns, the characters, their experiences and their lives. It tells the story of Franz Stigler, how he, as a natural pacifist, was drawn into a vulgar fight waged by madmen and tyrants thirsty for revenge. The story is told as he progressed from flying school then onto Egypt and Sicily and eventually back to defend his homeland against the continued onslaught of heavy bomber formations reigning death and destruction upon a foe so evil, it led to the slaughter of millions of innocent people.

But why did Stigler let the bomber crew live? The book reveals his character, his determination to carry out his duty to defend his homeland, the honour that existed between friend and foe, the unwritten rules of warfare, and the distaste he had for all that Nazism stood for. When these worlds collided, he had to make a decision. His finger poised over the trigger, to squeeze it or not? That… That was the moment when Franz Stigler realized if he DID shoot, it would be no ‘victory’ for him. With that, his desire to earn the Knight’s Cross disappeared. He knew that there were more important aspirations for him.

In this well written book , Mako reveals the man behind the gesture. Through research and interviews with both crewmen, he lays out the story of Stigler delving into his character, digging deep into the memories of that night and the events that led up to and after it. He explores the events that created the man, the decisions that made him the person he was. A man to whom medals and numbers were not important, a man who would risk his own life to ensure the safety of others.

It would look at how the people of post war Germany, would turn against him and his kind, laying the blame for defeat firmly at the feet of the fighter pilot. How a once hero of the Reich would become the villain, be despised by those he protected even though he disagreed with what they stood for.

This is a fascinating and compelling book, detailed in every aspect – it is difficult to put down. It provides a fascinating insight into the man and his machine, the tragedies and traumas of war. Supplemented by original letters and photographs, this book is a fascinating read into the story behind the picture, and the events that occurred on that day, December 20th 1943.

A Higher Call is written by Adam Makos and Larry Alexander is published by Atlantic Books.

* The original painting was created by Robert Harper, the Assistant Intelligence Officer of the 448th BG at RAF Seething where Brown’s B-17 landed.

Luftwaffe diaries – Big Week

Following on from the earlier diaries of Luftwaffe pilots during the Battle of Britain, I have found other examples, worth sharing.

These examples, were written as the Allies launched the ‘Big Week’ campaign against heavily defended German targets. In defence, the Luftwaffe were operating a wide range of aircraft, heavily armed, they were designed to destroy the big heavy bombers, both quickly and easily. The US Eighth and Fifteenth Airforces were bombing during daylight whilst the RAF were bombing at night. As a result, brutal dogfights were common place between escorting P-51s, P-47s and P-38s and the German aircraft.

Based at Wunstorf near Hanover, was III Gruppe Zerstorergeschwader 26, (part of Luftflotte 2) whose primary role was defence of the North Western Sector of Europe, Belgium and the Netherlands. Formed along with I. and II. Gruppe; III. Gruppe were to suffer badly at the hands of their superior American counterparts. During 1940, they had a total fo 33 aircraft, by the time ‘Big Week’ had come in 1944, this number was significantly lower.

The entry starts in the middle of February, with visits from Generalmajor Ibel¹, re-equiping of machines and flight training. Prior to Big week, the Gruppe were also operating in support of land forces. However, as the allied forces began their operations, this role changed.

20.2.44 – At 12:03 hours the Gruppe received orders from 2. Jagddivision to take off and engage reported enemy bomber formation. At 12:13 hours, Bf 110s were airborne and assembled at radio beacon Marie, after new orders re-assembled overhead base. The Kommandeur, Major Kogler, took off late with three more BF 110s at 12.19 hours but failed to meet up with the aircraft which had taken off at 12.13. At 4,000m the first formation was surprised by enemy fighters attacking out of the sun and as a result 11 Bf 110s were shot down². During the incursion two enemy fighters carried out a low-level attack on the airfield. As a result nine aircraft were hit and suffered up to 30% damage.³

21.2.44 – At 12:41 hours the group received orders to engage incoming enemy formations. At 12:45 ten BF 110s were airborne; assembly over radio beacon Marie.
At 13:15 hours these aircraft joined up with the escort a friendly fighters in the Rottenburg area. Our formation made contact with the enemy force, but due to poor direction failed to reach a favourable position from which to attack.⁴

22.2.44 – The Gruppe was ordered to take off at 12:22 hours to engage incoming enemy formations. The Gruppe scrambled eight BF 110s at 12:28 hours. Weather at take-off: Fair weather, 50km visibility, cloud base 1,000m, 2–3/10 cover. At 12:55 to 13:00 hours joined own fighter escort at 7,000m above Lake Steinhude. The Gruppe joined up behind I./ZG 26 which was operating under the control of the 2. Jagddivision. At 13:35 hours three formations of Fortress IIs were sighted. The leader of our formation (I./ZG 26) closed on the enemy formation to attack from head-on. III./ZG 26, following, was too close behind for a head-on attack, and had to turn an attack from the rear. While closing in to attack, fire was opened from about 400m. The enemy machine flying on the left outside of the formation burst into flames along its right side. It began to curve away to the left and the second attack was carried out from above and to the left, from behind. This Fortress dropped away from the formation well ablaze. There was strong defensive fire from the enemy rear gun positions. Each enemy formation numbered about 60 aircraft, flying in arrow. Weather in operational area: about 3/10 cloud cover, cloud base 500m tops 2,000m. Visability above cloud more than 50km.

During the head-on attack, the formation leader turned in too soon, so that the aircraft coming behind were unable to get into an attacking position.

Landing: Two BF 110s landed at Wunstorf, at 13:58 and at 14:10 hours. Four BF 110s made belly-landings. No landing reports received so far from two BF 110s. ⁵

Successes: One Fortress II shot down by Oblt. Bley.

23.2.44 – No operations. The Gruppe carried out instrument flying training missions as planned. The 7th Staffel is in the process of receiving replacement aircraft.

24.2.44 – Operational report.
Take off: Four BF 110s from Wunstorf at 12:01 hours. Order: Scramble take-off to engage incoming enemy formations. The Gruppe assembled at 7,000m over Brunswick with ten BF 110s of I./ZG 26. II./JG 11 joined up to provide the escort at 12:15 hours. Instructions received from JaFue⁶ during the assembly. At 13:15 hours eight formations each of about 15 liberators were seen in the area of Nordhausen, stepped up from 4,000m to 7,000m and flying on the south-easterly heading. It was noticeable that the enemy aircraft were wavering about. On the approach of our Gruppe the enemy force turned south and later south-west. Attack was carried out at 13:00 hours in the area of Holzminden, from the left and above. III./ZG 26 scored one victory⁷ and one Herausschuss (bomber leaving formation after attack by Major Kogler). Several liberators were observed to be on fire; others were seen to crash⁸. The claims of I./ZG 26 are not to hand. Landing: Two BF 110s landed at Wunstorf at 14:08 and 14:14 hours. One BF 110 suffered damage to the cabin and turned back. One BF 110: no landing report received (Gern’s aircraft).

Supplement: the enemy bombers were escorted by Thunderbolts, which flew above the formation. It was ascertained that the leading formation, which I tried to attack, always went into a turn to the right when I was in front shortly before I turned in to make my attack. It is possible that this forced the bombers away from their target.

Diary written by Major (Gruppe Kommandeur) Kogler, 1944

On February 24th 1944, there were several missions flown by the USAAF: Mission 233, (to attack targets at: Gotha, Rostock, Poznan and Schweinfurt) and 234 which occurred at night.  Mission 233 was the second largest operation to take place during ‘Big Week’ and involved 809 bombers with 767 fighters as escort.

Mission 233 took place in 3 Waves, Wave 1 – 239 B-24s were sent to Gotha; Wave 2 – 266 B-17s were sent to Schweinfurt and Wave 3, 304 B-17s were dispatched to the primary target of Poznan.

A fatal mistake by the lead aircraft in the first Wave (due to a faulty oxygen mask) led to Eisenach being bombed by mistake. The following formation also bombed by mistake, following his mark.  These are the only B-24s that flew on that day and as a result, it is probable (but not certain) that these are the Liberators mentioned in Kogler’s diary for that day. Casualties reported by the USAAF for that mission were: 3 KIA, 6 WIA and 324 MIA⁹.

Liberators of the 392nd BG from RAF Wendling were involed in this mission, an account is available here along with MACRs and statements from those involved.

It has been interesting to compare explantions from both sides, with limited resources, any connection is only presumed, but it does give an interesting perspective to the bomber war over Europe.

Sources:

1 – Generalmajor Ibel was the Commander of 2. Jagddivision

2 – Six pilots and five radio operators were killed in the attack. Two pilots and four radio operators were wounded.

3 – One armourer was killed along with one Radio operator and one mechanic wounded.

4 – Combat report D1

5 – Later found to have been shot down, their crews were killed.

6 – JaFue – Fighter Controller.

7 – Oblt Meltz.

8 – Lt. Gern, who was shot down during the action but bailed out of his aircraft, logged a claim for one Fortress shot down when he returned to his unit.

9 – 8th Airforce Operations, http://8thafhs.com/missions.php

The full diary entry appeared in The Luftwaffe Data Book, by Dr. Alfred Price, Published by Greenhill Books, 1936, 1977, 1997. pg197-200

Diary of a Luftwaffe pilot

A recent visit to an antiques shop, led to the purchase of two books, one detailing the events of the Battle of Britain, the second included short diary entries of Luftwaffe pilots. Sadly, not many Luftwaffe diaries exist today, all but a few being destroyed in case they fell into enemy hands! As a result, records are sketchy, few and far between.

Some of these Luftwaffe entries refer to the Battle of Britain.  I tried to make a comparison, maybe one entry would refer to the other – sadly they were not sufficiently detailed enough to be certain. This aside, I was intrigued to see the Germans portrayed their part in the battle and how they might compare in terms of recounts.

After the fall of France, the Germans built up strong groups of fighters, transports and bombers in readiness for the coming invasion of Great Britain. Five main groups (Luftflotte ‘air fleets’ similar to the RAF groups) operated across the German empire. Covering the eastern borders were Luftflotte 1 and 4, to the north in Norway and Denmark was the newly formed Luftflotte 5 and in Belgium and France , Luftflotte 2 and 3 respectively.Total servicable aircraft facing Britain amounted to 3,157.

Jagdgeschwader 3 (fighter ‘wing’ made up of 3 Gruppen^*1 and 1 Stab) normally stationed on the eastern front, had been brought in to bolster numbers in Luftflotte 2 and were now based at Samer not far from Boulogne. Commanded by Hauptmann Hans von Hahn*² (himself a German Luftwaffe ace and recipient of the Knight’s Cross), Luftflotte 2 were able to field 23 Messerschmitt Bf 109Es at the start of September.

The mid part of September had been dogged by poor weather, on the 12th 13th and 14th, the Luftwaffe launched only small raids and reconnaissance missions with minimal numbers of aircraft. Many fighter pilots were given the luxury of rest periods some even taking in local sites.

One of the biggest days of the Battle of Britain, now celebrated as Battle of Britain day, was Sunday 15th September 1940. It saw a major change in Luftwaffe policies. The weather was misty but promised to improve, and the Germans saw this as an opportunity to bring a severe blow to London and the RAF; this would be the ultimate prelude to invasion.

The Unit war diary for 1 Gruppe, Jagdgeschwader 3, September 15th 1940^*3, reads:

12:00.

Escort (by 12 aircraft) Do 17s against London. Oblt Keller shot down the Spitfire, Leutnant Rohwer a Hurricane. Fw Wollmer dived into the channel; the impact was seen by Lt Springer. This crash appears not to have been caused by enemy action. After a long dive Wollmer’s machine rolled a quarter turn into a vertical dive and he did not succeed in bailing out. A motorboat detached from a German convoy near Cap Gris Nez and went to the scene of the crash.

15:10.

Operation by nine aircraft to escort He 111s against London. At 1,500m there was almost total cloud cover. Over the Thames estuary and to the north of London there were gaps in the cloud. During the flight in there was contact with Spitfires. The bombers flew in loose formation to the north of London. Strong and accurate flak. The Spitfires came from above, fired, and dived away. Hauptmann von Hahn shot down the Spitfire, Lt Rohwer probably destroyed a Hurricane. During an attack by Spitfires Oberleutnant Reumschuessel became separated from his wing-man, Obfw Olejnik, and has not returned (this aircraft crashed near Charing, Kent; the pilot bailed out and was taken prisoner). After he was separated from the formation Obfw Hessel was heard on the radio, but he failed to return (this aircraft crash near Tenterdon; The pilot bailed out was taken prisoner). Obfw Buchholz’s aircraft was hit in the cooling system and forced down in the Channel. Oblt Keller made contact with the rescue aircraft nearby, which picked up Buchholz. He had injuries and was taken to the military hospital a Boulogne. The body of Lt Kloiber has been washed ashore near St. Cecile, and buried. Lt Meckel and two Feldwebeln attended the funeral. During the last few days news has been received from the Red Cross in Geneva that Oblt Tiedmann, Oblt Rau, Oblt Loidolt, Lt Landry (these last two wounded) and Obfw Lamskemper have been captured by the British”.

 An interesting read, if only there were more!

Notes:

*1 The singular is ‘Gruppe‘ and each Gruppen operated with three Gruppe. Each Gruppe would operate from one airfield but moved as a Gruppen.

*2 Hauptmann Hans von Hahn more infomration can be found at http://www.luftwaffe.cz/hahn3.html or http://falkeeins.blogspot.co.uk/2013/11/hans-von-hahn-and-his-stab-ijg-3.html

*3 The Luftwaffe Data Book, Dr. Alfred Price (1977) Greenhill Publications pg196-197