Junkers 88 G-6 +BN with FuG 218 - eBay Find #2

In May 1945 only a few days after its capture, Bad Aibling airfield, or more precisely Mietraching airfield after the municipality it is actually located in, was turned into PWE 26 - Prisoners of War Enclosement - by the US Army. In the beginning, without further preparations the prisoners of war were herded together at the tarmac and adjacent grass area together with the aircraft parked there. Jerry Crandall published an aerial view of the field, p.104, 105, as does this recently auctioned photograph, eBay Ju88G-6 +BN Bad Aibling

Surrounded by prisoners, we see one of the rare FuG218 equipped Junkers 88 G-6 in front of the airfield main building with the partially legible marking +BN. Readers of Peter Evans’ LEMB forum might remember a photograph of this aircraft after it was moved further out on the airfield, however the letter “B” was partially covered, LEMB Two new Ju88G-6 night-fighter images. Jerry Crandall also published that photograph, p.103, but cut off the markings.

Besides the FuG218, this Junkers 88 G-6 was equipped with two MG schräge Musik which are installed in parallel behind the cabin. The Balkenkreuz at the fuselage as well as on the upper wing consists of the late war simplified black outlines. The fuselage camouflage seems a base of RLM76 with regular mottles of RLM75 which are limited to the fuselage top section but do not cover to the sides. As far as my analysis of the photograph goes, the same camouflage scheme has been applied to both upper wings although only a small portion of the starboard wing is visible on the photograph.

Even under magnification, it is unclear whether or not the aircraft carried the first two letters of the aircraft code. This may be due to the quality of the reproductions of the existing photographs, or the letters may have been omitted; there are several instances documented where late war night fighters did not carry any unit code, but only their individual aircraft code; photographic evidence exists of aircraft of V./NJG2 and I./NJG6 that were marked this way. 

Although we cannot completely exclude that the aircraft carried its Stammkennzeichen, this is highly unlikely the case: with its Sammelmitteilung 1 of 1st July 1944, the Technisches Amt within the RLM ordered that Stammkennzeichen were no longer applied. Assuming that “BN” is used as the Verbandskennzeichen, this aircraft was on strength with a 5. Staffel within the II. Gruppe. In April 1945, under Luftwaffe Kommando West, only NJG2 and NJG6 had a II. Gruppe associated.  

Unfortunately, neither above nor the second photograph allow for an identification of the Werknummer. However, a Ju88G-6 with FuG218 is documented at Bad Aibling, which carried the WNr. 622893. Regularly published is the nose section of this aircraft with a view towards a head-standing Focke-Wulf 190 A-3 White 8.

source: Fold3 Image Bad Aibling

The Imperial War Memorial Archives in London appear to have another photograph, published at LEMB by John McIllmurray, LEMB FuG218 V/R equipped Ju88G-6s post #11, which offers a complete view of the aircraft from the rear including the tailplane broken off and sitting at a 90 degree angle with the Werknummer visible. The angle of the shot does not show enough of the fuselage side to identify any marking with certainty, but it seems to consist of the late war Balkenkreuz and at least one letter. 

It seems an easy conclusion that above’s eBay find is actually 622893, if it were not for a few details which do not seem to match. On the IWM photograph, the port wing seems to be camouflaged in solid darker colors with segments of two different tones, including the port engine cowling. This seems to be confirmed by the section of the engine cowling visible on the above photograph. Although the quality of the IWM reproduction is rather poor, the schräge Musik seems to consist of one gun rather than two.

No hint as to the identity is offered through the two apparent different location of the photographs and the state of the aircraft. If the FW190A-3 serves as an indication, both aircraft were moved from their original parking position to a more dispersed location and later to an even more condensed area. During that last move, several aircraft were pushed into each other of otherwise damaged, like the Junkers 88 G-6.

Where does this all leave us in identifying the above photographed aircraft? With the desire to review the IWM photograph for better clues as to the markings and correct camouflage of the upper port wing. Bar that, this remains for the time being another unresolved question in our Junkers 88 G-6 database.

References

Crandall, Jerry, 2009, The Focke Wulf Fw 190 Dora, Volume Two Fw 190 D-9 D-11 D-13, Eagle Editions, Hamilton MT

Sammelmitteilung 1 by Reichminister der Luftwaffe und Oberbefehlshaber der Luftwaffe, Technisches Amt, Nr. 237/44 of 01. July  1944

70th anniversary of Messerschmitt 262 jet flight

On July 18 1942, Messerschmitt 262 V3 PC+UC  took off from Leipheim airfield, for the first time solely powered by its Jumo 004 jet engines. To commemorate this major step, the following is attempting a brief summary of the initial concepts, trials and the beginning of operations by Me 262 in a night fighter role.

In Manfred Boehme´s essential history of Messerschmitt 262 development and deployment with Jagdgeschwader 7*, it is well laid out that it took more than two years after the ground braking maiden flight and at least until late 1944 before Me 262 aircraft were technically advanced and reliable enough to commence their operational service in Luftwaffe units in considerable numbers. Whereas much has been published about the decision which led to the initial use of Me 262 A-2a as a bomber rather than a fighter, little and if, inconsistent information can be found about the initial concepts to fly night missions with this jet.

It appears as if the use of jet aircraft in a night fighter role was initially considered by official authorities and industry only in summer 1944. Based on RLM suggestions, Messerschmitt and  Arado both started to work on a night fighter design of their respective models; Such developments are first documented by Arado mid July 1944 (Griehl 2003; p. 122, 123), whereas the first document about a two seater Me 262 night fighter appears in a Messerschmitt development meeting, Protokoll Nr. 40 of September 1, 1944 (Smith & Creek 2000; p. 488).

According to some authors, initial trails were performed by the Messerschmitt 262 program´s liaision officer Maj. Siegfried Behrens and Obst. Hajo Hermann  in autumn 1944 to test the suitability of the single seat Me 262 A-1a for night combat, (e.g. Ringelstätter 2010; p. 67; Foreman & Harvey 1995; p. 131). Behrens is said to have undertaken several test flights for night operations with a Me 262 A-1a with Stammkennzeichen KD+EA, W.Nr. 170095 at E-Stelle Rechlin (Ringelstätter, 2010; p. 67). Foreman & Harvey (1995; p. 131) claim that a modified  radar equipped Me 262 A-1a was used for these trials. The only single seater Me 262 with radar equipment known so far is V2, W.Nr. 170056 of which various photographic records exist during trials by Messerschmitt.

Other sources state that Lt. Kurt Welter, then a member of 10./ JG300, a designated mosquito hunting Staffel, was ordered to evaluate the Me 262 in September 1944 in Rechlin (Boiten 2008; p. 193). Given Welter´s background is seems reasonable to assume that he primarily evaluated the Me 262 with regard to intercepting Mosquito bomber and reconnaissance aircraft in a Wilde Sau fashion.

A recent article by Hermann and Wunderlich (2012; p. 14 - 21) made public a report and proposal by Hptm. Gerhard Stamp, then Gruppenkommandeur I./ JG300, with his assessment of the various most suitable Me 262 fighter roles. He recommended the Me 262 for day,  all weather and night fighter roles and commented on the latter:  "Similarly urgent as during day light is a successful combat of [night] intruder missions which according to reports of operational headquarters (Führungsstab-Ic) grow in intensity and size, and which threaten to evolve into terror attacks due to increased Mosquito production. ... The speed of Mosquito and Me 262 demand doubtlessly refined or different methods to guide the aircraft than those in current  usage by the Nachtjagd because pursuit over longer distances rather than interception should be conducted. The addition of search equipment needs to be resolved, the question of a second seat for the radio operator has been solved, and the conversion to a larger cabin is planned for. "**, proposal by Gerhard Stamp, August 25, 1944 to German Air Force headquarters, (in Hermann & Wunderlich 2012; p. 20).

The standard history of German Nachtjagd by Gebhard Aders covers this by stating that Oberstleutnant Siegfried Knemeyer of  Technial Air Armament (Technische Luftrüstung, TLR), proposed in September 1944 to establish a new short range night fighter force which should make use of jet aircraft. Due to the lack of designated two seater night fighter, Knemeyer proposed to use interim conversions of single seat jets; he recommended the Ar 234 for its longer flight time and easier handling (Aders 1978; p.289). Discussions between Knemeyer and the managing director of Arado, Professor Walter Blume, took place September 12, 1944, with regard to the suitability of Ar 234 as a night fighter (Griehl 2003; p. 123). According to Aders (1978; p. 290), it took another two months and the establishment of a special development commission for night and all weather fighters under the chairman Prof. Kurt Tank to confirm Knemeyer´s assessment which resulted in an order by Göhring on December 11, 1944 to establish two experimental combat units (Erprobungskommando or EKdo), one with Arado 234 led by Hptm. Josef Bisping, and one with Messerschmitt 262, led by Oblt. Kurt Welter. Foreman & Harvey (1995; p. 131) attribute the first command of the experimental Me 262 combat unit to Gerhard Stamp who was soon succeeded by Kurt Welter.  In his history of the Arado 234, Griehl (2003; p. 127) identifies the 12th of December 1944 as the formation of the experimental combat units.

Aders account is contradicted by others who date the establishment of EKdo Welter as early as November 2, 1944 (Williams 2006; p. 143; as well as Smith & Creek 2003; p. 452). This date may stem from the redesignation of Welter´s unit, 10./ JG300 to become the core of II. /NJG11 in accordance to Oberkommando Luftwaffe, OKL, ordinance of November 1st, 1944. An alternative source for this date may be the records of RAF bomber crews who reported combat with jets during a Düsseldorf raid during the night of November 2 /3, 1944 (Boiten 2008; p.  173). From such claim, the existence of a night fighter jet unit may have been incorrectly deducted.

Several website identify November 11, 1944 as the creation of EKdo Welter. For example Petr Kacha (2007) who gives a detailed account of Kurt Welter´s career, although there is no further explanation where this information comes from. 

Theo Boiten assigns the beginning of December to the formation of the Kommando and assumes the first successful interception of a Mosquito by Kurt Welter during the night of December 11/12 1944 (Boiten 2008; p. 193) after an apparent nonoperational period between October 27, 1944 and that December date (Boiten 2008; p. 170, 193).

Few details are known to me as to the initial period of EKdo Welter: subordination, ground support and staff, pilots other than Welter, allocated aircraft, etc.  Its obvious objective was to gather operational experience with Me 262 aircraft in night missions. Practically, the unit flew Wilde Sau sorties over Berlin with Me 262 A-1a mainly against Mosquito bombers, with occasional day sorties against reconnaissance Mosquitoes.   In late January 1945, EKdo Welter became 10./ NJG11 and thus officially evolved from an experimental combat to a full combat unit. Exact dates vary from January 25th (Smith & Creek 2003; p. 453; Williams 2006; p. 143; Meyer & Stipdonk 2008; p. 130) to January 28th (Boiten 2008; p. 193) and to even February (Aders 1978; p. 291). Although the number of pilots and sorties grew, the unit continued to operate like EKdo Welter did before and flew  Wilde Sau missions over Berlin.

The final development of the Me 262 night fighter role came with the availability of two seater Me 262 B-1a/U1 with FuG218, initially delivered to 10./ NJG11 on March 22, 1945, see account of Lt. Herbert Altner (Smith & Creek 2003; p. 464; Williams 2006; p. 187). The two seater jets were deployed in operator guided and radar assisted interception of Mosquitoes which required experienced pilots and radar operators of which hardly any were assigned to 10./ NJG11.

In comparison to its day operational role, the concept of the Me 262 as a night fighter was developed rather late at the end of summer 1944. In difference to it, the mission was from the beginning clearly identified as intercepting the fast De Havilland Mosquito bomber, pathfinder and reconnaissance aircraft. The Wilde Sau operations were borne out of necessity, but followed the direction set by Knemeyer to focus on close range, over the target interception. The operation of Me 262 B-1a/U1 with a radio operator and equipped with the FuG218 refined this concept. With its mission objective, technical equipment and tactics, the night fighter Me 262 B became the predecessor of the modern all weather jet interceptor. Although very few saw operational service, they successfully demonstrated their suitability for that role. According to Boiten (2008; p. 350) three victories over Mosquitoes during five sorties against one aircraft loss due to technical problems can be accounted for.

_____________________________________________

* Boehme, Manfred, 1984. Jagdgeschwader 7 - Die Chronik eines Me 262-Geschwaders 1944/45, Motorbuch Verlag Stuttgart

** Original German text: "Nicht minder dringlich wie am Tage ist die wirksame Bekämpfung der Störeinflüge, die laut Führungsstab-1c-Berichten an Umfang und Stärke zunehmen, ja, sogar in absehbarer Zeit aufgrund der gesteigerten Mosquito-Produktion Terrorangriffen gleichzukommen drohen. ... Die Schnelligkeit der Mosquito und der Me 262 bedingen zweifellos verfeinerte oder andere Leitverfahren als die bisher in der Nachtjagd üblichen, denn es soll keine Objektjagd, sondern eine Verfolgungsjagd über weite Strecken betrieben werden. Der Suchgeräteeinbau muss eine entsprechende Lösung erfahren, die Frage des zweiten Sitzes für den Suchfunker ist bereits geklärt, der Einbau einer etwas vergrößerten Kabine ist vorgesehen." Hermann & Wunderlich (2012, p. 20), quoting Gerhard Stamp.

References

Aders, Gebhard, 1978. Die Geschichte der deutschen Nachtjagd 1917-1945, Motorbuch Verlag Stuttgart

Boiten, Dr. Theo E. W.  & Mackenzie, Roderick J. , 2008. The Nachtjagd War Diaries, Volume 2, Red Kite Publishing

Foreman, John & Harvey Sid E., 1995. The Messerschmitt Me 262 Combat Diary, Air Research Publications

Griehl, Manfred, 2003. Strahlflugzeug Arado Ar 234 "Blitz", Motorbuchverlag, Stuttgart

Hermann, Dietmar & Wunderlich, Markus, 2012. "Gebt uns die Me 262!" in Flugzeug Classic Februar 2012, p. 14 to 21, GeraMond Verlag

Kacha, Petr, 2007. Kurt Welter, Aces of the Luftwaffe,  www.luftwaffe.cz

Meyer, Michael & Stipdonk, Paul , 2008. Die Deutsche Luftwaffe - Zerstörer- und Nachtjägerverbände, Teil 3, VDM Verlag Nickel

Ringelstätter, Herbert, 2010. Deutsche  Nachtjäger 1939 - 1945, Flugzeug Classic Spezial 6, GeraMond Verlag

Smith, J. Richard & Creek, Eddie, 2003. Messerschmitt Me 262, Volume 3, Classic Publications, Crowborough

Williams, David P. , 2006. Luftwaffe Colours - Nachtjäger Volume 2, Classic Ian Allan Publishing

Messerschmitt 262 B-1a at Schleswig-Jagel - Part 1

No book about German night fighters lacks the photograph of Me 262 lined up at Schleswig-Jagel in May 1945, including two FuG218 Neptun equipped two-seat Me 262 B-1a/U1 (e.g. Smith & Creek, Me 262 Volume 3, p. 454). However, in no known instance are all the aircraft identified.

Closer examination for the photograph reveals six Me 262: two night fighters of 10./ NJG11 on the right side, two single-seat Me 262 A-1a on the left side, another two-seat Me 262 B-1a and, behind the latter, the very dark nose and front wheel of another Me 262 aircraft.

Although quite a few photographs of Me 262 B-1a/U1 night fighters exist, these were taken over a rather long period of time during which the aircraft were tested by British and American teams. There is, however, only a small number of photographs which originated from May, and possibly early June 1945 and which picture the aircraft with their Luftwaffe markings rather than RAF or fantasy ones, as does the above mentioned photograph.

Two of the aircraft can clearly be identified:

• Me 262 B-1a/U1, W.Nr.110306, Red 9 of 10./ NJG11, and
• Me 262 B-1a, W.Nr.110165, a two-seat trainer. It is unknown to me which unit 110165 belonged to. 10./ NJG11 seems a reasonable guess, as this former Kommando Welter Staffel flew Wilde Sau sorties with Me 262 in the closing months of the war. Although as late as early March 1945 introduction of 10. Staffel pilots to their new jet aircraft were conducted by single-seat Me 262 A-1a, according to the recollection of Lt. Herbert Altner in Smith & Creek, Me 262 Volume 3, p. 461, the unit may have received a two-seat trainer later. Alternatively, the aircraft may have belonged to EJG2 which was using Schleswig-Jagel as its final base, however, was officially dissolved April 25, 1945 (J. Zapf in Jet&Prop 1/2009 p. 16).

• One Me 262 A-1a has been identified as W.Nr. 500443, Smith & Creek, Me 262 Volume 3, p.454. Forsyth identifies this aircraft as Yellow 6 of I./ JG7 (R. Forsyth, Jagdgeschwader 7 Nowotny, Osprey Publishing, p. 124). Other sources attribute this W.Nr. to Yellow 5 of 3./ JG7 flown by Unteroffizier Anton Schöppler and surrendered on May 8, 1945 at Fassberg to British troops (Morgan & Weal, German Jet Aces of World War 2, Osprey Publishing, p. 94) . A third interpretation is given by M. Murphy, possibly quoting H. H. Stapfer, Me 262 in Action, Squadron Signal: W.Nr. 500443 marking was White 5, but altered after capture at Schleswig-Jagel to White or Yellow 6 with the application of British markings, see LEMB USA 1 Messerschmitt Me262A1-a.
• Upon closer examination, I assume that the other Me 262 B-1a/U1 is W.Nr.110635, Red 10 of 10./ NJG11. Of four Me 262 B-1a / U1 night fighters exist photographic records: W.Nr. 110305, Red 8, W.Nr.110306, see above, W.Nr.111980, Red 12 and W.Nr. 110635. The nose of Red 8 wore the last three digits 305 clearly visible, excluding it as a candidate. To the right of the officer standing in front of the aircraft, the external fuel tanks as well as a small part of the left engine cowling can been seen: the fuel tank tips seem to be of rather light color, whereas the engine cowling appear dark below and bright on the top. Comparing photographs of Red 10, ditto p. 462, with Red 12, ditto p. 468, they show distinguishable details in this regard: the drop tanks of Red 12 are black without any discoloring whereas those of Red 10 show their metallic shine through heavy wear. Equally, the left engine of Red 12 has a replacement ring in a metallic or bright color with a patch of dark green, RLM 83, on top extended from the wing´s surface. In contrast, the engines of Red 10 are apparently of the same color as the upper fuselage, RLM 76 with black undersurfaces.

The remaining two aircraft´s identity can only be guessed.

• The aircraft behind W.Nr. 110165 seems unusually dark, almost black. Based on a photograph published in David E. Brown, Ales Janda, Tomas Poruba, Jan Vladar, Messerschmitt Me 262s of KG & KG (J) units, JaPo Publishing, p. 165 the aircraft could be a Me 262 A. As this photograph shows Me 262 B-1a, W.Nr. 110165 still in German markings, it might have been taken at the time of the line-up of Me 262 aircraft in Schleswig-Jagel.
• The Me 262 A-1a at the very left end of the line-up seems to have dark undersurfaces. This puts it into accord with the two-seat night fighters of 10./ NJG11.