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    Luftwaffe Victory Markings 1939–45
    Luftwaffe Victory Markings 1939–45
    Luftwaffe Victory Markings 1939–45
    Ebook306 pages1 hour

    Luftwaffe Victory Markings 1939–45

    By Philippe Saintes

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    About this ebook

    A fully illustrated overview of the Nazi German Air Force’s victory markings on their day & night fighter aircrafts in World War II.

    This book provides an overview of the victory markings painted on the fins and rudders of the planes of the German day fighter and night fighter aircraft between 1939 and 1945, and demonstrates how these were applied in reality through the profiles of nineteen pilots, including some of the most emblematic pilots of the Luftwaffe: Hans Troitzsch, Johannes Gentzen, Frank Liesendahl, Wilhelm Balthasar, Otto Bertram, Joachim Müncheberg, Karl-Heinz Koch, Kurt “Kuddel” Ubben, Felix-Maria Brandis, “Fiffi” Stahlschmidt, Franz-Josef Beerenbrock, Heinrich Setz, Walter “Gulle" Oesau, Max-Hellmuth Ostermann, Heinrich Bartels, "Fritz" Dinger, Martin Drewes, Egmont zur Lippe-Weissenfeld and Ludwig Meister.

    Praise for Luftwaffe Victory Markings 1939–45

    “For any and all who seek out photos of the German WWII victory markings adorning their aircraft, this book is simply a ‘must have’.” —Large Scale Planes

    “Will be of great interest to modelers who want to put victory markings on a Luftwaffe fighter model.” —AMPS Indianapolis

    “Modelers seeking to put a finishing detail on their aircraft will find this book quite useful.” —Historical Miniatures Gaming Society

    LanguageEnglish
    PublisherCasemate Publishers
    Release dateJan 14, 2022
    ISBN9781636240916
    Luftwaffe Victory Markings 1939–45

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      Book preview

      Luftwaffe Victory Markings 1939–45 - Philippe Saintes

      Introduction

      Throughout the history of warfare, the victors have always recorded their achievements, or at least given some echo to their exploits. The irregulars of the Ottoman Army, the Bashi-bazouks, exhibited the severed ears of their victims. American Indians would tear the scalps off the defeated, while the white settlers of the Wild West carved notches in their rifle butts for each opponent killed.

      The two World Wars were naturally no exception to the rule. To illustrate their successes, soldiers and aviators compiled and displayed visual records of their victories. The most interesting markings were those displayed on aircraft. They varied according to the aircraft type and the mission flown—bomber, fighter, ground support—and ranged from a simple bar to more elaborate markings, including the silhouettes of downed aircraft or bombed ships and so forth. This book aims to give a quick overview of the victory decorations and scoreboards painted on the rudders/tailfins of German day and night fighters, which displayed some of the most sophisticated sets of victory markings seen during World War II.

      The scoreboard of a German ship-mounted anti-aircraft battery.

      The gun barrel of the StuG III commanded by Knight’s Cross holder Walther Oberloskamp of Sturmgeschutz-Abteilung 667, seen in May 1943 displaying an impressive number of white-painted bands, each represents a destroyed vehicle.

      As a rule, Luftwaffe fighter scoreboards were at their most intricate and detailed during the early years of conquest as large numbers of aces ran up huge successes, especially in the East against largely ill-prepared and weaker opponents. Victory markings applied to night fighters (Nachtjagd) were often even more detailed than those of the day fighters (Tagjagd), possibly as a result of the dark and subdued camouflage finish on theses types of aircraft. The placement of the victory listings varied over time. Initially—and taking as their cue the recordkeeping of the aces of the Condor Legion in Spain—the bars were painted logically on the tailplane of the fighter, under the swastika. However, the swastika made it difficult to keep an accurate tally as the lack of space tended to limit the number of bars. Moreover, it was soon discovered that, in the event of accident or damage incurred in combat, it was much more practical to paint victory bars on the rudder, which very often remained intact, and which could also be easily dismantled and refitted on any replacement or new aircraft.

      Silhouettes of tanks painted on the tail of an Hs 129 ground support aircraft in the USSR, the scorecard of its pilot.

      The bombs painted on this 381st BS/310th BG B-25 Balls of fire display the number of missions flown by its crew.

      The crew of this Do 17 have claimed the destruction of a number of balloons, along with what appear to be three aerial victories.

      The swastikas painted under the cockpit of this P-51 illustrate this pilot’s record of victories.

      This Ju 88 of KG 30 in the Mediterranean has apparently sunk a number of vessels …

      … as has this KG 40 Fw 200. Note that the large swastika on the Ju 88’s tailfin has rendered it a little difficult for the ground crew to keep the scoreboard updated. The tall vertical tail of the Condor was more suitable for neat work.

      During the early months of the war, some of the victory markings applied were quite sophisticated. Many victory bars (cf. Machold, Galland, or Bertram) indicated the date and place of the Luftsieg, or aerial victory. Others displayed Belgian, French, or British roundels to specify the nationality of the victim. During the battles over England, probably due to the difficulties in pinpointing the exact location of a downed enemy aircraft, this practice seems to have declined although many pilots (but also mechanics) continued to top a painted-on victory bar with a symbol to identify the nationality of the victim. However, given the enormous number of holed or torn aircraft tailfins and rudders requiring repair and patches following combat, the often-overworked ground crews and mechanics were often content to paint simple bars to publicize the exploits of their pilots. This simplification (or increasing standardization) explains the difficulties in identifying many rudder photographs as early as 1942.

      But a victory must always be claimed. Contrary to the Italian fighter arm (for example), the Luftwaffe encouraged emulation and sought to stimulate competition and healthy rivalry by attributing each Luftsieg to an individual pilot. The notion of shared victories did not exist. This was not normally a problem if the wreckage came down in friendly territory. When combat took place over enemy lines or over the sea, it was necessary to rely on the eyewitness testimony of other pilots (including the wingman) and sometimes even of the crew of the downed plane, if captured.

      A mechanic paints a third victory bar on the fin of a Bf 109E. Although this photo was taken on December 18, 1939, during the famous German Bay Massacre, no German fighter engaged in this battle had achieved this score (several had two victories to their credit). In many instances victory bars were marked up soon after combat and prior to any official verification. Of course, this photo may have been produced by the propaganda services—this was of course another role which the rudder or victory scoreboard fulfilled.

      The crew of this ZG 76 Bf 110 have indicated the nationality of their opponents by painting the flags of Belgium, France, the Netherlands, the Scandinavian countries, and Great Britain under the cockpit sill of their machine. Even early on in the war this heavy fighter unit crew have enjoyed a well-filled career.

      However, this scenario only applied to combat between small groups of planes. During clashes between large numbers of fighters, the same machine could likely take a burst of fire from any number of attackers—each in good faith going on to file a claim for a victory. Another source of confusion arose with the appearance of Allied heavy bomber formations in 1942. It was self-evident that a pilot who had damaged a Flying Fortress (or Viermot, a four-engined aircraft) and then forced it out of its defensive box or "Pulk, had made the aircraft more vulnerable and at risk of further attack. A system of points was set up to reflect this particular achievement, with one point for this Herrauschuss (HSS or shooting out) and two points being then allocated to the pilot who delivered the coup de grâce. Of course, on occasion, misunderstandings led to duplicate claims and the very likely refusal to allocate and confirm a victory credit that may have already been painted up on an aircraft rudder. It can therefore be somewhat difficult to follow a particular pilot’s score. It remains the case that this is the sort of information that can be deciphered on the rudders of the German aces when one knows how to read" them.

      This book includes both day fighter aces (Tagjagd) and night fighter aces (Nachtjagd). The aces are broadly listed according to their main area of operations in World War II. There is an element of overlap as several aces served on more than one front. In this case, the ace is listed in the area where he scored the bulk of his victories. Their victory lists are reproduced in full as they indicate over time the appearance in the skies of new adversaries—British, French, Yugoslav, Soviet, American—and the different types of aircraft encountered (e.g. Hurricane, Morane, Spitfire, P-51). As far as possible an attempt has been made to identify the unit of the opponent, particularly for those victories claimed in the West.

      Calais-Marck, March 1941. In the mess, the 2./LG 2 victory board is kept up to date.

      Barbarossa, June 1941. At the start of the campaign in the East, an unidentified pilot paints a victory bar on his machine. The red star of course identifies the victim as a Soviet aircraft.

      1

      Day Fighter Aces: East

      In this chapter we look at the careers of eight Luftwaffe day fighter aces who achieved, in several cases, their mammoth victory tallies on what is broadly defined as the Eastern Front. Some 45,000 Soviet aircraft were shot down during the course of the war; overall, on all fronts, 103 German pilots achieved personal victory

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