A Bridge Watch in the Back Light in a Heavy Following Sea

This color photo was taken by Kriegsberichter Garms in 1942. It shows a “Brückenwache” (Bridge Watch) in the back light in a heavy following sea. Such seas could pose a serious threat to the Bridge Watch if it underestimated the wave heights. Few other positions on a U-boat were as critical as the Bridge Watch. Keeping lookout was a “holy act”, on which the success and fate of the boat largely depended. Carelessness at this post could have fatal consequences. The Bridge Watch consisted of four men. An officer and one man stood forward in the conning tower with an NCO and another man aft. Using binoculars, each member of the watch had to observe a fixed sector without interruption. Every five minutes each lookout had to report “Sektor ist frei melden” (sector is clear) if that was the case. Regulations forbade conversation during the watch. Sighting reports were to be made in clear, plain language while pointing a finger to indicate direction. The watch was also forbidden to smoke. In areas where there was no threat from the air, other members of the crews could be allowed onto the bridge to smoke, but never more than two in addition to the Bridge Watch. There was no smoking on the bridge at night. The Bridge Watch was expected to be especially alert transiting areas where the aerial threat was great (Bay of Biscay and the North Sea) and in special situations. These included the stopping of ships, use of the deck gun, encounters with other submarines and the interrogation of survivors. In such situations the Bridge Watch could easily become distracted, resulting in lack of concentration. The danger of a surprise attack rose proportionally in such situations. Because of the blinding effect of the sun, lookouts were required to wear sunglasses when the sun was in their quadrant. The watch was relieved every two or four hours. The lookouts were relieved one at a time at five minute intervals for a full hour. This was intended to prevent too many men from being in the conning tower during a crash dive and to give the new watch time to become accustomed to the darkness or brightness. To accelerate the change at night, 15 minutes before beginning their watch, below deck the new lookouts put on infrared glasses. The lookout being relieved could only leave when the new man had become accustomed to his surroundings. As a rule, the best watch officer and bridge lookouts worked the most dangerous periods. Assignment of lookouts was the responsibility of the captain. In heavy seas, with breakers rolling over the conning tower, Bridge Watch was a task that demanded everything of the men. If wind, cold, rain or fog were added, the men were often completely exhausted when it came time to be relieved. In heavy seas the captain could order the men to put on restraining belts, which were supposed to prevent them from being washed overboard. A following sea was especially dangerous, as its height and power were often underestimated. The restraining belts could only be taken off by order of the captain. The conning tower hatch was kept closed in high seas to avoid damage to the latch. Without an efficient Bridge Watch, a U-boat had neither great chances of success nor a long life expectancy.

Source :
 U-Boot im Focus - ediiton no.3, 2008

U-Boat Bridge Watch

This color photo was taken by Kriegsberichter Garms in 1942. It shows a “Brückenwache” (Bridge Watch) in the conning tower after a storm, still wearing their rubber things. In addition to the four lookouts, the Obersteuermann (first mate) may be seen behind the periscope with the sextant preparing for a “Sonne zu Schießen” (sun shot). He was responsible for accurate navigation and took every opportunity to use the sun to determine the boat’s position. Only the commander and the Obersteuermann were allowed to enter the resulting position on the map. The color photo also documents an interesting detail undetectable in black-and-white photos, namely the very different colors of the rubber clothing, from beige to pale green to dark green.

Source :
U-Boot im Focus - ediiton no.3, 2008

A Long-Range Fighter-Bomber Focke-Wulf Fw 190 A-5

A rarely-photographed Focke-Wulf Fw 190 A-5/U8. The Fw 190 A-5 was manufactured from November 1942 until August 1943. The U8 conversion was a long-range fighter-bomber (Jabo-Rei). Beneath each wing is a 300-l fuel tank on a so-called “Ju 87 Rack”. The tanks were not jettisonable and seriously reduced the aircraft’s maximum speed, consequently this type of rack was not put into production. Beneath the fuselage is an ETC 501, which could accommodate a bomb or auxiliary fuel tank. When this rack was fitted, it was standard practice to lengthen the mainwheel fairings to at least partly replace the missing wheel well doors. The MG FF cannon in the outer wings and the fuselage-mounted MG 17 machine-guns were removed, and armament was limited to two MG 151 cannon in the wing roots. Note the unusual red underside of the engine cowling. The photograph was taken in the summer of 1943, however the unit to which the aircraft belonged is not known. It has a factory-applied camouflage scheme of RLM 74/75/76 supplemented by patches of 74/75 on the fuselage sides. Photo by Hauptmann Rolf Schödter

Source :
"Luftwaffe im Focus", Spezial No.1 - 2003

Refuelling of Messerschmitt Bf 109

In the summer of 1940, Major Adolf Galland’s III.Gruppe / Jagdgeschwader 26 (JG 26) “Schlageter” was based at Caffiers airfield east of Calais, from where it flew missions over England. There III./JG 26’s technical officer, Hauptmann Rolf Schödter, took a series of color photographs. This photo depict the Messerschmitt Bf 109 E-4 “Weiße 13”, flown by Leutnant Walter Blume of 7.Staffel / III.Gruppe / JG 26. The four black victory bars on the rudder date the photograph between 25 July 1940 (Blume’s 4th victory) and 15 August 1940 (when Leutnant Blume was lost). Also in evidence are the yellow identity markings introduced by Luftflotte 2 at the beginning of August, which were applied to the wingtips and outer horizontal stabilizers and, in some cases, the top of the rudder. The presence of these yellow markings suggest that the photographs must have been taken in the first two weeks of August. With the repair completed, a member of the ground crew fills the glycol tank of “Weiße 13”. Note the red servicing instructions applied by band beneath the filler point: “Füllung… 50% Wasser, 50% Glycol, 1.5% Schutzöl” (Filling… 50% Water, 50% Glycol, 1.5% Preservative Oil). The bullet hole is clearly visible in the machine-gun cover in the foreground. The shape of the hole shows that the bullet came from behind. Also note the Geschwader emblem of JG 26 and the black spinner. Strangely the work is being watched by a civilian in overalls (possibly a team member of Profesor Kurt Tank, Focke-Wulf’s chief designer).

Source :
"Luftwaffe im Focus", Spezial No.1 - 2003

Messerschmitt Bf 109 Flown by Leutnant Walter Blume

In the summer of 1940, Major Adolf Galland’s III.Gruppe / Jagdgeschwader 26 (JG 26) “Schlageter” was based at Caffiers airfield east of Calais, from where it flew missions over England. There III./JG 26’s technical officer, Hauptmann Rolf Schödter, took a series of color photographs. This photo depict the Messerschmitt Bf 109 E-4 “Weiße 13”, flown by Leutnant Walter Blume of 7.Staffel / III.Gruppe / JG 26. The four black victory bars on the rudder date the photograph between 25 July 1940 (Blume’s 4th victory) and 15 August 1940 (when Leutnant Blume was lost). Also in evidence are the yellow identity markings introduced by Luftflotte 2 at the beginning of August, which were applied to the wingtips and outer horizontal stabilizers and, in some cases, the top of the rudder. The presence of these yellow markings suggest that the photographs must have been taken in the first two weeks of August. The yellow identity markings on “Weiße 13” are clearly visible in this view. Note how haphazardly the painting was done! For example, application of the rudder triangle resulted in significant overspray on the vertical stabilizer. Also of interest is the marked difference between the yellow of the identity markings and the yellow of the octane triangle. The yellow used to apply the identity markings is more orange in color. This color often looks the same as red in black and white photographs, and in the past this has led to errors in interpretation. Note, too, the small tactical number, typical in size and shape for III./JG 26. Visible beneath the port wingtip is the engine cowling bearing the heart emblem of 7. Staffel. On the rudder may be seen four victory bars, the first two red and the last two black. This is surprising, as all of Blume’s victories came against the RAF in the West. The markings above the bars are not cockades, but circles in which the date of each victory was recorded. The aircraft wears the standard 1940 camouflage finish. Note the feeble attempt to hide the wing crosses with straw. The presence of straw on the ground suggests that this was a regular practice. In the background is the Gruppe’s Klemm 35, also camouflaged with straw. On 18 September 1940, several days after this photograph was taken, Leutnant Walter Blume was shot down by Hurricanes of No. 32 Squadron near Canterbury during a mission over England in “Weiße 13”. He was seriously injured in the ensuing crash-landing and the aircraft largely destroyed. Blume returned to Germany in a prisoner exchange in 1943 and resumed operational flying, recording another 14 victories by the end of the war.

Source :
"Luftwaffe im Focus", Spezial No.1 - 2003

Two VII C Boats are Frozen in the Ice

Although East and West Prussia were used to severe winters on account of their continental climate, the winter of 1941-42 broke all records for cold. In mid-January 1942 frigid Siberian air streamed through an enormous high-pressure area over Russia and into Northern Europe. Overnight, temperatures in the East- and West-Prussian Baltic ports fell to more than 20 degrees below zero. In a very short time everything became frozen in ice, including the U-Boat arm’s training base. The U-Boat flotillas in Danzig, Pillau and Gotenhafen were forced to suspend practical training on U-Boats. Kapitänleutnant (Ing.) Otto Elwert, an instructor in the 2. Unterseeboote-Lehrdivision (ULD, 2nd Submarine Training Division) in Gotenhafen, captured the 22. U-Flottille’s predicament in Gotenhafen-Oxhöft on Agfa color slide film. These two VII C boats are also frozen in the ice. As the 22. U-Flottille had only one VII C boat when the photo was taken, these may have been boats undergoing acceptance trials. The thickness of the jutting ice sheets shows that the ship was initially able to break through the ice themselves, but that the severe cold then caused the floes to freeze into a solid pack.

Source :
  "U-Boot im Focus", editon no.2 - 2007

German Submarines in the Frozen Harbor of Gotenhafen

Although East and West Prussia were used to severe winters on account of their continental climate, the winter of 1941-42 broke all records for cold. In mid-January 1942 frigid Siberian air streamed through an enormous high-pressure area over Russia and into Northern Europe. Overnight, temperatures in the East- and West-Prussian Baltic ports fell to more than 20 degrees below zero. In a very short time everything became frozen in ice, including the U-Boat arm’s training base. The U-Boat flotillas in Danzig, Pillau and Gotenhafen were forced to suspend practical training on U-Boats. Kapitänleutnant (Ing.) Otto Elwert, an instructor in the 2. Unterseeboote-Lehrdivision (ULD, 2nd Submarine Training Division) in Gotenhafen, captured the 22. U-Flottille’s predicament in Gotenhafen-Oxhöft on Agfa color slide film. The photo show the German submarines frozen in the ice. At that time the 22. U-Flottille had 18 training boats, the U-8, U-14, U-19, U-56, U-57, U-58, U-59, U-78, U-137, U-138, U-139, U-140, U-142, U-143, U-145, U-146, U-149 and U-150. All were type II boats except for the U-178, which was a VI C. This photo depicts the harbor basin area in Gotenhafen-Oxhöft. The vessel wearing the five-color camouflage scheme is the submarine escort ship Erwin Wassner (next to the Erwin Wassner are three Type II training boats of the 22. U-Flottille, frozen fast in the ice). Commissioned as the “Gran Canaria” on 21 January 1938, it was purchased by the Kriegsmarine in 1938. After conversion, on 29 March 1939 it entered service as Erwin Wassner. A First World War U-boat commander and wearer of the Pour le Mérite, Erwin Wassner had served as military attaché in London with the rank of Konteradmiral (Rear Admiral) prior to his death in 1937. Following the outbreak of war, F.d.U. (Führer der Unterseeboote) Karl Dönitz and his staff used the Erwin Wassner as a command ship until November 1939 when the operations staff, which had been reorganized as B.d.U. (Befehlshaber der Unterseeboote) in October, moved to Sengwarden near Wilhelmshaven. Kapitän zur See Hans-Georg von Friedeburg, departmental head of the B.d.U. organization, who was in charge of the entire supply organization, remained on board the Erwin Wassner. That is probably why Friedeburg was in Gotenhafen-Oxhöft with the Erwin Wassner in early 1942. During the night of 23-24 July 1944 the ship was sunk by bombs dropped in an RAF night raid on Kiel.

Source :
 "U-Boot im Focus", editon no.2 - 2007

U-Boats Stranded in the Frozen Port

Although East and West Prussia were used to severe winters on account of their continental climate, the winter of 1941-42 broke all records for cold. In mid-January 1942 frigid Siberian air streamed through an enormous high-pressure area over Russia and into Northern Europe. Overnight, temperatures in the East- and West-Prussian Baltic ports fell to more than 20 degrees below zero. In a very short time everything became frozen in ice, including the U-Boat arm’s training base. The U-Boat flotillas in Danzig, Pillau and Gotenhafen were forced to suspend practical training on U-Boats. Kapitänleutnant (Ing.) Otto Elwert, an instructor in the 2. Unterseeboote-Lehrdivision (ULD, 2nd Submarine Training Division) in Gotenhafen, captured the 22. U-Flottille’s predicament in Gotenhafen-Oxhöft on Agfa color slide film. The photos show the German submarines frozen in the ice. At that time the 22. U-Flottille had 18 training boats, the U-8, U-14, U-19, U-56, U-57, U-58, U-59, U-78, U-137, U-138, U-139, U-140, U-142, U-143, U-145, U-146, U-149 and U-150. All were type II boats except for the U-178, which was a VI C. The 2nd ULD was established in June 1940 and it began training operations at Gotenhafen base on 1 November 1940. Its first commander was 39-year-old Fregattenkapitän Werner Hartmann, who had received the Ritterkreuz des Eisernen Kreuzes (Knight’s Cross of the Iron Crosses) on 9 May 1940 after successfully commanding the U-37. Hartmann came from Crew 21 and his age and success made him an ideal training unit commander, but in November 1941 he handed command over to Fregattenkapitän der Reserve Ernst Hashagen. He was not from the new generation of U-boat commanders, having commanded the UB-21 and U-62 in the First World War. Also under the command of 2. ULD was the 22. U-Flottille under Korvettenkapitän Wilhelm Ambrosius. This flotilla, which was responsible for practical training, was established in January 1940. The 2. ULD was responsible for training U-boat crews and submarine officers. Command courses were also given there. Personnel trained on engines, weapons and torpedoes in the 2. ULD’s training buildings. As a rule, the courses lasted 3 to 4 months, but some were shorter. During this time most of the participants were quartered on the 2. ULD’s residence ships. Placed in service in November 1940, they were the former “Kraft durch Freude” (Strength through Joy) cruise ship Wilhelm Gustloff, plus the Hansa and Oceana. The Wilhelm Gustloff, which had seen previous military service as a hospital ship, was now permanently anchored in Gotenhafen-Oxhöft. Approximately 1,000 members of the 2. ULD lived on the Gustloff. The majority were course participants, but a number of instructors – the so-called “core personnel” – also lived aboard. The submarine people took their meals on the ship and a number of diversions were provided to make their stay more pleasant. Movies were shown twice daily. Initially the residence ships continued supplying their own power, steam and water, but in 1943 a steam plant was set up ashore to provide the three vessels with steam. Most married members of the Core Personnel moved their families and lived in apartments in Gotenhafen.

Source :
"U-Boot im Focus", editon no.2 - 2007

Messerschmitt Bf 109 Flown by Leutnant Walter Blume

In the summer of 1940, Major Adolf Galland’s III.Gruppe / Jagdgeschwader 26 (JG 26) “Schlageter” was based at Caffiers airfield east of Calais, from where it flew missions over England. There III./JG 26’s technical officer, Hauptmann Rolf Schödter, took a series of color photographs. This photo depict the Messerschmitt Bf 109 E-4 “Weiße 13”, flown by Leutnant Walter Blume of 7.Staffel / III.Gruppe / JG 26. The four black victory bars on the rudder date the photograph between 25 July 1940 (Blume’s 4th victory) and 15 August 1940 (when Leutnant Blume was lost). Also in evidence are the yellow identity markings introduced by Luftflotte 2 at the beginning of August, which were applied to the wingtips and outer horizontal stabilizers and, in some cases, the top of the rudder. The presence of these yellow markings suggest that the photographs must have been taken in the first two weeks of August. This photo also shows “Weiße 13” with its engine cowling removed. A bullet hole is visible in the machine-gun cover sitting on the ground, indicating that the aircraft had been damaged in combat. A technician is examining the damage. Photo by Hauptmann Rolf Schödter

Source :
  "Luftwaffe im Focus", Spezial No.1 - 2003

Focke-Wulf Fw 44 J Training Aircraft

This pleasing photograph of an overall silver Focke-Wulf Fw 44 J training aircraft, coded CO+CG, was taken in the late summer of 1940. This machine, whose Werknummer was 2396, was from the last Stieglitz production batch and was built by CKD of Prague in July 1940. Heer soldiers standing in the background, the tall grass, and the crewman running back to the machine with a bag, may indicate that the aircraft was involved in maneuvers. The landing area has been marked with flags and the aircraft marshaled into position, which further supports this scenario. Photo by Hauptmann Rolf Schödter.

Source :
 "Luftwaffe im Focus", Spezial No.1 - 2003

Luftwaffe Ace Pips Priller and Profesor Kurt Tank

In September 1942, III.Gruppe / Jagdgeschwader 26 (JG 26) “Schlageter” received some special visitors at its base at Wevelghem, Belgium. Profesor Kurt Tank, Focke-Wulf’s chief designer, and his senior engineer Rudolf Blaser, chief designer for single-seat fighters and head of the Fw 190 program, came to asses the Gruppenstab’s operational experiences with the Fw 190 A-2. The photo shows Profesor Tank (right) with Hauptmann Josef “Pips” Priller (Gruppenkommandeur III./JG 26). Photo by Hauptmann Rolf Schödter

Source :
"Luftwaffe im Focus", Spezial No.1 - 2003

Oberingenieur Rudolf Blaser on the wing of a Fw 190 flown by Oberfeldwebel Walter Grünlinger

In September 1942, III.Gruppe / Jagdgeschwader 26 (JG 26) “Schlageter” received some special visitors at its base at Wevelghem, Belgium. Profesor Kurt Tank, Focke-Wulf’s chief designer, and his senior engineer Rudolf Blaser, chief designer for single-seat fighters and head of the Fw 190 program, came to asses the Gruppenstab’s operational experiences with the Fw 190 A-2. The photo shows Oberingenieur Blaser on the wing of a Fw 190 A-2 bearing the tactical marking < + I. This aircraft, Werknummer 20206, was flown by Oberfeldwebel Walter Grünlinger, wingman of the Gruppenkommandeur, Hauptmann Josef Priller. Grünlinger had apparently just returned from a combat mission when the photograph was taken, and Blaser is seen explaining some technical aspects of the aircraft. Feldwebel Grünlinger’s Fw 190 had previously been flown by Hauptmann Priller, first appearing in the latter’s logbook on 11 December 1941. The small double chevron signifying a Gruppenkommandeur and Priller’s personal emblem, an Ace of Heart playing card bearing the name “Jutta”, were overpainted. Grünlinger replaced them with his own personal marking, a Seven of Hearts playing card with the name “Rata”. The card was painted on both sides of the fuselage. Also note the black “Eagle Wing”, which is largely hidden by Blaser’s coat. This marking was a commonly seen on Fw 190 fighters at that time, its purpose being to conceal the black exhaust stains on the fuselage. The aircraft wears a factory-applied camouflage scheme of RLM 74 (visible beneath the cockpit), 75 (beginning at the windscreen) and 76, with 75 mottling on the engine cowling. Feldwebel Grünlinger continued to fly with Priller after the latter became Geschwaderkommodore JG 26 on 11 January 1943. By 4 September 1943 he had raised his victory total to 12 (5 fighters, 7 medium and heavy bombers) in 88 combat missions. On that day he took off with 10.Staffel / Jagdgeschwader 26, to which he had been attached the day before. The Staffel engaged a group of about 20 Spitfires and Oberfeldwebel Walter Grünlinger was shot down and killed three kilometers northwest of Bomy in northern France (Fw 190 A-5 Werknummer 7287 of the Geschwaderstab). On 9 September 1943 he was buried in JG 26’s cemetery in Abbéville. Photo by Hauptmann Rolf Schödter

Source :
Luftwaffe im Focus Spezial No.1 2003