"7 flight: you are to attack cavalry and infantry at low level. 8 flight: you are to circle at moderate height to cover Fickel and me. 9 flight: you are to stay up and divert fighters from this intended manoeuvre. If fighters dive, then 9 flight is to attack them from above."
I fly very low over the scene of the forced landing and select a patch of ground which may serve, with a bit of luck, to land on. Slowly I open the throttle; now we are over the second ditch. Throttle back, a terrific jolt, for an instant my tail is in the air, then I come to a stop. Fickel and Bartsch run for their lives. They are quickly alongside. Ivan's bullets have so far not hit anything that matters. Both are in behind, I open the throttle. I am seething with excitement. Can I make it? Will my aircraft become airborne before it hits an obstacle on the ground and is smashed to pieces? Now comes a ditch. I snatch up the aircraft, clear it, and again my wheels lightly bump the ground. Then she stays up. Slowly the tension eases. The squadron closes up and we get home without loss.
Rudel's travelling circus has taken up a pitch on a stubble field near the town of Wenden, not far from the Latvian-Esthonian frontier. Field Marshal Schoerner has been trying his hardest all this time to get my squadron into his sector with the result that we are now up here on the Courland front. We are barely installed on our cornfield when the inevitable cake arrives with the Field Marshal's compliments; no matter where I turn up in his command one of these fabulous cakes always appears, usually with a T 34 in sugar icing and the number, whatever it is at the time, of tanks I am credited with. The cake is now piped with the figures 320.
The general situation up here is as follows: in the Tuckum area we have launched an attack to re-establish the broken communications with the rest of the East front. It is delivered by the assault group under the command of the distinguished Colonel Count Strachwitz, and is successful. The Soviets are, however, making a persistent effort to indent our front on the East of Courland. This sector has long been a thorn in their side. Hitherto they have been held by the unbounded gallantry of our German soldiers despite their immense numerical superiority. At this particular moment this sector is again being subjected to unusually violent pressure; it is to relieve this pressure that Field Marshal Schoerner has called for our support. On our very first sorties we observe that the front lines here are not too fluctuating; the Red positions everywhere are well fortified, their camouflage is excellent, their A.A. batteries well sited quite close to the front line and everywhere strong. Enemy activity in the air is constant and lively.
Hordes of enemy fighters and very few of our own formations, if only because of the difficulties of bringing up supplies. Stores of petrol, bombs and equipment must always be immediately available when we require them and demand much transport space. The bread we eat here is bitterly earned, no matter in which direction we fly, whether to the East or the South of the pocket, on the Tuckum front or where the main thrust of the Russian offensive is aimed at Reval via Dorpat. In several sorties we were successful in destroying a big motorised convoy, including escorting tanks, which had reached the gates of Dorpat so that this break-through was checked and could be finally sealed off by the army. Where do they get these endless masses of men and material from? It is positively uncanny. The lorries we have shot up are mostly of American origin. Only occasionally among the tanks have we come across small groups of Shermans. The Russians do not even need these American tanks, for their own are better adapted to the fighting conditions in Russia and their production is fabulous. These enormous quantities of material bewilder and often depress us.
We often encounter American types of aircraft, especially Aircobras, King Cobras and Bostons. The Americans are aiding their ally tremendously with motor vehicles, but also particularly in the air. Is it in their own interest to give the Russians so much help? We often argue this question.
One morning at half past two Fig./Off. Weisbach, my Int.Ops. officer, wakes me. Field Marshal Schoerner wishes to speak to me urgently. For a long time I have had my telephone disconnected during the night as I have to take off early and must have a good night's rest. So my Int. Ops. officer who has not to fly the next morning receives all night calls, but for the Field Marshal I am always there. He does not beat about the bush - that is not his way.
Can you take off at once? Forty tanks with motorised infantry have broken through. Our units in the front line have let themselves be overrun and want to close the gap again this evening. But this Russian force has driven a deep wedge into our positions and must be attacked to stop them expanding the break-through area; if they can do that they may cause the greatest damage to our supply lines in the back army zone." It is the same old story. I have been in Schoerner's sector too often to be surprised. Our brothers-in-arms in the front line lie down and let the tanks walk over them, and expect us to pull the chestnuts out of the fire. They leave us to deal with the enemy forces in their rear, hoping to be able to seal up the gap the same evening or in a couple of days, thus rendering the encircled enemy harmless. Here in Courland this is especially important because any major penetration may lead to the collapse of the whole front.
After a quick consideration I tell the Field Marshal: ''It is still pitch dark and a sortie now would have no chances of success, for I must have daylight for low level attacks on tanks and lorries. I promise to take off at dawn with my 3 squadron and the anti-tank flight for the map square you have given me. Then I will call you immediately and let you know how things look." According to what he has told me the Reds have infiltrated westward into a lake district and are at the moment, with their armoured spearhead, on a road running between two lakes. In the meantime I instruct Fig. Off. Weissbach to collect met. reports from every possible source by telephone and to have us wakened accordingly so that, taking off in the twilight, we can be over the target at break of day. A brief telephone call to the skippers of the flights and now everything goes automatically. What you have practised a hundred times you can do in your sleep. The cook knows exactly when to put on the coffee. The senior fitter knows to a second when to parade the ground staff to get the aircraft ready. All that is necessary is the short message to the flights: “Take off for first sortie 05.30 hours."
In the early morning a high fog hangs over the airfield at about 150 feet. In view of the urgency of our mission and hoping that it will be better in the target area we take off. We head S.E. at low level. Fortunately the country is as flat as a board, otherwise flying would be impossible. Visibility is hardly more than about twelve hundred feet, especially as it is not yet fully light. We have flown for something like half an hour when the fog cover drops to about ground level because we are nearing the lake district. Now I give the order to change formation owing to the difficulty of flying at 150-200 feet. For safety we fly abreast in line. I can no longer make out the shapes of my outside aircraft, they are moving in the ground mist and are swallowed up from time to time in the fog bank higher up. There is no possibility of delivering a successful attack in these weather conditions. If we were to drop our bombs it would have to be from so low an altitude that the splinters would damage our aircraft with resultant losses, which could serve no useful purpose, so that is out. Merely to have been in the target area will not help anyone today. I am glad when the last of us has landed safely. I inform the Field Marshal, and he tells me that he has received the same met. reports from the front line.
At last, towards nine o'clock, the layer of fog above the airfield shreds out a little and lifts to 1200 feet. I take off with the anti-tank flight, accompanied by the 7th to deal with bombing targets. On the fringe of the fog bank we head S.E. again, but the further we fly in this direction, the lower the cloud base sinks again. Soon we are down once more to 150 feet, visibility is fantastically bad. There are hardly any landmarks and so I fly by compass. The lake district begins, the weather remains foul. I do not approach the point the Field Marshal has given me as the location of the spearhead directly from the N.E., but making a slight detour Westward I
fly past it, so that when I turn round to make the attack I shall be heading straight for home, a very necessary precaution in this weather. If the enemy is as strong as he has been described he is likely to have a corresponding A.A. strength. There is no question of coming in warily under cover of hills or trees because my approach is over water, consequently the ground defence must be a consideration in choosing my tactics. To keep out of sight by popping in and out of the clouds is not advisable for a whole formation because of the danger of collision so close to the ground, though it is possible for individual aircraft. Quite apart from this consideration, the pilots would then have to give their whole attention to their flying and would be unable to concentrate sufficiently on their objective.
We fly in low over the water from the South; it is dark and murky; I cannot distinguish anything more than 2000 to 2500 feet ahead. Now I see straight in the line of my flight a black moving mass: the road, tanks, vehicles, Russians. I at once yell: “Attack!" Already at almost point blank range the defence looses off a concentrated fire from in front of me, twin and quadruple flak, machine guns, revealing everything with a livid brightness in this foggy light. I am flying at 90 feet and have bumped right into the middle of this hornet's nest. Shall I get out of it? The others have fanned out on either side of me and are not so much the focus of the defence. I twist and turn in the craziest defensive manoeuvres to avoid being hit; I shoot without taking aim, for to balance my aircraft for a second in order to hit a definite target means being shot down for certain. Now I climb a little as I reach the vehicles and tanks and soar over them, I feel I am sitting on eggs and waiting for the smash. This is bound to end badly; my head is as hot as the metal screaming past me. A few seconds later a tell-tale hammering. Gadermann yells: “Engine on fire!" A hit in the engine. I see that the engine is labouring with only a fraction of its capacity. Flames lick the cockpit.
“Ernst, we are baling out. I'll gain height a little and fly on for as far as we can to get out of the way of the Russians. I saw some of our own chaps not too far from here." I try to climb - I have no idea of my altitude. A dark patch of oil has spread over the inside and the outside of the windows, I can no longer see a thing and throw up the hood of the cockpit so as to be able to see, but that is no good either, the flames outside screen my vision. "Ernst, we must bale out now."
The engine stutters and rattles, stops, stutters again, stops, stutters. . . . Our kite will be our crematorium on this meadow. We must bale out! “We can't," yells Gadermann, we are only flying at 90 feet!" He can see from the back. He, too, has thrown up the hood, it snaps the intercommunication cord in two. Now we can no longer speak to each other. His last words are: “We are over a forest!' - I pull the stick for all I am worth, but the aircraft refuses to climb. I know from Gadermann that we are flying too low to bale out. Can we crash land the Ju 87? Perhaps it is still possible, even if I can see nothing. For that the engine must keep running, if only feebly. It may come off provided the terrain is in any way suitable.
I close the throttle slowly. As I feel the aircraft sink I glance out sideways. I see the ground rushing by. We can only be at 20 feet. I brace myself against the shock. Suddenly we touch and I cut the ignition. We crash. The motor stops. It must be the end of us. Then comes a grinding crash and I know no more.
I am aware of the stillness round me - therefore I am still alive. I try to reconstruct: I am lying on the ground, I want to get up, but I cannot, I am pinned down, my leg and my head hurt me. Then it occurs to me that Gadermann must be somewhere. I call out: “Where are you.? I can't get out."
"Wait a second - perhaps we can manage it - are you badly hurt?"
It takes some time before he hobbles up and tries to get to me through the wreckage. Now I understand what is causing me so much pain: a long piece of metal from the tail of the aircraft is skewering the lower part of my thigh and the whole of the tail is on top of me so that I cannot move. I can thank my stars that nothing is burning near me. Where can the burning parts have got to? First, Gadermann pulls the piece of metal out of my leg, then he extricates me from the other parts of the aircraft which are crushing me. It requires all his strength to heave them off. I ask: "Do you think the Russians are already here?" “It's hard to say."
We are surrounded by scrub and forest. Once I am up on my feet I take stock of the scene of wreckage: about a hundred yards away lies the engine, burning; fifty or sixty yards to one side the wings, one of them also smouldering. Straight in front of me, a good distance away, lies a part of the fuselage with the R/T operator's seat in which Gadermann was stuck. That is why his voice came from in front of me when I called out; normally it should have come from the other side because he sits behind me. We bandage our wounds and try to explain our luck in being still alive and relatively safe, for without a proper dressing I cannot contemplate escape as I am losing a lot of blood. Our ninety feet fall seems to have happened in the following stage: the main force of our impact was broken by the trees on the edge of the forest, then the aircraft was flung onto a patch of sandy soil where it smashed up and the different parts flew asunder as already described. We had both unstrapped our safety belts and were ready to bale out. I still cannot understand why I did not hit my head against the instrument panel. I was lying a long way behind the remains of my pilot's seat; I must therefore have been flung there with the tail. Yes - one must be born lucky.
There is a sudden rustling in the bushes; somebody is pushing his way through the undergrowth. We look in the direction of the sound with bated breath . . . then we heave a sigh of relief. We recognise German soldiers. They have heard the crash from the road, after hearing the noise of gunfire in the distance and shortly afterwards seeing a German aircraft on fire. They urge us to hurry.
“There are no more of our chaps behind us . . . only masses of Ivans. . ." One of them adds with a grin: “But I guess you noticed the Ivans yourselves", and throws a significant glance at the smouldering wreckage of our aircraft. We climb into the truck they have with them and off we go, hell for leather, heading North West.
We are back with the squadron early that afternoon. No one had seen us crash as everybody had his hands full at the time. The first four hours of my absence have not occasioned much concern as I often have to bring down a gallant Ju 87 onto its belly somewhere near the front line as a result of enemy action and then report my whereabouts by telephone. If more than four hours elapse, however, faces darken and faith in my proverbial and infallible guardian angel sinks. I ring up the Field Marshal; he, more than anyone, rejoices with me that I have got back again and, needless to say, gives notice that yet another “birthday" cake will be on its way over tonight.
The sky is now a brilliant blue, the last vestiges of the blanket of fog are dissipating. I report to the Field Marshal that we are about to take off again, I myself being particularly incensed against our Soviet friends. They or I: that is a rule of war. It wasn't me this time, logically therefore it must now be them. The wing has sent over their M.O. in a Fieseler Storch; he puts a fresh dressing on my wounds and declares that I have concussion. Gadermann has broken three ribs. I cannot say that I feel exactly in the pink, but my determination to fly outweighs every other consideration. I brief the crews, assigning them their targets. We shall attack the flak with all our bomber aircraft and when it has been neutralised destroy tanks and vehicles in low level attacks.
Quickly my squadron is airborne and heading S.E. The lake district comes into view. We are flying at 6,600 feet. We make our approach from the S.W. so that we can appear out of the sun; the A.A. gunners will have difficulty in distinguishing us and we shall be better able to pick out their guns if they are glittering in the sunshine. There they are, too, still on the same spot as before! Apparently they do not intend to make any further advance until reinforcements have arrived. We bank round our objective, baiting the flak to open up on us. The A.A. guns are partly mounted on lorries, the rest have made themselves emplacements in a circle round the vehicle
s. As soon as the fireworks have started I briefly recapitulate the targets and then follows the order to attack, beginning with the flak. I find this a satisfaction because I owe it to them that a few hours ago my life once again hung by a silken thread. We anti-tank aircraft fly through the bomb smoke and spurting clouds of dust and attack the T 34s. One has to keep a sharp look-out not to fly into the exploding bombs. The flak is soon silenced. One tank after another blows up, trucks catch fire. They will never reach Germany. This spearhead has certainly lost its impetus.
We return home with the feeling that we have done all that lies within our power. In the night the Field Marshal rings up again to tell me that our comrades on the ground have counter-attacked successfully, the break-through has been sealed off and the encircled enemy mopped up. He thanks us in the names of his command for our support. I shall pass on his message to the squadron first thing tomorrow. It is always our highest reward to hear from our brothers-in-arms on the ground that our co-operation was indispensable and made their own success a possibility.
Stuka Pilot Page 19
