Skins Compatibility: IL2 Sturmovik Forgotten Battles (FB), Ace Expansion Pack (AEP), Pacific Fighters (PF), 1946, Storm of War (SW).

A few months ago I came across this story and chating with my good friend Mangas decided to ask him if he would be kind enough to do a skin based on this aircraft so I could create a mission based on this historic event. Despite personal hardships Mangas was able to squeeze in enough time and after a paitent three months this is his version of the aircraft featured here. Brilliant I must say.

I'm exremly happy to host this skin:

Mangas Ju-88A17 KG26.3 (1H+FL) Norway 1945
Mangas Ju-88A17 KG26.3 (1H+FL) Norway 1945

Asisbiz Free Virtual High Resolution Images for Screensavers and Wallpaper: If you have any additional historical information about the person or aircraft featured in our website please email us at info@asisbiz.com so we can add more details about the historic events featured here. Also any photos would be most welcome. If you're a graphic artist and can help with il2 game skins or Microsoft CFS skins we'd be delighted to host your material.

Aircraft sent on Feb 07 1945 from I. and II./KG26 to intercept JW 64.

Aircraft sent on Feb 10 1945 from I. and II./KG26 to intercept JW 64.

Ju-88A17 KG26.1 (1H+LH) $Schafer Norway 1945 01
Photo 01: The remains of Ju-88A-17 (1H+LH), the aircraft flown by Lt. Schäfer and his crew of I./KG26, photographed 60 years after the mission against convoy JW 64 and its forced landing near Andenes. Scbäfer was fortunate to reach the Norwegian mainland in a damaged machine with one engine out. He and his crew surived the mission of 10 February 1945. Stein Collection

Ju-88A17 KG26.3 (1H+FL) Werk.nr2469 Bardufoss, Norway 1945 01
Photo 01: One of only a few photos to offer a side view of one of the Ju-88A -17s in ‘squiggle camouflage’ at Bardufoss. The aircraft is 1H+FL of 3./KG26. Application of the ‘squiggle’ pattern has almost totally obscured the fuselage cross. The photo was probably taken on 9 or 10 February 1945.

Ju-88A17 KG26.3 (1H+FL) Werk.nr2469 Bardufoss, Norway 1945 02
Photo 02: A Ju-88A-17 of I. or II./KG 26, Werknr: (R) 2469, undergoes servicing at Bardufoss in January 1945. The aircraft is fitted with a centrally-mounted radar of a type unknown to us. According to the caption on the reverse, it was used for ‘Radar tests for detection of enemy jamming’. Note the personal emblem, a goodluck pig, which was apparently affixed to the glazing from the inside.

Ju-88A17 KG26.3 (1H+FL) Werk.nr2469 Bardufoss, Norway 1945 03
Photo 03: Another shot of 1H+FL, this time from the front. From this vantage point one can see that the ‘squiggle’ camouflage also covered the undersurfaces of the aircraft, but in black-green instead of white. The aircraft letter ‘P’ is repeated in yellow on the front of the ventral bath. The rings around the propeller spinners are white.

Ju-88A-17 KG26 is equipped with Hobentwiel FuG 200 search radar 01
Photo 01: Photograph at Bardufoss, this Ju-88A-17 is equipped with FuG 200 search radar and two 900-l external tanks. Aircraft thus equipped flew ahead of the main formation to locate the convoy and guide the rest of the aircraft to it. The photo clearly shows how the white camouflage cloths over the vertical propeller blades were intended to simulate coniferous trees.

Ju-88A-17 KG26 is equipped with Hobentwiel FuG 200 search radar 02
Photo 02: Bardufoss, February 1945. II./KG 26's base offered picturesque scenery. With engines covered and torpedoes in place, a Ju-88A-17 sits in Font of the mountain panorama of the surrounding area. The aircraft is equipped with FuG 200 ‘Hobentwiel’ search radar:

Ju-88A KG26.I or II warming up Bardufoss, Norway 1945 01
Photo 01: Aircraft of I. or II./KG26 at Bardufoss, warming up their engines just before a mission. The Ju-88A-17 in the foreground is also equipped with FuG 200 ‘Hohentwiel’ radar. Interestingly, the third machine from the front is carrying a 900-1 drop tank instead of torpedoes. The Ju-88 behind it does not appear to wear the ‘squiggle’ camouflage. The photo was taken on20 February 1945 before KG26's penultimate torpedo mission in Norway.

Ju-88A-17 equipped with FuG 200 search radar taking off Bardufoss, Norway 1945 01
Photo 01: This photo of a Ju-88 equipped with FuG 200 taking off from Bardufoss at dawn was very likely taken on 10 February 1945.

Ju-88A-17 KG26.3 landed Bardufoss, Norway 1945 01
Photo 01: Its torpedoes gone, a Ju-88A-17 in ‘squiggle’ camouflage returns to Bardufoss after an attack on a convoy. Personnel line the runway to greet the returning crews. The photo was taken on 10 or 20 February l 1945. Note that absence of ‘squiggle’ camouflage on the engine cowlings.

KG26 crews exhausted after mission against the convoy 1945 01-02
Photo 01: Exhausted crews of I. or II./KG26 after the mission against the convoy. The stress of the long flight and the attack on the convoy may be seen in the men's faces.

Ju-88A17 KG26.1 (1H+VH) Bardufoss Norway 1945 01
Photo 01: First order of business after a long mission: a crewmember relieves himself next to 1H+VH’s tailwheel. The photo offers several interesting details on the rear fuselage of the 1./KG26 machine. The Staffel letter ‘H’ on this Ju-88 is the new small size letter, while the aircraft letter ‘V’ is still the large size previously used Also note that the camouflage on the fin is so heavy as to completely obliterate the swastika.

KG26 commander Wilhelm Stemmler Norway 1945 01
Photo 01: Oberstleutnant Wilhelm Stemmler (left), commander of KG26, and Oberst Emst Kähl, commanding General of the 5th Air Division, listen as a crewmember describes a just completed mission. The photo was taken on 10 or 20 February. Not until many participants had made their reports did a picture of the attack slowly begin to come together: All photos Beitler Collection

Details of the Feb 10 1945 Mission to intercept Arctic Convoy JW 64

On 6 February 1945 an area of low pressure lay over the Arctic Ocean, bringing with it strong winds, clouds and showers. Despite these adverse weather conditions, German reconnaissance aircraft located convoy JW 64, which had departed Iceland on3 February bound for Murmansk. Sailing east through the raging sea were 26 ships, guarded by the escort carriers Campania and Nairana and 17 other escort vessels. Since the beginning of November 1944, three convoys had made the passage between Murmansk and Iceland almost unmolested however the German air command was determined to change this situation with convoy JW 64. And so on the morning of 7 February, J./KG26 and the Geschwader headquarters, both stationed at Trondheim-Vaernes, and I1./KG26 based at Bardufoss, 80 km north of Narvik, received orders for a torpedo mission against the convoy. At the same time the submarine group ‘Rasmus’, consisting of eight V-boats, was sent to intercept the convoy in the narrows between Bear Island and the North Cape. The night of 7 February was a busy one for the ‘black men’ of KG26 at Vaernes and Bardufoss, for takeoff was scheduled before dawn. It was a difficult undertaking in the cold and darkness. The engines of the Ju-88s had to be pre-heated, two torpedoes loaded onto each machine, and ice and snow removed from the aircraft. The crews gathered on the airfields in the early morning hours. The men put on their life vest’s checked over the aircraft and then started engines. Painted in ‘squiggle pattern’ camouflage, the aircraft of the Geschwader headquarters and I Gruppe took off from Trondheim between 0520 to 0536 hours. After forming up, the aircraft took up a northerly heading for convoy JW 64. II./KG26 took off from Bardufoss somewhat later; at 0550 hours, as it was based nearer the convoy. According to the evening report by the Luftwaffe operations staff, a total of 48 aircraft of KG26 took part in this mission.

The two formations operated independently of one another, but because of the bad weather neither Gruppe was able to locate the convoy in the waters southwest of Bear Island. After almost 5 hours in the air and more than 2000 kilometers flown, the bulk of I./KG26 landed back at Trondheim-Vaernes at about 1050 hours. The II. Gruppe bad already landed back at its base at about 1035. Inexplicably four of II./KG26's aircraft were found to be missing. The aircraft of Lt. Burgdorf and his crew went missing after being bit by German naval anti-aircraft fire, but to this day the fate of the other machines remains a mystery. They may have been shot down by their own flak, however the records offer no clue as to where this might have happened. Another Ju-88A-17 of the II. Gruppe ran out of fuel and was forced to make a crash-landing west of Oerlandet.

The Luftwaffe operations staff's evening reports mentions an attack on a convoy by a single aircraft between 0800 and 0845 bours, however the aircraft involved must have been a Ju-88 of I.(F)/120. One of the Staffel's aircraft (Oblt. Preufier and crew) was sent to 100kfor the Arctic convoy and was subsequently listed missing. The bomb bits on a destroyer claimed in the evening report are not confirmed by convoy records, nor is the sighting of a burning cargo vessel. After failing to make contact with the convoy on 7 February, the next day German reconnaissance aircraft found it again. One Ju-188, four Ju88’s (probably 1.(F)/120) and three Bv-138s (Marine Reconnaissance Group 130) took part in the search sweep that day. During the morning I./KG26 moved from Trondheim to Bardufoss to join the II. Gruppe. Waiting for them there was a snow-covered airfield situated between tall hills. The aircraft were parked in the open in wooden blast pens.

The reconnaissance aircraft were unable to maintain continuous contact with the convoy, and KG26 was not committed on 9 February. Later in the day, however, the convoy was located again south of Bear Island, and plans were immediately made for a strike by the two Gruppen the next morning. By then the convoy would only be about 400 km from Bardufoss and thus easily reachable. Once again, the ground crews toiled throughout the night in the cold and snow. As dawn was breaking, 31 Ju-88s warmed up their engines. The aircraft began taking off at 0800 hours, just before sunrise. Among those who had made their way to the base was Oberst Ernst Kübl, commanding general of the 5th Air Division. The Ju88s took off at one-minute intervals because of reduced visibility caused by rising clouds of snow. The weather was mainly clear over the airfield, but it quickly deteriorated in the direction of the coast. After assembling over the water, the formation set course for Bear Island, a small barren island in the Arctic Ocean with a steep rocky shoreline. The convoy had to be somewhere southeast of the island. A single aircraft, 1H+KL of the 3. Staffel, was forced to turn back after developing engine trouble, landing at Bardufoss at 0926 hours.

The then Uffz. Arthur Pfaff provided a vivid account of what happened to the rest of the formation. The 22-year-old Pfaff was radio operator in the crew of Ju-88A-17 1H+LN of 4./KG26. The rest of the crew consisted of pilot Lt. Horst Naumann (20 years old), observer Uffz. Hans Dringenberg (20 years old) and gunner Uffz. Josef Havlitschek (24 years old). The crew had been together since January 1944 and was a smooth-functioning team. Pfaff recalled: ‘Early on the morning of 10 February 1945 we received orders for our Gruppe to carry out an aerial torpedo attack against enemy aircraft carriers and a convoy of merchantmen southeast of the Bear Islands (Arctic Ocean). It was a cold winter morning in Bardufoss as we taxied out for takeoff with about a dozen other aircraft of II./KG26. We were carrying two aerial torpedoes. Our Ju88 lifted off at 0815. After takeoff we flew north through the fiord. Off the coast the Gruppe assembled into a tight formation and assumed a NNE heading.

Weather conditions were anything but good. There was solid cloud cover whose base was at most 300 meters. The sea was angry and one didn't want to think about the icy cold water below. Light snow showers were a minor hindrance to formation flying. We flew low to avoid detection by enemy radar. The formation maintained radio silence as ordered. Our only contact was with other members of the crew by intercom. There was almost no talking. Everyone was extremely concentrated and tense. As we neared the target area, Josef Havlitschek and I once again checked our guns. The Ju88 was equipped with MG 81Z (twin) machine-guns and we carefully scanned the airspace in our direction of flight. Our arrival time over the suspected target location passed, but there was no sign of the convoy. Our Gruppe began circling in an attempt to locate the convoy. This was hard work for the pilots, as close formation had to be maintained. Our pilot Horst Naumann advised us that the formation was heading toward a large snow shower. Visibility dropped drastically as we entered the shower and the formation broke up because of the danger of collision. After a while it became brighter and suddenly we were in the clear. At that instant we sighted the convoy directly ahead of us, sailing at right angles to our course. Our pilot applied combat power and descended as low as possible. Several other aircraft from our Gruppe could be seen in the distance. As we were no longer in formation, a pincer attack was out of the question. The escorts opened fire on us with light anti-aircraft guns and machine-guns. I was easily able to follow the tracers passing next to and behind us. Most of the enemy fire was above us, however. Horst Naumann skillfully dodged the destroyers. In some cases we were 50 meters or less from them as we passed. The sky around us was filled with exploding anti-aircraft shells. As low as we were, the Pilot repeatedly had to dodge fountains of water thrown up by shells from the ships' guns. In spite of everything that was going on around us, Hans Dringenberg was concentrating on his torpedo sight, for we were determined to get an aircraft carrier or a freighter. We had just penetrated the convoys outer defense ring when Hans reported fighters attacking from ahead. Tracers flitted around our machine and the Ju-88 was hit. The torpedoes were jettisoned, our last chance to improve maneuverability. The aircraft flew past, and at first I thought they were Fw-190s because of their radial engines. When the fighters turned and came back we were able to identify them as Martlets. They now attacked from behind. Josef and I blazed away at the attackers with everything we had. Suddenly my gun jammed. Our aircraft took more hits. The Martlets flew past, so near that we could see the pilots' faces. Our pilot attempted to reach the cloud layer at full power; but the fighters turned and continued firing. The tail of our Ju-88 was hit and a piece flew off. Horst Naumann executed a half roll and dive and dropped to just above the waves. The Martlets then began circling us. Repeatedly we tried to escape into the clouds. One of the fighters stayed with us, however; and attempted to get into firing position. I directed the pilot so that we got out of the fighter's line of fire while still being able to fire our machine-guns. My gun jammed repeatedly. We were hit again. As we were climbing, gunner Ufft. Josef Havlitschek reported flames coming from our starboard wing. Our pilot immediately put the aircraft into a dive again and the increase in speed extinguished the fire.

We were now over the middle of the convoy. The cargo vessels were clearly visible, thick ice covering their superstructures and hawsers. The sea state was heavy. I automatically thought about my ditching in the Baltic in November 1943. After fighting off several attacks, we finally reached the clouds. The Martlets did not follow us in. We continued climbing and reached the top of the layer at an altitude of about 1000 meters. Exploding flak shells above the clouds showed that the convoy was still below us. We headed south toward Bardufoss, remaining just above the clouds ready to duck back inside at any time. After some time we sighted an aircraft flying on a parallel course at the same altitude. Cautiously we moved toward each other: It was a Ju88 from our Gruppe. Together we flew back to Bardufoss. We landed there without incident at 1230 hours.

Our Ju-88 1H+LN had taken 15 serious hits. The machine saw no further action before the end of the War.’

At 1027 hours, as it approached the convoy, the entire formation from I. and II./KG26 ran into murderous anti-aircraft fire from the escort vessels. 1H+BH, a Ju-88A-17 flown by Oblt. Gunther Breu and his crew, took a direct hit while still some distance from the convoy. The I. Staffel aircraft immediately crashed into the grey, rough sea and exploded. In the hectic minutes that followed, scarcely any of the crews had the opportunity to make precise observations, especially with regard to the fates of individual aircraft. Flying just above the stormy sea searching for targets, the Ju88s had to fly through a shower of flak shells, flak and the Martlets. A total of six aircraft failed to return to Bardufoss and were later reported missing.

The crews that returned claimed to have sunk a freighter and a destroyer and damaged a cruiser; two destroyers and a cargo ship. These claims must be viewed in close context to the German losses. It is quite possible that the inexperienced crews saw the explosions and smoke from Ju-88s crashing within the convoy and claimed them as ships sunk or damaged. The fact is, however, that not a single vessel of convoy JW 64 was sunk or damaged by this attack. This theory is further supported by the claims made by the Martlet pilots of Nos. 813 and 835 Squadrons. They reported two Ju-88s confirmed shot down and two probables, which matches well with the German losses. Another Ju-88 was damaged by the British, which fits Arthur Pfaff’s account.

Some of the participating crews from KG26 were fortunate to survive. The Ju-88A-17 flown by Lt. Hans-Werner Grosse of 3./KG26 (1H+NL) was almost lost while taking evasive action at wave top height under heavy anti-aircraft fire. The blades of the aircraft's starboard propeller struck the water, knocking 40 cm off each tip. Grosse managed to nurse his aircraft back to Bardufoss with a badly-vibrating motor: Lt. Schäfer and his crew of the 1. Staffel were equally fortunate. After losing an engine, he just managed to get his aircraft (1H+LH) back to the Norwegian coast on the remaining engine and made a forced landing near Andenes. Schäfer and the rest of his crew - Uffz. Hoppe.

Ogefr: Gries and Ogefr: Gattner - escaped with just minor injuries. Finally, one last Ju-88 crashed on landing at Bardufoss on account of flak damage, sustaining 30% damage and injuring the crew.

At that time KG26 celebrated what it believed bad been a successful operation. Seen from today, with the knowledge that the claims made on 10 February 1945 were completely wrong, the mission must be judged a total failure. A search by a Do-24 of Air-Sea Rescue Group 51 on the afternoon of 1 0 February failed to discover any trace of the missing crews. The only damage inflicted on convoy JW 64 was by a submarine: on 13 February the Kriegsmarine U-Boat U-992 damaged the British frigate ‘Denbigh Castle’ 69.20N/33.33E which later sunk just before the convoy reached its destination Murmansk. I. and II./KG26 carried out attacks on two more convoys on 20 February and 29 March 1945, before the two units surrendered in Norway.

The Murmansk convoy saw kills to:

06.2.45 1-0-0 Ju-88 Lt RA Fleischmann-Allen 813 Sqn
07.2.45 0-1-0 Ju-88 S/Lt Armitage, S/Lt Sargent 835 Sqn
09.2.45 0-1-0 Ju-88 Lt AL Burgham 835 Sqn
10.2.45 0-2-1 Ju-88 S/Lt PJW Davies, Lt JA Quigg 813 Sqn
10.2.45 1-0-0 Ju-88 S/Lt Mearns, S/Lt Moss 835 Sqn
10.2.45 1-0-0 Ju-88 Lt AL Burgham 835 Sqn
20.2.45 0-1-0 Ju-88 S/Lt Sargent, S/Lt OK Armitage 835 Sqn
20.2.45 1-0-0 Ju-88 S/Lt PH Blanco, S/Lt GD Gordon 835 Sqn

Main Reference: Luftwaffe im Focus Edition No 11 ISBN 978-3-9811042-3-3
Sources:
Reports by the Luftwaffe Operations Staff
Logbooks: Pfaff, Sender, Grothe, Anders, Wolf, Sinbert performance Record Book: Dringenberg
Interviews with and accounts by various former members of I and II./KG26.
War Diary U-992
British Records Concerning Convoy JW 64.
Victory Claims by Nos. 813 and 835 Squadrons
Documents German Records Office (WASt)
Documents National Commission for German War Graves
Weather Service Records
CONVOY JW 64
Convoy JW 64 Cruising Order
Left Clyde Anchorage on Febr. 3-1945, arrived Kola Inlet Febr. 15
This convoy sailed directly from the Clyde, as the Loch Ewe anchorage had been dispensed with.
For info, some of the ships in this convoy had previously arrived the U.K. with Convoy HX 329 from New York, others with later HX convoys.
Br=British, Am=American, Norw-Norwegian

Commodore was in Fort Crevecoeur, Vice Commodore in Adolph S Ochs, Rear Commodore in British Merit.
Black Ranger and Lucerna were escort oilers.

The Norwegian trawler Oksøy is mentioned within the convoy, in station 111 (next to Marie M Meloney). I thought perhaps this was the former whaler Pol VI but that Oksøy was renamed Cyclone in 1944, so this might be Oksøy 2, the ex HMS Kerrera?

Sighted by aircraft on Febr. 6, a Ju 88 was shot down that day by 2 Wildcat fighters. The next day 48 torpedo bombers attacked, but lost 7 aircraft, 6 to fighters and 1 to Denbigh Castle. Another torpedo bomber attack took place on the 10th, with the loss of 7 aircraft, no damage to the convoy.

Oksøy straggled on Febr. 11, and Fort Crevecoeur collided with the American Arunah S. Abell upon entry to the inlet.

11 U-boats were encountered on the 13th; no merchant ship losses but the escorting corvette Denbigh Castle was torpedoed by U-992, and was towed to the Kola Inlet by the corvette Bluebell and a Russian tug, but grounded and capsized on arrival (total loss).

The flag officer of JW 64 detached the escorting destroyers Sioux, Zambesi, Zealous and Zest to have 500 civilians brought from the Norwegian island Sørøy (under German attack) to Murmansk. They were later distributed in various ships in RA 64; read more about this in my text for Skiensfjord and Idefjord.
Escorts:

From Febr. 3 (close escort): Sloops Cygnet and Lark, destroyer Whitehall and corvettes Alnwick Castle, Bamborough Castle, Bluebell and Rhododendron. Destroyer Zebra had to return to the Faroes with defects.

From Febr. 6: Cruiser Bellona, escort carriers Campania and Nairana, sloop Lapwing, corvette Denbigh Castle and trawler Oksøy, destroyers Onslaught, Onslow, Opportune, Orwell, Serapis, Zambesi, Zealous, Zest and Canadian Sioux.

(Most of the above subsequently went on to escort outbound Convoy RA 64 - link above).

Web Reference:
Web reference: http://www.warsailors.com/convoys/jw64.html

U-boat Patrols
Patrols by U-992
Commander Departure Arrival Days
1. Oblt. Hans Falke 30 Mar, 1944 Kiel 2 Apr, 1944 Stavanger 4 days
2. Oblt. Hans Falke 13 May, 1944 Stavanger 14 May, 1944 Bergen 2 days
3. Oblt. Hans Falke 7 Jun, 1944 Bergen 12 Jun, 1944 Ramsund 6 days
4. Oblt. Hans Falke 15 Jun, 1944 Ramsund 15 Jun, 1944 Skjomenfjord 1 days
5. Oblt. Hans Falke 18 Jun, 1944 Skjomenfjord 24 Jul, 1944 Narvik 37 days Patrol
6. Oblt. Hans Falke 21 Aug, 1944 Narvik 24 Aug, 1944 Hammerfest 4 days
7. Oblt. Hans Falke 29 Aug, 1944 Hammerfest 6 Sep, 1944 Hammerfest 9 days Patrol
8. Oblt. Hans Falke 6 Sep, 1944 Hammerfest 7 Sep, 1944 Narvik 2 days
9. Oblt. Hans Falke 12 Sep, 1944 Narvik 3 Oct, 1944 Hammerfest 22 days Patrol
10. Oblt. Hans Falke 3 Oct, 1944 Hammerfest 4 Oct, 1944 Narvik 2 days
11. Oblt. Hans Falke 18 Oct, 1944 Narvik 10 Nov, 1944 Narvik 24 days Patrol
12. Oblt. Hans Falke 30 Nov, 1944 Narvik 8 Dec, 1944 Bogenbucht 9 days Patrol
13. Oblt. Hans Falke 16 Jan, 1945 Bogenbucht 21 Feb, 1945 Narvik 37 days Patrol
14. Oblt. Hans Falke 17 Mar, 1945 Narvik 1 Apr, 1945 Narvik 16 days Patrol
15. Oblt. Hans Falke 1 May, 1945 Narvik 9 May, 1945 Narvik, Norway 9 days Patrol
Web Reference:
Web reference: http://www.uboat.net/boats/patrols/u992.html

Forced Landing behind the Lines Escape to Friendly Territory
During the Russian campaign, there was little that Luftwaffe aircrews feared more than coming down in enemy territory by forced landing or parachute. Capture by Soviet troops 01; even worse, by partisans, meant an uncertain fate. The range of treatment varied from normal capture with decent handling, to torture, to immediate execution. It is no wonder that men who came down behind the lines did everything they could to get back to the German lines. Faced with vast swamps, steppes and forests, and the large rivers that often ran through them, this often proved an impossible task. Orientation itself could be extremely difficult in the trackless wastes. As well, for those who came down far from the front, thirst and hunger posed serious problems, as did sore feet from walking all day. Most traveled at night to avoid detection. By day the men hid themselves in the woods or in trees. In summer they were exposed to the heat of day, biting insects and cold nights; in winter they faced deep snow, wind and cold. At night temperatures were such that survival out of doors was problematic. It is impossible to say how many German pilots and crewmen lost their lives while trying to regain their own lines, but the number is probably higher than one would think. If a forced landing occurred near the front, aircraft and crew immediately came under fire. Those who escaped were fortunate.

Ju-87 Crew who escape capture 01
Photo 01: The second photo (Photo 51) illustrates the conditions that crews sometimes had to endure while trying to escape. This Ju-87 crew suffered serious facial injuries in their forced landing. These men survived a trek to the German lines lasting several days, despite makeshift dressings and seriously impaired vision.

Ju-88A KG26.4 (1H+DM) crashed landed northern front 01
Photo 01: Ju-88 KG26.4 (1H+DM) which came down in the main line of resistance. The photo was taken through an infantry unit's scissors telescope from the front lines.