the
Luftwaffe
The history
of the German military aviation forces began in 1910 with
the founding of the Imperial German Army Air Service, yet it
has not been continuous because Germany lost both World Wars
(1914-1918 and 1939-1945). As a result, Germany had no
military air force between 1918 and 1935 and again between
1945 and 1955.
In 1939-1940, the Luftwaffe helped the German army to
astonishingly rapid success in both Eastern and Western
Europe, but failed to win control of the skies over Britain.
Later on, despite its best efforts, it could not prevent the
defeat of Germany either by day, or by night, owing to
constant Allied bombing of Germany's factories and cities by
a numerically overwhelming force of bombers based in
England. This was coupled with the advances of the Soviet
armies from the East, as numbers of available German
aircraft dwindled in the face of ever-growing numbers of
Soviet aircraft. The Luftwaffe was, however, notable in
putting the world's first jet fighter and the world's only
rocket-powered fighter into action during the war.
Between 1955 and 1990, there were two German air forces as a
result of the splitting of the defeated Germany in 1945 into
two, but the air force of the GDR was dissolved and its
structure taken over by the Luftwaffe in 1990 upon the
German reunification. Only in Bosnia in 1999 has the
Luftwaffe ever seen war action since the end of World War
II.
World War I
The forerunner of the
Luftwaffe, the Imperial German Army Air Service, was founded
in 1910 before the outbreak of World War I (1914–1918) with
the emergence of military aircraft, although they were
intended to be used primarily for reconnaissance in support
of armies on the ground, just as balloons had been used in
the same fashion during the Franco-Prussian War of 1870–1871
and even as far back as the Napoleonic Wars. It was not the
world's first air force, however, because France's embryonic
army air service, which eventually became the Armée de l'Air,
had also been founded in 1910, and Britain's Royal Flying
Corps (which merged in 1918 with the Royal Naval Air Service
to form the Royal Air Force), was founded in 1912.
During the war, the Imperial Army Air Service utilised a
wide variety of aircraft, ranging from fighters (such as
those manufactured by Albatros-Flugzeugwerke and Fokker),
reconnaissance aircraft (Aviatik and DFW) and heavy bombers
(Gothaer Waggonfabrik, better known simply as Gotha, and
Zeppelin-Staaken).
However, the fighters received the most attention in the
annals of military aviation, since it produced "aces" such
as Manfred von Richthofen, popularly known in English as
"The Red Baron" (in Germany, he was known as "der rote
Baron"), Ernst Udet, Hermann Göring, Oswald Boelcke
(considered the first master tactician of "dogfighting"),
Max Immelmann (the first airman to win the Pour le Mérite,
Imperial Germany's highest decoration for gallantry, as a
result of which the decoration became popularly known as the
"Blue Max"), and Werner Voss. As well as the German Navy,
the German Army also used Zeppelins as airships for bombing
military and civilian targets in occupied France and Belgium
as well as the United Kingdom.
All German and Austro-Hungarian military aircraft in service
used the Iron Cross insignia until early 1918. Afterwards,
the Balkenkreuz, a black Greek cross on white, was
introduced.
After the war ended in German defeat, the service was
dissolved completely under the conditions of the Treaty of
Versailles, which demanded that its aeroplanes be completely
destroyed. As a result of this disbanding, the present-day
Luftwaffe (which dates from 1956) is not the oldest
independent air force in the world, since the Royal Air
Force of the United Kingdom is older, having been founded on
1 April 1918.
Inter-war
period
Since Germany had been banned by the Treaty of Versailles
from having an air force, there existed the need to train
its pilots for a future war in secret. Initially, civil
aviation schools within Germany were used, yet only light
training planes could be used in order to maintain the
facade that the trainees were going to fly with civil
airlines such as Lufthansa. In order to train its pilots on
the latest combat aircraft, Germany ironically solicited the
help of its future enemy, the USSR. A secret training
airfield was established at Lipetsk in 1924 and operated for
approximately nine years using mostly Dutch and Russian, but
also some German, training aircraft before being closed in
1933.
On February 26, 1935, Adolph Hitler ordered Hermann Göring
to reinstate the Luftwaffe, breaking the Treaty of
Versailles signed in 1919. Germany broke it without sanction
from Britain and France or the League of Nations, yet
neither the two nations nor the League did anything to
oppose either this or any other action which broke the
provisions of the Treaty. Although the new air force was to
be run totally separately from the army, it retained the
tradition of according army ranks to its officers and
airmen, a tradition retained today by the Bundesluftwaffe of
the unified Germany and by many air forces throughout the
world. However, it is worth noting that, before the official
promulgation of the Luftwaffe, what was a paramilitary air
force was known as the Deutscher Luftverband ("German Air
Union"; DLV for short), with Ernst Udet as its head, and the
DLV uniform insignia became those of the new Luftwaffe,
although the DLV "ranks" were actually given special names
that made them sound more civilian than military.
Dr. Fritz Todt, the engineer who founded the forced labour
Organisation Todt, was appointed to the rank of Generalmajor
in the Luftwaffe. He was not, strictly speaking, an airman,
although he had served in an observation squadron during
World War I, winning the Iron Cross. He died in an air crash
in February 1942.
The Luftwaffe had the ideal opportunity to test its pilots,
aircraft and tactics in the Spanish Civil War of 1936–1939,
when the Condor Legion was sent to Spain in support of the
anti-Republican government revolt led by Francisco Franco.
Modern machines included names which would become world
famous: the Junkers Ju 87 Stuka dive-bomber and the
Messerschmitt Bf 109 fighter plane. However, as aircraft
seconded to Franco's Nationalist air force, Luftwaffe
markings were replaced so as not to make the world believe
that Germany was actively supporting the revolt. Instead of
the Nazi Party's swastika on the tailplane, the German
planes used the Nationalist air force aircraft markings (a
Saint Andrew's cross over a white background, painted on the
rudder of the aircraft and a black dic on fuselage and
wings). All aircraft in the Legion were affiliated to units
given a designation ending in the number 88. For example,
bombers were in Kampfgruppe ("Combat Group") 88, abbreviated
to K/88, and fighters in Jagdgruppe ("Pursuit Group") 88,
J/88.
A grim foretaste of the systematic bombing of cities during
World War II came in April 1937 when a combined force of
German and Italian bombers under National Spanish command
destroyed most of the Basque city of Guernica in north-east
Spain. This bombing received worldwide condemnation, and the
collective memory of the horror of the bombing of civilians
has ever since become most acute via the famous painting,
named after the town, by the Cubist artist, Pablo Picasso.
Many feared that this would be the way that future air wars
would be conducted, since the Italian strategist, General
Giulio Douhet (who had died in 1930), had formulated
theories regarding what would be dubbed "strategic bombing",
the idea that wars would be won by striking from the air at
the heart of the industrial muscle of a warring nation, and
thus demoralising the civilian population to the point where
the government of that nation would be driven to sue for
peace—a portent of things to come, certainly, and not just
during the war which would break out in Europe only months
after the end of the civil war in Spain.
World War II
Early war 1939 - 1941
Continental campaigns and
Norway
Junkers Ju 87 Stuka dive-bombers in formation circa
1939–1940
By the summer of 1939, on the
eve of the outbreak of World War II, the Luftwaffe had
become one of the most powerful air forces in the world. As
such it played a major role in Germany's early successes in
the war and formed a key part of the Blitzkrieg concept,
much due to the use of the Junkers Ju 87 dive bomber (Sturzkampfflugzeug—Stuka).
Between 1939 and the summer of 1940, Germany occupied
Poland, Norway, Denmark, Luxembourg, Belgium, The
Netherlands and France. The Luftwaffe played a major role in
these campaigns, but suffered heavy losses in both planes
and pilots, especially in the battle for France where it
lost 1,130 planes, roughly 36% of its frontline strength.
The most significant operational failure of the Luftwaffe
during these campaigns was the inability to prevent the
embarkation of most of the British Expeditionary Force
during the battle of Dunkirk in late May 1940.
Fallschirmjäger over Rotterdam during the invasion of the
Netherlands, May 10, 1940
During these campaigns the
Luftwaffe conducted mass bomb attacks on civilian targets
such as Warsaw in 1939, and Rotterdam in 1940.
Battle of Britain
Following the successful campaign in As a pre-requisite for
Operation Sealion, the invasion of Britain, the RAF needed
to be defeated. The earlier successes had caused Göring to
become over-confident in its abilities and made him boast
that the RAF would be defeated in a matter of a months.
Faulty German intelligence about the strength of the RAF
Fighter Command, leading to faulty strategic decisions,
coupled with the skilful handling of the British defence by
Air Vice Marshal Hugh Dowding led to the Luftwaffe's defeat
in the Battle of Britain. While it has been argued by e.g.
Len Deighton that Hitler's decision to shift the focus of
operations to bombing industrial targets in cities instead
of British airfields was a crucial mistake, costing the
Germans victory, this is now seen as over-stating the
possibility for a success of the Luftwaffe. In reality, RAF
fighter and pilot numbers increased throughout the battle,
while those of the Luftwaffe fell through attrition. At the
end of September 1940 Hitler conceded defeat by cancelling
the invasion, to allow him to prepare for Operation
Barbarossa, the planned invasion of the Soviet Union in
1941. The Luftwaffe switched to a strategic bombing campaign
against British cities that would last until late in 1941.
Defence of the Reich 1940-45
Between 1940 and 1945 the Luftwaffe had to continually
increase the resources made available to counter the Allied
strategic bombing campaign, first carried out alone by RAF
Bomber Command under Sir Arthur Harris, but eventually
joined by the U.S. Army Air Forces (USAAF)'s Eighth Air
Force.
Unlike the Germans, prior to the war the RAF and the USAAF
(under the command of General Henry H. Arnold), developed a
strategic bomber force. From 1942 onwards their bombers
penetrated deep into Reich's territory in increasing
numbers. The USAAF maintained an unescorted daylight bombing
campaign of industrial targets until 1943, when it lost 120
bombers in two raids on Regensburg and Schweinfurt. It then
had to switch its effort to attacks on target within the
range of fighter cover for the bombers. The RAF, almost from
the start of the war, executed their offensive by conducting
night bombing operations on an increasingly large scale,
with 1,000 bomber raids being assembled from 1942.
Until the development of allied long-range fighters the
Luftwaffe remained relatively capable and kept the
capability to inflict serious losses by the day fighters and
night fighters (see below), as well as the anti-aircraft
guns under its command. In total more than 11,000 heavy
bombers of the RAF and USAAF were lost in the European
theatre of operations. One of the most disastrous RAF raids
occurring on (October 30–31, 1943) when the RAF bombed the
Bavarian city of Nuremberg, losing 96 planes over Germany,
and a further number on return to base. When long-range
fighter support became available in early 1944, the
Luftwaffe's defensive effort was quickly defeated and by the
time of the Normandy invasion of 6 June 1944 the USAAF
considered it to be defeated.
The Allied air campaign was not successful in knocking
Germany out of the war by itself, but it contributed
significantly to the German defeat, by forcing the Germans
to focus valuable resources on the battle over Germany,
which were then missed on other fronts.
Development of night
fighting
Although night fighting had been undertaken in embryonic
form way back in World War I, the German night fighter
force, the Nachtjagd, had virtually to start from scratch
when British bombers began to attack targets in Germany in
strength from 1940 as far as tactics were concerned. A chain
of radar stations was established all across the Reich
territory from Norway to the border with Switzerland known
as the "Kammhuber Line", named for Generalleutnant Josef
Kammhuber, and nearby night fighter wings,
Nachtjagdgeschwader (NJG), were alerted to the presence of
the enemy. These wings were equipped mostly with
Messerschmitt Bf 110 and Junkers Ju 88 aircraft, which would
later be outfitted with the Lichtenstein nose-mounted radar.
The Heinkel He 219 Uhu (Owl) was considered one of the best
night fighters in the Luftwaffe's inventory, yet thankfully
for the Allies, not enough of them were built to stem the
tide of bombers, which became effective at using strips of
aluminium foil called "Window" (American name, chaff;
German, Düppel) to jam the radar signals. Two notable names
amongst the night fighter pilots were Helmut Lent, who shot
down 110 enemy aircraft before being killed in a landing
accident in October 1944, and Wolfgang Schnaufer, who shot
down 102 enemy aircraft and survived the war, only to die in
a car crash in France in 1950.
As modern as these aircraft were, they could not prevent
Germany's total defeat in the air. In the end, the Luftwaffe
lacked fuel, trained pilots, organisational unity and "safe"
airfields.
Luftwaffe in the East 1941-1945
Junkers Ju 87D Stuka dive-bombers on a mission over the
Russian countryside. Hans-Ulrich Rudel would become the most
successful and most highly decorated German pilot of World
War II flying the Stuka, whose Ju 87G variant was used to
devastating effect as a "tankbuster" with twin 37 mm cannons
fitted under the wings
German superiority was
especially felt during the first two years on the Eastern
Front, given that the Luftwaffe enjoyed an advanced
technical standard compared to the VVS. Another factor was
that it was employing highly trained and experienced pilots
such as Hans-Ulrich Rudel. Even during the initial period
however Luftwaffe resources were never sufficient to
guarantee complete control of the air space over the
frontline, unlike from what it had achieved in France 1940.
From 1943 onwards however Luftwaffe superiority slipped
away, as the VVS recovered from its devastating initial
losses, and Soviet factories provided planes to the
frontline that could compete with their German counterparts.
At the same time, the air battle over the Reich drained the
resources of the Luftwaffe, and despite post-war claims to
the contrary, documentary evidence shows that the Red Army's
employment of air support developed to a high standard
during the war, especially in the area of direct aerial
support of breakthrough operations. The Luftwaffe stayed
active on the eastern front until the last days of the war,
even though it had long lost the ability to resist the VVS.
The highest number of aircraft shot down by any Allied pilot
was 62, achieved by Colonel (later Colonel-General) Ivan
Kozhedub of the Soviet Army Air Force on the eastern front.
From 1943 onwards the Soviets managed to push the Germans
back west, especially after the crushing defeats of the
German Army at both Kursk and Stalingrad and the Germans'
failure to take Leningrad (St. Petersburg).
There were units also present in Romania, since fighter
units stationed there were charged with the protection of
the oilfields at Ploesti that were providing vital fuel for
the German war machine in its continuation of its offensive
against the USSR.
The Mediterranean 1940 - 44
The Luftwaffe saw action on many fronts, including in North
Africa in support of ground operations conducted by General
Erwin Rommel's Afrika Korps, and in the offensives against
Yugoslavia and Greece prior to the invasion of the USSR in
June 1941. Many Luftwaffe units were stationed in Italy,
including after the Italians switched sides in September
1943 and remained there until the end of the war in May
1945.
The Battle of the Atlantic
Following some early experience in support of the war at sea
during the Norwegian Campaign, the Luftwaffe contributed
small amounts of forces to the Battle of the Atlantic from
1940 to 1944. These were primarily long-range reconnaissance
planes, first with Focke-Wulf 200, and later Junkers 290
maritime patrol aircraft. The initial Focke Wulf aircraft
were very successful, claiming 365,000 tons of shipping in
early 1941. The development of escort carriers and increased
efforts by RAF Coastal Command soon made the task more
dangerous and less rewarding for the German planes though.
From 1943 onwards, He 177 bombers with guided missiles were
used for attacks on convoys, claiming minor successes.
The Luftwaffe also contributed fighter cover for U-boats
venturing out into and returning from the Atlantic, and for
returning blockade runners.
The end in the West 1944 -
45
The Messerschmitt Me 262A-1a was the world's first
operational jet fighter plane
In early 1944 the Luftwaffe
undertook Operation Steinbock, the so-called Baby-Blitz,
assembling 474 bombers for a campaign against London.
Steinbock was called off when V-1 rockets became available
for the retribution attacks, after the loss of 329 bombers.
Following the defeat of the Luftwaffe fighter force in the
battle over the Reich in early 1944, it was no longer in a
position to offer serious opposition to Operation Overlord,
the allied invasion of France on 6 June 1944. The Luftwaffe
air units were virtually absent from the battle, except for
night bomber forces.
During Operation Market Garden the allied attempt to force a
route to Arnhem, Luftwaffe fighter forces managed to inflict
serious losses on Allied planes transporting paratroopers
and supplies into battle.
During the Battle of the Bulge, the Luftwaffe undertook
night bombing attacks against Bastogne. A para-drop and
aerial re-supply of German spearheads failed completely. On
the 1 January 1945 the Luftwaffe undertook a final attack
operation against allied airfields, which ended in crippling
losses for the Luftwaffe. The idea was to destroy as many
Allied aircraft on the ground as possible, yet the Germans
lost over 300 aircraft and were henceforth entirely on the
defensive as the western Allies and the Soviets closed in
and invaded the Reich itself.
Luftwaffe organisation
Throughout the history of the
Third Reich, the Luftwaffe had only two commanders-in-chief.
The first was, of course, Göring, yet he was fired by Hitler
near the end of the war in Europe on account of his having
contacted (western) Allied forces without his authorisation
with a view to securing a ceasefire before the Soviets
overran Berlin. Hitler thus appointed Generaloberst Robert
Ritter von Greim as the second (and last) commander-in-chief
of the Luftwaffe, concomitant with his promotion to
Generalfeldmarschall, the last German officer in World War
II to be promoted to the highest rank. Other officers
promoted to the second-highest military rank in Germany were
Albert Kesselring, Hugo Sperrle, Erhardt Milch, and Wolfram
von Richthofen, a cousin of the "Red Baron" who rose from
staff officer in Spain to Air Assault Corps and later Air
Fleet commander. Von Richthofen retired in late 1944 on
medical grounds and died of a brain tumour while in American
captivity at Bad Ischl on July 12, 1945.
Göring and Sperrle were to be prosecuted at the OKW Trial,
one of the Nuremberg Trials after the war. Göring was
sentenced to death, while Sperrle was acquitted. Milch was
tried in a separate trial and sentenced to a lengthy prison
sentence. Kesselring was a witness in the OKW Trial, and was
himself sentenced for actions in Italy later.
Organisation
and chain of command
Organisation and chain of
command Operational and training units of the Luftwaffe were
organised roughly similarly to those of the U.S. Army Air
Corps (which later became the U.S. Army Air Forces). Fighter
wings (Jagdgeschwader) (JG) consisted of groups (Gruppen),
which in turn consisted of fighter squadrons (Jagdstaffel).
Hence, Fighter Wing 1 was JG 1, its first group was I/JG 1
and its first squadron was 1./JG 1. (As a point of interest,
JG 1 was operating the aforementioned Heinkel He 162 at the
end of the war. In the final two months, JG 1 lost 22 of
them, mostly in crashes, resulting in ten pilots being
killed and another six injured.)
Similarly, a bomber wing was a Kampfgeschwader (KG), a night
fighter wing was a Nachtjagdgeschwader (NJG), a dive-bomber
wing was a Stukageschwader (StG), and units equivalent to
those in RAF Coastal Command, with specific responsibilities
for coastal patrols and search and rescue duties, were
Küstenfliegergruppen (Kü.Fl.Gr.). Specialist bomber groups
were known as Kampfgruppen (KGr).
Each Geschwader was commanded by a Kommodore, a Gruppe by a
Kommandeur, and a Staffel by a Staffelkapitãn. However,
these were appointments, not ranks, within the Luftwaffe.
Usually, the Kommodore would hold the rank of Oberstleutnant
(lieutenant colonel) or, exceptionally, an Oberst (colonel).
Even a Leutnant (second lieutenant) could find himself
commanding a Staffel.
The Ural bomber
Concept: Wever’s Dream
Raul Colon
E-mail: rcolonfrias@yahoo.com
Every major power air force since the middle of the Great
War has possessed a tactical and strategic component. The
British’s Royal Flying Corp, the predecessor of the famous
Royal Air Force, developed during World War I a strategic
component centred on the idea that a heavy bomber can
penetrate the enemy’s air defences and submit them to an
aerial pounding that would reduce their ability to produce,
supply and field their ground and naval forces. Beside Great
Britain, France, Italy and Imperial Germany implemented, in
one form or another; the concept of strategic bombing during
the war. When the war ended in 1918, only the victorious
allies were able to maintain and expand these concepts.
During the inter war years, the idea of strategic bombing
gained valuable allies in the UK, France and the United
States. Many experiments and trials were conducted leading
to efforts to develop and produce long range platforms,
bombers, capable of taking the war to the enemy’s farther
reaches. The situation was not the same for Germany.
Unable to field a regular air force due to the terms of the
Versailles Treaty, the new Nazi regime in Germany started to
improvise ways to develop a different type of air arm. An
air force mainly designed to cover and support ground troops
engaging in rapid manoeuvres. But that this newly designed
air arm lacked the vital strategic component can be
attribute to several reasons. Mainly that the early Nazi
military doctrine of employing rapid panzer formations in
open field would require the use of much of their available
air assets in a support role is the one most attributed
reason of this shortcoming, but there was another, less
reported situation that ended up costing the Luftwaffe more
than its doctrine.
There have been many reports
and papers written about the strategic shortcomings of the
Luftwaffe, but seldom did these papers mention the name of
Walther Wever, yet, if he would had lived, his strategic
vision might have altered the course of World War II. Wever
was a fierce proponent of strategic bombing. He possessed
both the vision and the will power to built a strategic air
fleet out of the Luftwaffe, fortunately for the allies he
died before the war started. If he had not died, one can
just imagine what aircraft and tactics Wever would have
employed in the Battle of Britain or in the invasion of the
Soviet Union.
Wever was born in the eastern province of Posen. A product
of a middle class environment. When he became eligible he
joined the army as an infantry officer. After completing his
training, he was commissioned a second lieutenant. The rank
on with which he would enter the Great War. During that
terrible conflict, Wever displayed an above average
intelligence, valour and superior organizational skills.
These traits propelled him to the rank of captain and
eventually to a post in the staff of the famous German
military commander, General Erich Ludendorff. There he is
credited for the development of the so called “elastic
defence” strategy employed very effectively by the German
army all throughout the conflict.
The defence called for the
abandonment of forward positions during artillery
bombardments making the allies feel more secure of their
advance once the bombardment was over. A strategic troop
build-up was placed near the withdrawn position while
awaiting the advancing unsuspecting allies’ armies. The
strategy was so successful that after the war, French
military historians credited it with the breaking of their
army’s will to fight in The Somme and other places. Wever’s
stock rose during the interwar years. He achieved the rank
of colonel and in early 1932, was appointed Germany’s Air
Command Officer. A title used to deceive the watchful
allies. The reality was that the new command given to Wever
amounted to a Chief of the Air Force in the current military
lexicon. At forty six, without any flying training, Wever
was the overall commander of Germany’s air force.
Even before Adolf Hitler sealed the fate of Germany by going
to war, Wever understood that the next armed conflict would
be a tactical as well as a strategic one. Adhering to his
vision Wever steered the German air industry into developing
what he saw as its most precious asset in the next war: a
four engine heavy bomber. The bomber Wever envisioned would
have been able to carry a payload of some 3,300 pounds to a
distance of at least 1,240 miles. In developing the concept
for such an aircraft, Wever had only one enemy in mind:
Soviet Russia. He understood what many of his peers and
eventual successors failed to see. In order to take the war
to Russian industry, buried deep behind the Ural Mountains,
Germany needed an aircraft capable to subjecting those
industries to a heavy bombardment that could disrupt the
flow of aircraft, tanks, truck, artillery pieces and other
tools of war; into the frontlines.
The destruction of the enemy’s
means of war production. He clearly saw that in order to
defeat the air force of a country such as Russia, where the
sheer amount of aircraft available to them could had
overwhelmed Germany’s fighter force, they would need to
destroy the industry that make those aircraft instead of
shooting them out of the skies. Here was the British Chief
of the Air Staff, Sir Frederick Sykes’s strategic vision in
its basic form. The objectives of the new German air force
would not only be concentrated to support its ground and
naval forces, although Wever was a passionate believer of a
mixed mission and completely independent Luftwaffe, but it
would take the tools of war to the enemy’s nerve centres,
the troop staging areas, rear bases, their industries and in
the end, their population as a whole. This concept of total
air war was first promulgated by Sykes in December 1918.
For all of his visions, strategies and directions, Wever’s
views were in the minority in the German air force. The most
senior Luftwaffe commanders saw little need for the
development of a strategic heavy force. They changed their
minds when the British and American heavy bombers began to
pound their beloved country. Following Wever’s lead,
Germany’s air industry began to conceive plans for the
design and production of a fleet of heavy bombers. Two proud
German companies, Junkers and Dornier placed forward design
sketches for a heavy level bomber in late 1934. On January
3rd, 1935, Junker’s chairman, Dr. Heinrich Koppenberg;
reported to Colonel Wilhelm Wimmer, head of the Luftwaffe
Technical Department and fierce backer of Wever; that a
preliminary design for the new bomber, codenamed Ju-89, had
been completed.
Dornier followed a couple of
months later. On a clear morning in October 28th, 1936, the
much anticipated Do-19 made its maiden flight. The Ju-89
followed two months later. But by this time, fate had
intervened. On June 3rd, 1936, Wever was in Dresden
addressing a gathering of Luftwaffe cadets when he received
the news of the passing of a World War I German hero. He
decided to leave the city immediately in order to attend the
funeral. Wever took off in his He-70 airplane. As the plane
started to climb, one wing tipped on the ground propelling
the aircraft into a tailspin that ended with a fiery crash.
Wever and his flight engineer died immediately. With his
premature passing, his dream of a well balanced tactical and
strategic Luftwaffe; also died. Without Wever’s vision and
relentless driv, Germany fell behind its main adversaries in
the development of a heavy bomber platform.
Wever’s successors were more “yes” type officers. Eager to
please Luftwaffe’s Chief Commander Herman Goering rather
than establishing a balanced force. From June 1936 onward,
the main effort of the Luftwaffe’s aircraft development
programs was concentrated on the design and production of
aircraft capable of providing the German army with a close
air support profile. Nearly all of the heavy bomber
development resources were diverted to the development of
the dive bomber platform. Even the much anticipated and
needed He-177 was not ordered into full scale production
until the four engine plane was refitted to operate as a
dive bombing platform. It is safe to say that with the death
of General Wever, the dream of developing a multi-facet air
force, an air force capable of providing Germany with the
same kind of capability as the Royal Air Force and the US
Army Air Forces possessed, died.
There were many aspects of
differences between the Allies’ combat air philosophy and
that of Germany’s air arm, but what separates them most
profoundly was the strategic aspect of their respective
philosophy. The allies truly believed in the importance of
strategic bombing to their overall war effort, while the
Germans were more focused on the tactical aspect. Had Wever
lived, maybe the Luftwaffe’s philosophy and the product of
this philosophy would had been more balanced. |