(Page 70) December 1944

Oberleutnant Braunegg submitted a report to Gen.d.A. covering the experiences of Sonderkommando Panther during December 1944.

In its six days of operations up to and including the 27th, his Kommando had put up 24 sorties against the enemy. These had comprised 10 missions in Rotte strength and four flights by lone aircraft. Rotten were preferred as a lone was vulnerable to surprise attack, above all during the climb.

Average flight duration had been 55 minutes (to allow a safety margin for landing) and considerations of fuel consumption had meant altitudes 5,000–7,000 m. Minimum visibility for take-off and landing was 5 km; speeds were to be given in a follow-up report which does not seem to have survived.

Visual reconnaissance seemed possible during Rotte operations but would need to be explored further, one more of the standard mass-production machines had been allocated. Photo-reconnaissance had been carried out flawlessly, films proving very easy to evaluate. Difficulties had arisen from the pilot’s poor downward view which, it was suggested, could be remedied with a periscope. Pilots had navigated by normal dead-reckoning after detailed flight preparation. Return to the home airfield was made significantly easier by Tornado D/F. The Y-guidance proposed by Luftwaffenkommando West has not been carried out as the system has not been released for reconnaissance aircraft.

Anti-aircraft fire had only been encountered on one operation: the Me 262 had been at 5,500 m and while the shots had been accurate in altitude they had fallen fell at least 100 m behind the aircraft, at the same altitude. One aircraft flying alone had encountered with eight Mustangs at 5,500 m; passed off favourably despite weapons failure thanks to the aircraft’s superior performance. This mention of weapons failure confirms that at least one of the Kommando’s jets was armed.

No significant new technical defects had been experienced but there had been ignition difficulties at start-up. The pressure-oil provided probably contained water and ice crystals formed in cold weather, causing problems with the hydraulics. Air-to-air communication was bad owing to inadequate calibration of the sets delivered and subsequent calibration had brought only limited success. Air-to-ground traffic was only achievable out to 70 km and so the Immediate provision of a ‘SADIR’ 200 Watt VHF transmitter was considered essential on operational grounds. [SADIR was the acronym for French electronics manufacturer, Société Anonyme des Industries Radioélectriques].

Braunegg gives totals but no breakdown of the reported missions. However, we know from other sources that on 30 November 1944, Panther was transferred from Rheine to Schwäbisch Hall for operations under 5. Jagddivision. Deciphered communications from the latter allow us to distinguish the days when operations took place from those (1, 18, 19, 20 and 23 December) when orders were given but not carried out, probably because of the bad winter weather. Panther’s first six operational days were:

(The above total of 26 sorties is two higher than reported by Braunegg).

The above report is almost certainly that noted in the Gen.d.A. diary on 15 January 1945 as »Einsatzerfahrungen Oblt. Braunegg« (‘Operational Experiences of Oblt, Braunegg’).

Sources: RL 4/II/32: General der Aufklärungsflieger, Kriegstegebuch (1. Januar–26 März 1945)

Bundesarchiv RL 16-1/89: General der Aufklärungsflieger: Kriegstagebuch und Anlagen, Bd. 2/2 Einsatz und Umrüstung von Flugzeugmustern (Juli 1944–März 1945)

(Page 70) December 1944

German signals in December 1944 point to II./KG 51 being furnished with some limited photographic capability. On the 10th, IV./KG 51 notified the Geschwader that Lechfeld was ferrying Me 262 W.Nr. 110626 to Achmer ‘after building in (few words illegible)’. An communication deciphered next day and thought to be from the II. Gruppe, gave a clue to what might have been built in when it informed the Geschwaderstab that:

In addition to the Robot fitting in the right hand side of the hatch under the tailplane, a small [word missing] housing is to be fitted immediately on the diagonal surface above the head of the pilot, the camera facing to port from the cockpit roof. Actuation by the same press-button on the control column, with the addiition of a tumbler switch for port or starboard operation as desired.

Data for fitting will be sent by courier. Supplementary fitting of the aircraft is to be carried out.

A message sent on the 11th added that Robot automatic cameras were being installed in seven Me 262, ‘at the back to the right’. Cameras were also being fitted to ‘all 10’ Me 262s in Lechfeld.

As for the cameras’ locations, the hatch under the tailplane must refer to one of the Me 262’s two circular panels affording access to the rudder and elevator control linkages ; ‘the diagonal surface above the head of the pilot’ could mean either the fixed rear part of the cockpit canopy or possibly the fairing behind it. Whatever its exact placement, to be of any use this camera would have needed orienting so that the wing did not block its coverage.

Sources: National Archives HW 5/629: CX/MSS/R393–CX/MSS/R394 (10–11 December 1944)

National Archives HW 5/630: CX/MSS/R395–CX/MSS/R396 (12–13 December 1944)

Bundesarchiv RL-III/734: Personelle und materielle Einsatzbereitschaft, Band 67 (20. Nov. 1944–10. Jan. 1945)

https://www.dancuny.com/camera-collecting-blog/2020/8/31/robot-luftwaffen-eigentum

https://en.wikipedia.org/wiki/Robot_(camera)