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In the decrypts most of the aircraft are identified by Stammkennzeichen with very few unit codes mentioned. The missions they flew were codenamed after Roman deities:

Some of the animal names used for parts of the Geschwader can be provisionally interpreted with reference to locations in the summer of 1944 or to aircraft assigned:

The post of Luftwaffe Liaison Officer to the Reichsführer-SS was abolished with the role being taken on by the Kommandeur of Fliegergruppe z.b.V. 7 (= air group for special employment).

The Fliegergruppe was raised to Geschwader status and a new 7. Staffel added. This was to be seen through by Luftflotte Reich and the Reichsführer-SS kept informed; the target date fro completion was 1 April.

Tiger advised all his subordinate Staffeln that “Because of particular incidents, the Reichsmarschall has ordered that before take-off aircraft are to be searched for stowaways. Cases which occur are to be reported immediately … to OKL Führungsstab 1 CL, Abwehr.”

A directive for the employment of the Geschwader’s aircraft were issued in the name of the Reichsführer. This drew attention to Göring’s repeated demands that due to the “strained” fuel situation flying activity be strictly supervised and limited. The territorial Höhere SS- und Polizeiführer were told to make clear to their allocated Staffeln that their aircraft were to be used solely for operations over the battle area or partisan districts; it was forbidden to use them for flights back to the Reich, baggage transport, personnel exchanges and so on. Those were all matters for the usual Luftwaffe courier routes or the rail network. No one any longer merited having a designated machine and pilot at his personal disposal, every aircraft must be employed for whatever tasks arose in its theatre of operations. Aircraft were not to be used where other means of transport were available and checks must be made that every flight was necessary for the prosecution of the war; only Luftwaffe personnel could sign off on a flight.

Fuchs had one Fw 189 at Paraf’yanov (75245/25 Ost), and Fw 58 and three Fi 156 at Minsk and three Fi 156 at Vileyka (65632/25 Ost), all places in Belarus.

Bussard reported four reconnaissance sorties and 20 in attacks on “partisan localities and wooded areas in 853/854”. Its strength included:

BF+DH (taken over by Luftflotte 6) [Ju 87], BG+MH, BH+TS [Fw 189], BL+DH, CB+VJ, CP+EQ, CS+GP, DF+RT, DG+QE, DJ+_H, GE+BJ, GE+PQ, GE+PS, GR+GK, KC+UG, KD+FU (in the workshop), KH+AT, KP+KU, NA+MB, NB+MN, NS+CH, PG+ZJ, PH+DF, PV+ZG, SW+ID, SW+RD, TE+JK

Maus reported flying seven reconnaissance sorties and one(?) transport.

A delayed cipher break revealed that on this date Tiger had asked Bussard to clarify whether Ju 87 GU+PQ had been given up to the Junkers repair facility in Warsaw or was still on strength.

Tiger upbraided Fuchs over an incomplete disposition report which should have included “at the very least the Kennzeichen of the aircraft … in Vileyka and Slonim”. Bussard was told for its part that the Ju 87 taken over by Luftflotte 6 (BF+DH, W.Nr. 140760) should not be listed in the monthly activity report but that another Ju 87 (NJ+DF, W.Nr. 140836) was missing from the last disposition report.

The Höchster SS- und Polizeiführer (SS and Police Commander-in-Chief) in Greece advised 5./Fliegergeschwader z.b.V. 7 in Zagreb that Fi 156 TH+MY had been serviceable on 31 May while the following day had seen a Frontflug with reconnaissance of the Peloponnesian area. On 5 June there had been a reconnaissance on the route Tatoi - Saloniki - Tatoi.

Taube reported 10% damage to an Fi 156 C-3/trop. (W.Nr. 1417, 9Q+TW) of the 6. Staffel at Skaugum, Oslo. Its crew, Oberleutnants Erwin Gliese (pilot) and Robert Hinke (observer) had apparently been engaged in air-to-ground radio communication with “RK” but its landing was delayed because a man from the Sicherheitsdienst (security service) had allowed smoke signals on the landing strip to burn out. When it did set down, damp turf temporarily increased the effect of the brakes and it rolled into a roadside embankment, then a fence, rendering the aircraft unable to take off again.

continued on next page …

PART TWO OF THREE

© Nick Beale 2023