Lack of space????
I am not referring to 'square miles' but to the fact that as allied numbers grew they were able to roam Germany at will attacking anything that moved, from air fields to road ways, rail ways, even farm animals were not safe. I can post many examples of pilots in training being attacked or forced into the fight.
Norbert Hannig while serving as an instructor at Liegnitz (Ergänzungs-Jagdgruppe Ost) for example. Hannig's pupils were mostly new pilots and / or pilots transferring to fighters from bombers. Anyway, Hannig goes on to write that the Ergänzungsgruppen were to set-up Einsatzstaffel from existing pupils and instructors (3 Schwärme; 2 instructors, 2 pupils per schwarm).
These Einsatzstaffel would be pressed into battle against the Ami bombers:
By this time all training had been shut down at Liegnitz and the twelve Fw 190A-6s of the Einsatzstaffel prepared for take-off. When I climbed into the cockpit of my machine and checked the controls I discovered that a screw was inhibiting the full travel of the throttle. This had the effect of reducing engine output by ten per cent, which was a justifiable measure on training aircraft. It helped protect the engine and increased its number of flying hours. But in combat it could mean the difference between life or death if maximum engine power was not available.
When I asked the mechanic why this blocking screw had not been removed his answer was, 'Orders from above. They say enemy fighters aren't normally to be reckoned with in this part of the world - only those escorting bomber formations.'
The order to scramble was given. We took off in Schwärme, the Staffelkapitän leading the first with me heading the Rotte alongside him. Next came Heino Cordes and Michelka with their wingmen, followed by the two remaining Schwärme. I knew none of the trainees flying the wing positions. They were all pupils of other instructors.
It was about 11.00 hours an a beautiful summer's day; a blue sky with patches of cumulus sailing along between 1,000 and 4,000 metres., drawing little herds of shadows across the face of the peaceful sunlit landscape below. We climbed steadily northwards, the direction from which the enemy would appear. As we climbed we checked our R/T (ad lib: guess what they worked) and switched on our weapons. The 'armed' indicator lights came on and the clicking of the cannon breeches could be clearly heard through our lightweight summer helmets - all part of the routine for the old hares among us, but a new experience for the six trainees.
'To all cyclists, to all cyclists! Furniture vans now Hanni 7000, course east over the Baltice north of Rügen...
Hanni was the codeword for Höhe, or height. In other words, the enemy bombers were now north of the Baltic island of Rügen still headed eastward at an altitude of 7000 metres. The Staffelkapitän acknowledged receipt of the report with a 'Viktor, Viktor as we continued to climb to the same altitude as the bombers and attack them head-on. Each Schwarm was flying echelon right. I was in the number 3 slot to the leader. On either side of me the trainees were holding station well.
Again the controller's voice sounded in my ears: 'To all cyclists, to all cyclists! Furniture vans turning south direction Wollin, Hanni 7000... I repeat...' At a combined closing speed of something like 800km/h the distance between our two formations was now diminishing rapidly. With about 200 kilometres, or fifteen minutes to go before estimated time of contact I was keeping a sharp lookout ahead for the first sign of enemy bombers. We would have very little time to position ourselves properly for a frontal attack, and the firing pass itself would be over in a split second. We could probably be able to score a few hits, but actually to bring down a bomber would be a matter of pure luck.
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Before Hannig's Schwarm got into firing position the Staffelkapitän's engine in his Fw 190A-6 began emitting black smoke and his power fell off. He lost speed and began to drop altitude. Hannig and the two trainees of the Schwarm stayed with the Staffelkapitän. Hannig goes on to describe watching the other 2 Schwärme attack the bombers above. Seeing this he leads the 2 trainees back to altitude to attack the bombers.
He describes making a firing pass through the bombers and then seeing high condensation trails above them grouped in bunches of 4. Soon these were identified as Mustangs. Hannig writes:
Within seconds I had four, then eight, then twelve Mustangs sitting on my tail. But while I was flying close above the stream they were unable to open fire on me for fear of hitting the bombers. This dubious sanctuary did not last long. The high combined closing speed which had protected us during our frontal assault of the bombers now worked against me and I soon found myself hurtling past the last squadron in formation and out into clear sky beyond.
I immediately began to yo-yo; turning steeply, diving and climbing, climbing and diving. My pursuers didn't seem to know what to make of my Russian front aerobatics. They clung on grimly behind me, but couldn't hold me in their sites long enough to get in an effective burst. I spied a welcome bank bank of cumulus ahead of me and slightly below. After three more complete circles I was directly above one of the larger clouds. I yanked the stick to my belly and trod hard on full right rudder. My machine spun down into the cloud below.
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He goes on to describe how the Fw righted itself just under the clouds and how he spotted the P-51s above circling. He then 'put his nose down and got out of there'.
During this time he heard the cries the other LW pilots over the radio. Some bailing out, some on fire, some forced to ditch etc...
He then heard Heino Cordes calling for help. Cordes went to the deck and was headed south with a P-51 in pursuit with three more trailing. Hannig spotted Cordes passing under him and replied:
'Hang on, Heino,' I shouted, ' I am coming down.' I dived towards the ground as fast as my doctored throttle would allow. At a range of 300 metres I let loose a few bursts at the three P-51s bringing up the rear of the chase. When they spotted me they broke into a 360 degree turn which put them out of the running for a while.
Now I could concentrate on the Mustang sitting behind Heino. He showed no sign of abandoning the pursuit. But if I wanted to knock him off Heino's tail it would have to be a team effort. Heino would have to move out of the way the instant I said so. Otherwise the fire I directed at the P-51 might hit Heino's machine directly ahead of it as well.
I edged closer, 'Heino, get ready - left rudder now!' Heino had just put on right rudder. By reversing almost immediately he took the Ami pilot by surprise. The Mustang was still fishtailing full right rudder and suddenly there was empty sky in front of him. I had the clear field of fire I needed. At this range I could not miss. And at this altitude the result was inevitable. The Mustang's nose went done a fraction and it cartwheeled into the ground. The other three P-51s which had been closing in behind me broke off and climbed away to rejoin the formation high above.
I closed up alongside Heino. " Any idea where we are?' I asked in plain language. 'My red light's starting to flicker.' 'I haven't got a clue,' he answered, 'But the Oder should be coming up soon.'
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They made their way home. Upon landing Heino's FW had 21 50 cal holes in the wings and fuselage. Hannig's FW was damaged as well.
Of the 12 FW 190A-6s sent up (6 instructors, 6 trainees) one landed with undamaged with engine trouble (Staffelkapitän's), two returned damaged (Hannig's and Heino's), five made emergency landings with their pilots wounded, dead or dying, and four pilots bailed out, two being shot while hanging in their 'chutes. One of the pilots who bailed out described what happened to him and that P-51s made several gun passed on his parachute as it laid on the ground. He was lucky to make to a potato patch and hide while this was going on.
