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Bf-110E EG210.1 (S9+GK) $ Wolfgang Schenck Seschtschinskaja, Russia Sep 1941 01
Photo 01: Bf-110E, S9+AR, of Oblt. Wolfgang Schenck, Staffelkapitän of EG210.1 which became I./SKG210, seen at Seschtschinskaja in September 1941. The yellow Russian theatre band can just be seen ahead of the letter 'R' of the fuselage code. The individual aircraft letter 'A' is white with a thin black outline. The fuselage cross is a reversion to the earliest style used. The rudder shows the destruction of five Russian tanks, and the fin shows a total of 15 victory bars.

Pilots EG210 $ Wolfgang Schenck 1940 01
Photo 01: Wolfgang Schenck in the cockpit of a Bf-110. Schenck flew in the Polish and Western campaigns, being wounded on 16 May. He returned to flying on 4 September with I./Erpr.Gr.210. He then flew on the Russian front with SKG210 and ZG1, and later led the development of the Me-262 as a fighter bomber as head of 'Kommando Schenck' in mid 1944. His last flying duty was as Geschwader kommodore of KG51 flying Me-262s. He was a recipient of the Knight's Cross with Oakleaves.

Pilots SKG210 $ Wolfgang Schenck 1941 01
Photo’s 01-02: Two views of Hptm. Wolfgang Schenck at discussions about a forthcoming mission. The Knights Cross around his neck would date the photographs as post-14 August 1941. Note the cloth SKG210 emblem on the left breast of his jacket.

Pilots SKG210 $ Wolfgang Schenck 1941 03
Photo 03: Wolfgang Schenck, facing camera, is greeted alongside a staff car.

Pilots SKG210 $ Wolfgang Schenck 1941 04-05
Photo’s 04-05: Two views of Wolfgang Schenck about to board a staff car. Note the emblems of SKG210 and ZG1 on the mudguard.

Pilots SG2 $ Wolfgang Schenck 01
Photo 01: Wolfgang Schenck, Geschwader kommodore of SG 2, gives instructions to two of his pilots from the cockpit of his Fw-190.The writing on the photograph is in Schenck's own hand.

Pilots SG2 $ Wolfgang Schenck 02
Photo 02: 7 Wolfgang Schenck with his flying 1 overalls partly on, alongside a Fw-190

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

Canon Bf-110E EG210.1 (S9+AH) $ Schenck Sechinskaya 1941
Canon Bf-110E EG210.1 (S9+AH) $ Schenck Sechinskaya 1941 Blank
Canon Bf-110E EG210.1 (S9+AH) $ Schenck Sechinskaya 1941 NM
Bf 110E flown by Oberleutnant Wolfgang Schenk, Staffelkapitän 1./SKG 210, Sechinskaya, September 1941. Wolfgang Schenk went on to fly Me-262s, as a fighter-bomber, and the Fuehrer of the Einsatzkommando Schenk. skin by Canon, July 2004
http://www.canons-skins.com/

DR Bf-110E SKG210.1 (S9+AH) $Schenk Sechinskaya 1941
DR Bf-110E SKG210.1 (S9+AH) $Schenk Sechinskaya 1941 NM
Skin for Bf110C-4.
A Bf110E flown by Oberleutnant Schenk, Sechinskaya, in September 1941.
Based on template by P.Alfaro and UF Josse.
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WOLFGANG SCHENCK
Wolfgang Schenck, or 'Bombo' Schenck as he came to be known in Luftwaffe circles, was born on 7 February 1913 in Windhoek, German South West Africa. His father,Johannes, had moved there in 1901 and taken up farming. His mother died in 1921, and in 1923, 10 year-old Wolfgang and his sister moved back to Germany to live with family in Berlin. In his teenage years he lived in Krefeld and Kaln. In 1934 he returned to South West Africa and spent time working on a coffee plantation. However, as he already held the 'C' flying certificate for gliding, and 'A' certificate for powered flight, he decided to return to Germany to take up a flying career. He entered military service in December 1936 as an officer-cadet, and was posted to II./JG 132 'Richthofen' in Jiterbog in 1938.Through re-designations, this unit was eventually to become 1 Gruppe, Zerstörergeschwader 1 (/./ZG1), and it was with 1. Staffel of ZG1 that Wolfgang Schenck started his war service, taking part in the Polish campaign in September 1939 and the Norwegian campaign in the spring of 1940.

It was not until the Western campaign that he scored his first aerial success, on 11 May 1940. However on 16 May, in combat with nine Hurricanes, he was seriously wounded, but managed to return to base. Several months in hospital followed, and when he was fully recovered, he determined that he was going to rejoin his old Staffel. On his own initiative he established that 1./ZG 1 was now 1. Staffel, Erprobungsgruppe 210 (Erpr. Gr. 210). Accordingly, he travelled to France on 4 September and was in the crew room at Denain when EG210 returned from a mission over England. Meeting a disgruntled Oberleutnant Martin Lutz (the second Gruppenkommandeur, HjJtm. Hans von Boltenstern, had been lost over the Channel on the mission) he asked if Lutz could arrange for him to join 1./Erpr. Gr. 210. Lutz told him to leave it to him as he would make the necessary arrangements. Wolfgang Schenck's involvement with the unit was instant. With the loss of von Boltenstern, Martin Lutz became acting-Gruppenkommandeur, Obit. Werner Weymann, the acting-Adjutant moved to 1. Staffel to become acting-Staffelkapitan to fill the gap left by Lutz, and Wolfgang Schenck took up the post of Adjutant from 5 September.

From then on, matters moved at a fast pace. On 27 September Martin Lutz was lost in action, (his aircraft was found to have the mysterious 'Seilbomben' control box fitted when it was examined by RAF Intelligence Officers). One of the duties of the Adjutant was to oversee the equipment on the aircraft of the unit. Seilbomben was a device whereby a reinforced steel wire trailed from a set of pulleys under the fuselage of a Bf-110, with a small weight on the end of it. In the event of the invasion of England taking place, 1. Staffel would fly slow, low-level, missions trailing the 'wire rope bombs' over power cables in the invasion area. When the invasion was cancelled, Schenck had the all the control boxes removed from the 1. Staffel's aircraft, or so he thought. At one unit reunion he recounted the details of the Seilbomben device, but was dismayed when told of the fact that Martin Lutz's aircraft still had the control box in it when it came down in England. "I failed in my duty with that falling into British hands" he said. What Schenck did not know was that Lutz's normal aircraft had been damaged some days before he was shot down over England, so Lutz simply took a 1. Staffel Bf 110 for his own use. Schenck had the control boxes taken out of all the 1. Staffel aircraft, but had not checked the Gruppenstab Bf-110’s of the unit, where the rogue 1. Staffel Bf 110 with the Seilbomben control box still in place was on charge. Schenck remembered the words of Lutz before his last flight. Shaking Schenck's hand, he commented, "This is my last flight here.

In Denain my new 'N' is waiting [Bf-110E with armour and 90 octane up graded 'N' engine - author's note]. I will breathe free again after all when going into battle, but I will bite my arse should I end up on the end of a parachute this time: Generalfeldmarschall Albert Kesselring visited EG210 at Denain on 1 October 1940, and appointed Werner Weymann as acting Gruppenkommandeur. Schenck was appointed Staffelkapitan of 1. Staffel, and at the same time promoted to Oberleutnant.

Weymann was shot down into the English Channel on 5 October, and with 1. Staffel always taking the lead in the Gruppe's airborne formation, Schenck had gone from 'new recruit' to 'Gruppenführer' (Gruppe leader) of Erpr. Gr. 210 in just over four weeks! By the time the new Gruppenkommandeur, Major Karl-Heinz Lessmann from 11/ZG 2, was posted in on 1 November, Schenck was, in effect, the leader of Erpr. Gr. 210. So much so, in fact, that Lessmann bowed to Schenck's superior knowledge of the use of the Bf 110 as a fighter-bomber and flew as Number 2 to Schenck on all his missions with the unit.

Throughout the winter months Erpr. Gr. 210 was the only unit still ranged against England, and in 1941 missions were resumed against shipping and land-based targets. By the time the unit was re-designated I. Gruppe, Schnellkampfgeschwader 210 (SKG 210) and moved east to prepare for the attack on the Russia, Schenck had flown more than 50 fighter-bomber missions against England. Schenck continued to lead 1. Staffel once the campaign in the East opened up, and through his unstinting work with E1Pr. Gr. 210 and SKG 210, he was awarded the Ritterkreuz (Knights Cross) on 14 August 1941. There followed a short spell at Rechlin at the head of the Elprobungsstaffel Me 210, but in January 1942 he returned to his old Staffel, now 1./ZG 1. In March he was appointed Gruppenkommandeur of 1. Gruppe, ZG 1, by which time he had run up an impressive 18 aerial victories as well as claims for the destruction of enemy shipping, tanks and associated hardware in the early months of the Russian campaign.

Schenck moved to a staff position in the German Air Ministry in August 1942, but by the end of January 1943 he had been appointed Geschwaderkommodore of Schlachtgeschwader 2 and he transferred to the Mediterranean theatre and took up flying the Focke-Wulf Fw 190 in the fighter-bomber role. He had, in the meantime, been awarded the Eichenlaube (Oak leaves) to the Ritterkreuz on 30 October 1942 for his achievements in the fighter-bomber role. By 1943 the Allies were increasingly gaining the air superiority, and in December 1943 he was wounded in combat. Hospitalisation followed once again, and upon release he was appointed to the post of 'Inspizient del Schlachtjlieger'. In June 1944 Schenck was given responsibility for working up the Messerschmitt Me 262 as a fighter-bomber, and headed up the specialist unit for this purpose,'Kommando Schenck'.This led to his posting as Geschwaderkommodore of Kampfgeschwader 51 (KG 51), which unit was converting to the Me 262. His final appointment was Inspector for Jet fighters from February 1945 up to the war's end.

Wolfgang Schenck had undertaken over 400 combat missions, 40 of which had been in the Me 262. Post-war, he initially returned to South Africa and took up bush flying, clocking up over 17,000 hours flying time. Ultimately, he returned to Germany and settled in Marburg. In the 1980s and 90s he was always an honoured guest at the reunions of the Wespengeschwader. He passed away some years ago in his home town, his death going almost unnoticed among the Luftwaffe fraternity in Germany.

Wolfgang Schenck was one of the most important figures in aviation history, given his role in the development of the fighter-bomber under operational conditions, as well as his initial pioneering work in the use of the Me 262 in the same role. Today, the jet fighter-bomber is the major strike aircraft in the inventory of every air force in the world. Schenck's place in history is assured.

Messerschmitt Bf-110 - Germany

As a long-range escort, fighter the Bf-110C received a disastrous mauling at the hands of the RAF during the "Battle of Britain." Rather than protecting the bombers under escort, the Bf-110C formations usually found that they were hard pressed to defend themselves.

The Messerschmitt Bf-110 was an aircraft of very mixed fortunes. It has often been criticized for its failure during the Battle of Britain, while its successes in other fields have been largely ignored. Yet, this aircraft that did not match up to Luftwaffe expectations managed to serve Germany throughout the Second World War in long-range escort fighter, fighter-bomber, reconnaissance, ground attack and night fighter roles.

The long-range multi-seat escort fighter is possibly the most difficult of combat aircraft to design. Certainly no entirely successful machine in this category emerged from the Second World War, and when Professor Willy Messerschmitt began design studies for such a warplane towards the end of 1934 at the Bayerische Flugzeugwerke at Augsburg his problems would have seemed insurmountable had he possessed a full knowledge of interceptor fighter development trends abroad. Such a machine as was required by Marshal Goering to equip the elite "Zerstorer" formations that he envisaged had to be capable of penetrating deep into enemy territory, possessing sufficient range to accompany bomber formations. The fuel tankage necessary presented a serious weight penalty and called for the use of two engines if the "Zerstorer" was to achieve a performance approaching that of the lighter interceptor fighter by which it would be opposed. Yet it had to be manaoeuvrable if it was to successfully fend off the enemy's single-seaters.

Messerschmitt possessed no previous experience with twin-engined military aircraft when he commenced work on the Bf-110. Indeed, his first warplane, the single-seat Bf-109 , had been conceived only the previous summer. At the time, the most powerful aero engine of national design available was the Junkers Jumo 210A of 610 hp. It was obvious from the outset that a pair of such engines would be inadequate to provide the power needed for the relatively large and heavy fighter envisaged. However, the Daimler-Benz Aktiengesellschaft was actively engaged in developing a new twelve-cylinder liquid-cooled inverted-vee engine, the DB600 , which held promise of 1,000 hp; and on the premise that such engines would be available for his prototypes, Messerschmitt began the design of the Bf-110.

Designed to a 1934 requirement for a long range escort fighter, the first prototype Bf-110 made its initial flight on May 12,1936. A key factor in the design was the use of two Daimler-Benz DB 600 engines; subsequent difficulty in obtaining enough of these to power development aircraft meant that the Bf-110 could not be tested during the Spanish Civil War. Nevertheless, one aircraft was tested at the Rechlin evaluation center in 1937 and proved to be very fast, although not as manoeuvrable as hoped. Despite obvious shortcomings, the Bf-110 entered service in 1939 as the Bf-110C, powered by two 1100 hp DB 601A engines. Production was set up on a massive scale, and by the end of the year some 500 Bf-110s were flying operationally.

The Bf-110 was no match for the Thunderbolts escorting American B-17 and B-24 bombers over Berlin. By the time Germany invaded Poland on September 1,1939, ten Luftwaffe Gruppen had been equipped with the heavy fighter. Owing to the limited aerial opposition the Bf-110C was largely employed in the ground-support role, and after the fall of Poland little was heard of this much-vaunted machine until, on December 14,1939, it was encountered by a formation of twelve Wellingtons over the Heligoland Bight. But it was not until it was to come up against RAF fighters in 1940 that the Bf-110C was to receive its first real trial in combat and to be found wanting.

As a long-range escort fighter the Bf-110C received a disastrous mauling at the hands of the more nimble Hurricane and Spitfire during the "Battle of Britain". Rather than protecting the bombers under escort, the Bf-110C formations usually found that they were hard put to defend themselves, and the farcical situation developed in which single-seat Bf-109E fighters were having to afford protection to the escort fighters. The complete failure of the Bf-110C in the role for which it had been conceived led to its eventual withdrawal from the Channel coast but did not result in any reduction in its production priority.

Against Polish PZL fighters and other European countries the aircraft fared well, but when used during the Battle of Britain to escort German bombers, Royal Air Force fighters dealt heavily with the aircraft, forcing the Luftwaffe to switch to short-range Bf-109s for escort duties. Although the Bf-110s had failed in this primary task, production continued at a high rate; by 1945 no fewer than 6,150 had been built, ranging from Bf-110As to Gs. As later models became available, the early Bf-110Cs and Ds were transferred to the Middle East and Eastern Front.

Both the C- and D-models had almost disappeared from the European theatre by the summer of 1941, although they were being used extensively on the Russian front and in the Middle East. Production during 1940 had risen to 1,083 machines, but with the impending introduction of the Me 210 only 784 machines were produced in the following year.

By the end of 1942, in which year 580 Bf-110s were produced, production of this aircraft had again been stepped up as, on April 17, production of the Me 210 was canceled after numerous accidents, thus leaving a serious gap in the Luftwaffe's fighter and fighter bomber production program. To fill the gap an improved version of the Bf-110 was introduced, the G-series with the DB605 engine which provided 1,475 hp for take-0ff and 1,355 hp @ 18,700 feet. The pre-production Bf-110G-0 fighter-bomber was delivered for service evaluation late in 1942, and from early in 1943 G-series machines were encountered in increasing numbers. Apart from its engines the first production model, the Bf-110G-1, was similar to earlier fighter-bomber variants, and the G-2 differed principally in the armament installed: two or four 20-mm. MG 151 cannon and four 7.9-mm. MG 17 in the nose plus two 7.9-mm. MG 81 in the rear cockpit.

The Bf-110G, was intended for use originally as a fighter-bomber but, it was employed mostly as a night fighter. The Bf-110Es were capable of carrying a respectable bomb load of 4,410 lb (2,000 kg) as fighter-bombers, while straight fighter and reconnaissance versions were also built. These, and later versions, were operated with a fair degree of success in many war zones. The Bf-110F was basically similar to the E, but two new variants were produced - the 110F-2 carrying rocket projectiles and the F-4 with two 30 mm cannon and an extra crew member for night fighting. The last version, the Bf-110G, was intended for use originally as a fighter-bomber but, in view of the success of the F-4 and the increasingly heavy attacks on Germany by Allied bombers, was employed mostly as a night fighter.

From time to time Bf-110G night fighters were used on day operations. They were first employed as close escort to the Scharnhorst and the Gneisenau off the Dutch coast and Heligoland Bight, and in the summer of 1943 they fought American day-bomber formations whenever the latter flew unescorted. The Bf-110G groups sustained heavy losses during these actions owing to their pilots, trained in night-fighting tactics, going in close before attacking and being met by the heavy defensive fire of the bombers. They were no match for the Thunderbolts escorting American B-17 and B-24 bombers over Berlin.

It was in a Bf-110 that Rudolf Hess, Deputy Fuhrer of Germany, flew solo to Scotland on the night of May 10,1941, in the hope of negotiating peace terms with Britain, without Hitler's knowledge.

From time to time Bf-110G night fighters were used on day operations. They fought American day-bomber formations whenever the Americans flew unescorted.

Specifications:
Messerschmitt Bf-110G-4
Dimensions:
Wing span: 53 ft. 4 7/8 in. (16.27 m)
Length: 41 ft. 6 3/4 in. (12.67 m)
Height: 13 ft. 1 1/4 in. (4.0 m)
Weight:
Empty: 10,970 lb (4,975 kg)
Maximum loaded: 21,800 lb. (9,888 kg)
Performance:
Maximum Speed: 311 m.p.h. (500 km/h) @ sea-level.
342 m.p.h. (550 km/h) @ 22,900 ft. (6,979 m)
Service ceiling: 26,000 ft. (7,924 m)
Range: 1,305 miles (2,100 km) with maximum internal fuel.
Powerplant:
Two Daimler-Benz DB 605B twelve cylinder inverted-vee liquid cooled engines rated at 1,475 hp (1,099 kw) @ 2,800 rpm for take-0ff and,
1,355 hp (1,010 kw) @ 2,800 rpm at 18,700 ft. (5,699 m).
Armament:
Two 30-mm. MK 108 cannon and two 20-mm. MG 151 cannon in nose and, two flexible 7.9-mm. MG 81 machine-guns in rear cockpit.

Some of my main References Books:

Title: Zerstorer Volume One: Luftwaffe Fighter Bombers and Destroyers 1941-1945 (Luftwaffe Colours)
ISBN: 1903223571 EAN:978 1903223571
Authors: John J. Vasco Publisher: Classic Publications Format: Paperback
http://www.amazon.com/Zerstorer-Luftwaffe-Fighter-Destroyers-1936-1940-Luftwaffe/dp/1903223571/

Book Description
The Luftwaffe Zerstorer units, equipped with the twin-engined Me 110, were first used to great effect in the escort and air superiority roles against the Polish Air Force in 1939. Later these units took part in the occupation of Norway and Denmark, and during the Blitzkrieg against the west in 1940, when their numbers were expanded with the addition of new units. Considered by Goring to be among the elite of the Luftwaffe, the Zerstörer were deployed in the Battle of Britain, in the Balkans, North Africa and in the East, where Zerstörergruppen accounted for significant numbers of Russian aircraft destroyed on the ground and in the air. This is the first of two volumes covering the history of the Zerstörer squadrons between 1939 and 1945. Each volume adopts the traditional Classic approach of a detailed narrative matched with a comprehensive selection of photos, many previously unpublished, and specially prepared color artworks.

Title: Zerstorer Volume Two: Luftwaffe Fighter Bombers and Destroyers 1941-1945 (Luftwaffe Colours)
ISBN:190322358X EAN:9781903223581
Authors: John J. Vasco Publisher: Classic Publications Format: Paperback
http://www.amazon.com/Zerstorer-Two-Luftwaffe-Destroyers-1941-1945/dp/190322358X

Book Description
This is the second of two volumes covering the history of the Zerstorer squadrons between 1939 and 1945. Following the attack on the west, the Me 110 also saw major deployment in the North African and Mediterranean theatres. In the East, in the early phases of Barbarossa, the Zerstorergruppen accounted for significant numbers of Russian aircraft destroyed on the ground and in the air. As the war progressed and Germany moved over to the defensive, Zerstorer units flew the Me 210 and Me 410, which saw service as a bomber destroyer with units such as ZG1, ZG26 and ZG76 in the defense of the Reich, equipped with heavy cannon and 21cm air-to-air mortars. Also included with the scope of these titles will be a study of the Luftwaffe’s long-range Ju 88 maritime Zerstorer, which were used over the Atlantic and Bay of Biscay against Allied convoys and to provide escort for the U-boats as well as lesser-known types such as the Ar 240 and Ta 154.

Web References:
http://www.aviation-history.com/

Book References:
The Messerschmitt Bf-110 in Color Profile 1939-1945
John Vasco and Fernando Estanislau by Schieffer Publications.
ISBN:0-7643-2254-0