IL2

Bordfunker NJG2.1 $Carlos Nugent 01

Photo 01: The role of the Bordfunker was extremely important in night fighter operations. Carlos Nugent was posted to I./NJG2 in May 1942 and became Heinz Rökker's Bordfunker. Nugent flew almost 150 missions with R6kker, participating in 62 of his 64 victories, and on 28 April 1945 became one of oniy a very few Bordfunkers decor;lted with the Knight's Cross. In this portrait, Fw. Nugent is shown wearing the German Cross in Gold which he received on 1 January 1945.

Junkers Ju-88C NJG2.1 (R4+CK) $Heinz Rokker W.Nr 5664 Catania Sicily 1941 01

Photo 01: Lt. Heinz Rokker of I./NJG2 also flew this Ju-88 C, W.Nr. 5664, shown at Catania after a landing accident in which the port undercarriage collapsed. The aircraft, coded R4+CK, was evidently on loan from 2. Staffel.

Junkers Ju-88C NJG2.1 (R4+_K) $Heinz Rokker Catania Sicily 1941 01

Photo 01: In July 1940, II./NJG1 specialised in mounting night intruder operations to British bomber aerodromes which had been located by radio intercepts. On 11 September 1940, the Gruppe was redesignated I./NJG2 but the number of intruder aircraft available was inadequate and the perceived lack of results resulted in the end of such operations on 12 October 1941. In mid-November 1941, I./NJG2 was ordered to the Mediterranean theatre and was based at Catania in Sicily. On its arrival at Catania, the Gruppe flew daylight missions to escort convoys of vital supplies destined for German troops in North Africa as well as night intruder sorties over Malta, Crete and North Africa. This Ju-88C-6 was flown by Lt. Heinz Rokker of 1. Staffel and although the person on the right is unknown, the NCO on the left is Rokker's Bordmechaniker, Uffz. Georg Frieben. The absence of flame dampers over the exhausts suggests the aircraft was used predominantly for daylight operations although it is clearly equipped with Lichtenstein radar. As the C-6 was originally intended as a day Zerstorer, it is finished in a 70/71/76 scheme but with a tan wave-mirror overspray on the uppersurfaces and spinners.

Pilots NJG2.1 $Heinz Rokker 01

Pilots NJG2.1 $Heinz Rokker 02-03

Photo 02-03: After entering the Luftwaffe in October 1939 and qualifying as a pilot, Heinz Rökker underwent night fighter training at Neubiberg near Munich. On joining the Nachtjagd he was posted to I./NJG2 on 6 May 1942 and remained with this Gruppe until the end of the war.

"I saw ahead of me the shadow of a Wellington"

LT. HEINZ ROKKER, I./NJG2

In November 1941, just a month after the cessation of their long-range intruder missions to England, l/NJG2 was transferred to Catania in Sicily. From here they were deployed on long-range night fighter missions to Malta, Sicily, Crete and to North Africa where, in June 1942, Lt. Heinz R6kker of l/NJG2 achieved his first night victories.

My first night fighter victory came on 25 June 1942 in North Africa. With Carlos Nugent as my radio operator and Georg Frieben as mechanic, we had taken off from Derna at 22.00 hrs with the task of finding and shooting down in freelance action, enemy aircraft that were. bombing German supply traffic. It was a bright, moonlit night. Visibility was good, as one would expect in a desert climate. In order to better locate their targets, the British were using flares, but by doing so they made our job easier because, logically, they must have been close to and above the flares. Finding the bombers' altitude, however, was a matter of luck. We discovered that the height from which they carried out their attack was mostly in the region of 500 to 1,000 metres, because at this altitude they were just out of the range of the light Flak, and the 8.8 cm guns of the German anti-aircraft units could only rarely be brought into action because it was more important to deploy them in the front line.

At 23.45 hrs, in the vicinity of Mersa Matruh, at an altitude of about 500 metres and a range of about 400 metres, I saw ahead of me the shadow of a Wellington. At once I switched on my guns and the reflector sight (Rem) and opened my throttles in order not to let the enemy out of my sight. I had not, however, allowed for the slow speed of the Wellington, so that I approached the aircraft so rapidly that I only had time to throttle back and give a short burst. I scored hits in the fuselage and the tail unit without coming under fire from the rear gunner, who had been taken completely by surprise by our rapid appearance. I had approached the bomber so quickly that it was only with difficulty that I avoided a collision. I managed to dive away when I was only a few metres below the burning enemy aircraft. I flew a full circle and then, through a thin layer of cloud, we saw the enemy machine hit the ground in flames.

During the same night, at about 00.09 hrs, we located another Wellington at about the same altitude. I adjusted my speed to that of the bomber and then shot its port engine into flames with a single burst. Without any defensive fire from the rear gunner, the aircraft went into a dive, but when it was near the ground it pulled out and made a belly landing. As it did so, the fabric covering the fuselage caught fire, and we could clearly see the lattice construction in the light of the flames. We landed at Derna without any problem at 02.10 hrs.

I had a very negative experience when I shot down my next Wellington on 28 June 1942, again near to Mersa Matruh, which I picked up at a height of 600 metres. We had taken off from Derna at 21.40 hrs and saw the Wellington at approximately 23.58 hrs. After matching its speed I moved into firing position and pressed the firing buttons. Unfortunately, only one machine gun and one cannon fired. We saw that we had scored hits, but the Wellington did not catch fire and immediately went into a dive. I was faster, however, and by reason of the good visibility it was unable to escape. In pursuing it we came close to the ground. Although we were flying close to the Wellington we did not receive any defensive fire from the rear gunner. It is probable that he was hit in the first burst of fire. Finally, we were flying so low that I could clearly see a group of lorries below me. I opened fire again, and set its port engine on fire. As I did so the Wellington lost speed so suddenly that despite throttling back I was unable to stay behind the enemy but overtook him on his port side. Suddenly there was a metallic noise in our cabin that I recognised from the first time I was shot down. We had come under fire from the nose gunner of the Wellington flying alongside, who was bravely defending his machine despite the burning engine. Again we saw the Wellington make a belly landing.

As we had been hit in the crew cabin and my radio operator and I both had slight splinter wounds, I began to climb in order to return to base. Suddenly we noticed that the water temperature indicator and the oil temperature on the starboard engine had risen to 'maximum'. I immediately feathered the airscrew and switched the engine off. As we did this, we were no higher than about 200 metres. Suddenly Carlos Nugent shouted out, "The port engine's on fire'" Because I was concentrating on switching off the starboard engine I hadn't been looking at the port instruments. Red flames were coming from the port engine.

The pilot of a Ju-88 had only a remote chance of survival if he tried to bale out through the ventral gondola at so Iowan altitude, and if he tried to get out through the cabin roof he was in great danger of hitting the tail fin, so I decided to make a belly landing in the desert. To make matters worse, as happened almost every night, a sheet of fog had formed on the ground. We had to rely on fliers' luck to find a suitable spot on the desert floor. The landing flaps were lowered successfully, and in that way we came down towards the ground in a state of tense awareness.

With my good night vision I could soon see the desert floor and started my first belly landing. In doing so, however, I stalled the aircraft very early in order not to hit the ground at high speed and so increase the danger of fire. The result was a 'passenger lift landing'. Our tail-wheel touched the ground first. There was a heavy bump and the aircraft came to a halt after skidding no more than about 50 metres. There was a great cloud of dust, and then an eerie silence. My radio operator jettisoned the cabin roof as we touched down.

We left the aircraft by the rear exit as quickly as possible. The port engine was no longer burning as it had probably been extinguished by the desert sand. The belly gondola had been ripped off and was lying about 50 metres behind us. Fortunately, however, the ground thereabouts was relatively flat. After our first shock we were able to inspect the damage to the engines at our leisure. We could only find two shell holes in each engine and one in the cabin. It was a puzzle to us how we had come to be forced to make an emergency landing by only three hits. Probably the same hits had penetrated the water pipes in each motor. As we were getting our parachutes out of the aircraft, German soldiers approached out of the darkness with their machine pistols at the ready. They thought they were going to be able to take a British crew prisoner.

We identified ourselves as a German crew and told them of our success and our bad luck. The Wellington was probably lying in the desert several kilometres away and further from the road. We never heard what became of the crew.

It was with heavy hearts that we took our leave from our fine Ju-88. It felt to me as if I was having to leave a badly wounded comrade behind. The German soldiers took us in a lorry to their camp. They belonged to a reinforcement unit. We were supplied with blankets and offered one-man foxholes to sleep in and as protection against bomb splinters, because there were several hours to go before sunrise. When I woke up the following morning, there was a scorpion on my blanket. He was carefully shaken off and quickly disappeared beneath some stones. Because of the distance involved and the remoteness, there was no question of informing our unit. Naturally, we wanted to be back at Derna as soon as possible. We left our parachutes behind and were able to travel in the back of an empty lorry in the direction of Tobruk, where the two drivers were going to recover food from a British supply depot which had fallen undamaged into German hands following the fall of Tobruk. Following an adventurous ride in the open lorry we reached Tobruk that evening.

The next day we began by going for a swim in the bay of Tobruk. Suddenly, Carlos gave a loud cry, waving his hands about and thrashing with his feet. We didn't know what was happening at first, but when he got back on land we saw that he had been bitten by a shark. On the lower part of his back could be seen the bleeding row of wounds of a shark's teeth. When we had recovered from the shock we went to the British supply depot. We each stuffed a British rucksack with preserved foods from all over the world. The contents of a pineapple tin had never tasted so good to me as they did on that day. Then we reported to our unit, which had already posted us missing. The same day we were picked up by car and greeted enthusiastically by our unit.

From one of Heinz Rökker victims:

Crew RAF 514Sqn $Thomas Harvell

" ... there was the unmistakable thump of cannon fire, and I glimpsed tracers going up vertically on the port side of the bombardier's observation window"

SGT. THOMAS HARVELL, 514 SQUADRON, BOMBER COMMAND

A formal photograph of Sgt. Thomas Harvell of 514 Squadron showing the Flight Engineer's brevet on the left breast pocket of his tunic. During an attack on Stuttgart on 28 July 1944, Sgt. Harvell's Lancaster was attacked and shot down by a Ju-88. It is believed that the pilot of this night fighter was Hptm. Heinz Rökker of 2./NJG2, who claimed two bombers that night.

I was the Flight Engineer of Lancaster LM206 that took off from Waterbeach at 21.40 hrs on the evening of 28 July 1944, destination Stuttgart. 1 occupied a seat next to the pilot, F/Lt. Robert Jones, carrying out the duties of a co-pilot. This was our twelfth operation, and the second to Stuttgart in three nights. We flew across France at 11,000 feet, skirting to the south of Paris in comforting cloud until we reached the area of Lorraine when we climbed to 14,000 feet into startling, bright moonlight. It was then that some Flak burst close to the aircraft and the skipper, Bob Jones, told me to go into the bombardier's compartment and release some bundles of 'Window'. I wriggled down through the small hatch of the bombardier's compartment and, as I was doing this, the voice of the rear-gunner, Sgt. Alfred Braine, came over the intercom reporting fighter flares being dropped some distance away and from above us.

I had just pushed out two packets of 'Window' when there was the unmistakable thump of cannon fire, and I glimpsed tracers going up vertically on the port side of the bombardier's observation window. This was immediately followed by a bright glow of fire that emanated from the area of the port inner engine. Then I heard the rumble of the hydraulic system and I realised that the bomb bay doors were being opened. The aircraft reared up as the 8,000lb bomb load was released and the skipper's voice came over the intercom saying, "I have let the bombs go, Ken!" This was addressed to our bomb aimer, F/O. Kenneth Loader, who was back assisting the navigator, F/Sgt. George Robinson.

I felt frustrated at not being in my usual place in the cockpit and was attempting to get back when the aircraft started to go down. At this moment the skipper informed us, "You had better get out lads!" I re-entered the bombardier's compartment where there was an escape hatch in the floor. As I did so, I had a last look at Bob Jones, who was now out of his pilot's seat and was standing up in the cockpit. I sat on the glycol tank in the compartment and attempted to reach the release toggles of the escape hatch, but the g-forces were now so great that I could not do so. Then came the thump of another burst of cannon fire, followed by a rush of warm air and I was catapulted head first into the domed observation window in the nose of the bomber and blacked out.

When I came to, I realised that I was falling free of the Lancaster and I deployed my parachute. I saw that burning debris from the aircraft was falling towards the canopy of my chute, so I spilt some air out of it from one side so that I went into a sideways glide away from the debris. I landed in a field and badly twisted my right knee, and my scalp was bleeding from lacerations caused when the Lancaster exploded. I was now some distance from the burning wreckage of the aircraft and I later learnt that the only other survivor from the crew was the navigator, George Robinson, who had landed close to the wreckage and was taken prisoner. I evaded capture and, using the alias of Charles Hautier, continued fighting the war with a Maquis group, the guerrilla arm of the French Resistance.

"My last victory had almost sealed our fate"

HPTM. HEINZ ROKKER, 2./NJG 2

In the cockpit of his Ju-88 night fighter and wearing full flight gear; Heinz R6kker prepares for a night sortie. R6kker flew 161 such sorties and claimed 63 victories at night plus one day victory. During a three-year operational career with L/NJG 2, this pilot flew operations in the Mediterranean, Africa and Western Europe. In the following account, Hptm. R6kker and his crew were flying a Ju-88G night fighter: 18.30 hrs on 15 March 1945, I took off from Twente with my crew, Funkmess-Funker Carlos Nugent, Boden-Bordfunker Hanns Mattar and Beobachter Fritz Wefelmeier, on a night operation against a British bomber attack on Hagen. It was not until the attack was almost over that we knew the target. At 20.50 hrs, after a long period of searching, we found a four-engined aircraft with twin rudders at an altitude of about 4,500 metres. I fired at it from below with my 'Schrage Musik' and it caught fire, went into a dive and crashed in flames.

Immediately afterwards, at 20.52 hrs, we picked up another four-engined bomber with twin rudders at the same height. He too was dispatched from below with 'Schrage Musik' in the tried and tested way, and crashed in flames. The bombers were on their way back home from the target, flying in a south-westerly direction, and they attempted to evade the German defenders by diving at high speed. In pursuing the bombers towards the south-west we soon found ourselves over Belgian and French territory, which was already occupied by the Allies. Suddenly; we saw beneath us a brightly illuminated airfield. It could not be a German airfield, because we saw two aircraft flying around it with their navigation lights on.

Towards the end of the war, the British often switched on their navigation lights when taking off, forming up or landing because, during mass attacks by up to a thousand bombers, they were afraid that aircraft might collide. At this time, the risk of being shot down by a German intruder was less than that of a collision. In order to avoid becoming a target for a British intruder, we never switched on our navigation lights during the whole war.

It goes without saying that I immediately positioned myself under this aircraft, which was flying at about 1,000 metres and was probably waiting for permission to land. It was a twin-engined machine with twin rudders. We did not recognise the type. One burst with 'Schrage Musik' and it caught fire and crashed in flames at 21.26 hrs ¹ I turned my attention to my second victim, who seemed not to have seen the other aircraft go down and kept on flying straight ahead, still with his navigation lights switched on. The machine was coming into land, and when we caught up with him we saw that it was a Mosquito. It had already lowered its undercarriage and was just crossing the airfield boundary. As I could no longer get beneath it to shoot it down with 'Schrage Musik', I quickly switched on the forward gunsight and shot it down with my four forward-firing cannon. The burning aircraft came down on the airfield at 21.34 hrs and crashed in flames. To our surprise we saw no anti-aircraft fife. We later discovered that this airfield was St. Trond, which the Allies had occupied and were using as an operational base.

¹. Heinz Rökker was subsequently credited with destroying a B-25. The Mosquito shot down on the same night was Rökker's 64th victory and proved to be his last of the war.

As there were no more enemy aircraft to be found, we turned on a heading for home. Suddenly, I saw that the temperature gauge for the starboard engine had risen to its maximum level. When we shot down the Mosquito, a piece of debris must have hit the radiator. I switched the starboard engine off straight away so that I would be able to switch it on again for landing. Hanns Mattar established contact with Twente and told our unit that we would be landing in a short time with only one engine. However, our airfield was covered in ground fog and we were told to divert to Vechta. Nevertheless, I flew on to Twente so that I could confirm for myself whether a landing was possible. Old pilots are always drawn to their home base, just as horses are drawn to their stable, but the airfield was indeed covered in a milky soup and a normal landing was out of the question.

We were not wildly enthusiastic about being diverted to Vechta, because swanning about in the darkness on one engine is no fun, but at 22.45 hrs we made good visual contact with the airfield. Hanns Mattar informed the field by radio that we were coming in with only one engine and we received immediate landing clearance. Once we were on the circuit, I restarted the starboard engine and came in over the approach lights and towards the runway with my undercarriage down. Just when I had almost reached the airfield boundary, I was alarmed to see that, just ahead of me, another aircraft was making a belly landing on the concrete runway. The aircraft slid along the runway spraying sparks like a comet, and at the same moment the airfield lighting was switched off. Now what? To try and overshoot with a faulty engine was too risky, but in critical situations such as this, one acts instinctively. I was already so low that I could see the ground by the light of my landing lamp, and with mixed feelings I decided to make a blind landing parallel to the runway.

After a few bounces, our machine came to a halt on the periphery of the airfield, but then small flames appeared from the starboard engine. The fire crews arrived at high speed, but there was nothing for them to do, however, because when I switched off the engine, the flames extinguished themselves.

What had happened was that the aircraft that had made the belly landing had been unable to contact Vechta by radio and, of course, the control tower thought that it was we who had made the belly landing. They therefore immediately switched off the airfield lighting as a precaution against English intruders, and thus my last victory had almost sealed our fate!

Additional Sources:

Heinz Rökker was born on 20 October 1920 at Oldenburgh. He joined the Luftwaffe in October 1939 and began flying training with Flieger-Ausbildungs-Regiment 22 at Güstrow in July 1940. In August 1941 he attended Blindflugschule 5 at Belgrade-Semlin before completing his training in September 1941 at Nachjagdschule 1 at Neubiberg near München. Rökker was posted to I./NJG2 operating in the Mediterranean theatre on 6 May 1942.

Leutnant Rökker was assigned to 1./NJG2. On 20 June 1942, Rökker shot down a RAF Beaufort twin-engined bomber, by day, over the Mediterranean Sea whilst transiting from his base at Catania to Kalamaki in Greece. His aircraft received 25 hits from return fire during the action but he landed safely at Kalamaki. From bases in Libya, he undertook intruder missions over Egypt claiming four RAF Wellington twin-engined bombers shot down. On 4 August 1942, 1./NJG2 was relocated to Belgium. Rökker was appointed Staffelkapitän of 1./NJG2 on 15 December 1942. 1./NJG2 was relocated back to the Mediterranean theatre based in Sicily on 16 February 1943. Rökker undertook night fighter missions over Sicily and Tunisia, recording a RAF Wellington twin-engined bomber shot down near Marsalla on the night

of 19/20 April to record his sixth victory. On 2 July 1943, Rökker led the unit back to northern Europe to undertake Reichsverteidigung duties. Rökker enjoyed much success at this time, claiming three victories on each of the nights of 15/16 March 1944 (12-14), 22/23 March (15-17) and 24/25 March (18-20). Rökker was appointed Staffelkapitän of 2./NJG2 on 1 April 1944. On the night of 6/7 June, he claimed five British bombers shot down in the area of the Allied landings in Normandy (29-33). Oberleutnant Rökker was awarded the Ritterkreuz on 27 July 1944.

He recorded his 40th victory on the night of 7/8 August. On the night of 4/5 November, he shot down four enemy aircraft (42-45). He recorded three victories on the night of 3/4 February (50-52). He claimed six enemy aircraft on the night of 21/22 February (56-61). Hauptmann Rökker was awarded the Eichenlaub (Nr 781) on 12 March for 60 victories.

On the night of 15/16 March, Rökker recorded four enemy aircraft shot down (61-64) as his last victories of the war, including a RAF Mosquito twin-engined bomber shot down over his airfield at St Trond. Heinz Rökker was credited with 64 victories in 161 missions. He recorded 63 of his victories at night, including 55 four-engined bombers.

No Date Time A/c Type Unit Location / Comments

1 20.6.1942 17:20 Beaufort 1./NJG2 near Crete

2 25.6.1942 23:45 Wellington 1./NJG2 50km SW Mersa Matruh / Wellington of 37Sqn RAF

3 26.6.1942 0:09 Wellington 1./NJG2 40km SW Mersa Matruh

4 28.6.1942 23:58 Wellington 1./NJG2 60km SE Notland / Wellington of 108Sqn RAF

5 28.7.1942 23:10 Wellington 1./NJG2 E Tobruk

6 19.4.1943 1:15 Wellington 1./NJG2 Marsalla

7 24.8.1943 0:35 Lancaster 1./NJG2 SW Berlin

8 24.8.1943 0:50 Lancaster 1./NJG2 SSW Berlin

9 20.12.1943 19:47 Lancaster 1./NJG2 N Frankfurt

10 24.2.1944 22:43 Stirling 1./NJG2 Heilbronn

11 25.2.1944 21:43 Lancaster 1./NJG2 W Hagenau

12 15.3.1944 22:26 Lancaster 2./NJG2 near Saarbrücken

13 15.3.1944 22:35 Lancaster 2./NJG2 near Hagenau

14 15.3.1944 23:55 Lancaster 2./NJG2 30km W Stuttgart

15 22.3.1944 21:30 Lancaster 2./NJG2 near Aurich

16 22.3.1944 22:27 Viermot 2./NJG2 near Koblenz

17 22.3.1944 22:35 Halifax 2./NJG2 N Koblenz

18 24.3.1944 22:50 Lancaster 2./NJG2 between Berlin and Leipzig

19 24.3.1944 23:20 Halifax 2./NJG2 near Halle

20 24.3.1944 23:48 Lancaster 2./NJG2 S Kassel

21 26.3.1944 22:35 Viermot 2./NJG2 Mönchen Gladbach

22 23.4.1944 1:58 Lancaster 2./NJG2 50km NW Düsseldorf

23 25.4.1944 2:05 Viermot 2./NJG2 30km NE München

24 28.4.1944 1:39 Halifax 2./NJG2 Freiburg in Breisgau

25 12.5.1944 0:23 Viermot 2./NJG2 20-50km NW Brussels

26 12.5.1944 0:35 Viermot 2./NJG2 Zeebrügge See

27 12.5.1944 0:49 Viermot 2./NJG2 05 Ost S/2234

28 28.5.1944 2:08 Halifax 2./NJG2 20-40km NW Eindhoven

29 7.6.1944 2:42 Viermot 2./NJG2 10-50km SW Caen

30 7.6.1944 2:48 Viermot 2./NJG2 10-50km SW Caen

31 7.6.1944 2:51 Viermot 2./NJG2 W Caen

32 7.6.1944 3:01 Viermot 2./NJG2 W Caen

33 7.6.1944 3:08 Viermot 2./NJG2 W Caen

34 25.6.1944 0:16 Viermot 2./NJG2 S Dieppe

35 26.7.1944 3:21 Viermot 2./NJG2 Romilly

36 26.7.1944 4:38 Viermot 2./NJG2 NW Châteaudun

37 29.7.1944 0:14 Viermot 2./NJG2 Orléans

38 29.7.1944 1:17 Viermot 2./NJG2 50km NE Chaumont

39 7.8.1944 23:29 Viermot 2./NJG2 near Le Havre

40 7.8.1944 23:35 Viermot 2./NJG2 NE Le Havre / Lancaster (ND817) of 582Sqn, RAF

? 8.8.1944 0:06 Viermot 2./NJG2 E Le Havre

? 19.10.1944 21:48 Viermot 2./NJG2 Pirmasens

42 4.11.1944 19:31 Viermot 2./NJG2 Quadrat KP

43 4.11.1944 19:36 Viermot 2./NJG2 Quadrat KP

44 4.11.1944 20:00 Viermot 2./NJG2 Quadrat KN

45 4.11.1944 20:06 Viermot 2./NJG2 Quadrat KN

46 1.1.1945 20:07 Viermot 2./NJG2 Quadrat ML

47 5.1.1945 19:19 Viermot 2./NJG2 Quadrat FT

48 5.1.1945 19:29 Viermot 2./NJG2 W Hannover

49 1.2.1945 19:46 Viermot 2./NJG2 Koblenz

50 3.2.1945 19:31 Viermot 2./NJG2 Quadrat LO

51 3.2.1945 19:51 Viermot 2./NJG2 Quadrat KN

52 3.2.1945 19:56 Viermot 2./NJG2 Quadrat KN

53 8.2.1945 0:21 Boston 2./NJG2 Eindhoven

54 14.2.1945 22:03 Viermot 2./NJG2 Quadrat PU

55 21.2.1945 20:46 Viermot 2./NJG2 Quadrat IM

56 21.2.1945 20:56 Viermot 2./NJG2 Quadrat KM

57 21.2.1945 21:06 Viermot 2./NJG2 Quadrat LM

58 21.2.1945 21:12 Viermot 2./NJG2 Quadrat LL

59 21.2.1945 21:13 Viermot 2./NJG2 Quadrat LL

60 21.2.1945 21:19 Viermot 2./NJG2 Quadrat LL

61 15.3.1945 20:50 Viermot 2./NJG2 Quadrat LO

62 15.3.1945 20:53 Viermot 2./NJG2 Quadrat LO

63 15.3.1945 21:26 Viermot 2./NJG2 St Trond

64 15.3.1945 21:34 Mosquito 2./NJG2 St Trond

Victories : 64

Awards : Ehrenpokal (12 June 1944)

Deutsches Kreuz in Gold (13 June 1944)

Ritterkreuz (27 July 1944)

Eichenlaub (12 March 1945)

Units : NJG2

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