The best pilots aces of the second world. The best aces of the Second World War! Reprimand complete with award

Dedicated to the victory of the Soviet people over Nazi Germany in the Second World War ...

During the Second World War, the level of development of military aviation technology in countries such as the USA, England, Germany, the USSR reached such a high level that the outcome of air combat began to depend not on which aircraft the pilots of the opposing sides flew, but solely on personal qualities of pilots, from their talent, skill and a certain amount of luck, good luck.

Goering's chicks.
During the Second World War, the level of development of military aviation technology in countries such as the USA, England, Germany, the USSR reached such a high level that the outcome of air combat began to depend not on which aircraft the pilots of the opposing sides flew, but solely on personal qualities of pilots, from their talent and skill.
From this position, German pilots seem to be the most "high-quality".
So by the end of the war, there were 34 pilots in the Luftwaffe who shot down more than 150 enemy aircraft, and about 60 who scored from 100 to 150 victories.
The best German pilot Erich Hartman destroyed 352 aircraft.
Against the background of such indicators, the successes of the masters of air combat of the countries - opponents of Germany look rather pale.
For example, the American ace number one R. Bong won only 40 victories, and the most successful English pilot D. Johnson - 38.
The Soviet pilots showed themselves somewhat better.
At the end of the war, the Soviet Air Force had 7 pilots who destroyed more than 50 enemy aircraft. The most productive ace was Ivan Kozhedub, who won 62 victories. He is followed by A. Pokryshkin - 59 victories, Gulaev - 57, G. Rechkalov - 56, K. Evstigneev - 53, A. Vorozheikin - 52, D. Glinka - 50.


The most fantastic successes of the pilots were on Eastern Front.
The best Luftwaffe pilots fought here: Erich Harmann - 352 victories, Gerhard Barkhorn - 301, Gunther Rall - 275, Otto Kitel - 267, Walter Novotny - 258, Wilhelm Batz - 242.
The six pilots listed above destroyed 1695 enemy aircraft.
For comparison: one of the most productive fighter corps of the Soviet Air Force under the command of Hero Soviet Union K. Savitsky destroyed 1653 aircraft.
That is, it turns out that 6 German aces were higher in their effectiveness than several Soviet fighter regiments.
The achievements of Erich Hartmann seem even more incredible: fighting on the Eastern Front, he destroyed more than 3 air divisions.
It seems that the German pilots were a head taller than the Soviet pilots.
The question arises: is this so, and if so, is there any real explanation for the phenomenon of German aces, or should it be explained different kind intangible factors, such as the predisposition of the German nation to air supremacy, as the head of the Luftwaffe Hermann Goering said.
It must be said right away that Goering's statement should not be taken seriously.
His words could explain, say, the high average level of German pilots, which, by the way, was not higher than the average level of pilots of any other country, but not the achievements of the best German aces.
After all, in any other country, talented pilots should have been found, albeit in smaller numbers than in Germany; and other things being equal, their results should have been approximately equal to those of the best German pilots.
It is hard to believe that neither in England, nor in the USA, nor in the Soviet Union was there a single as talented pilot as Erich Hartman or Walter Novotny.
However, none of the countries opposing Germany gave pilots with as many downed aircraft as the German aces.
Therefore, apparently, the real causes and conditions underlie the phenomenal success of Goering's chicks.


Flight training of Stalin's falcons.
The simplest, most plausible at first glance, and the most common explanation for the high performance of the German aces is the low flight training of Soviet pilots.
On the surface, this seems to be true.
In the initial period of the war, a significant part of Soviet aviation was destroyed.
Only on June 22, 1941, the losses of the Soviet Air Force amounted to 1200 aircraft, of which 800 were destroyed at airfields, and 400 in the air.
The losses of personnel were also great.
In this situation, Soviet aviation schools organized accelerated pilot training courses.
By 1942, this pilot training system began to operate at full capacity, and many young pilots began to enter the combat regiments of the Soviet Air Force.
So, the average flight time of a graduate of an aviation school ranged from 13 to 34 hours, of which only 3-4 hours on military equipment.
It would be natural to assume that young Soviet pilots became easy prey even for ordinary Luftwaffe pilots, who, after graduating from flying schools, had a flight time of 400 hours, not to mention aces.
If we accept the version that the Soviet Air Force crushed the Luftwaffe with a large number of poorly trained pilots, then it would be natural to assume that in this case, the losses of Soviet aviation should significantly exceed the losses of German ones.
And this is just not observed. The losses of both sides during the Second World War are approximately equal.
By the way, the German aces themselves never pointed out the weakness of the flight training of Soviet pilots, moreover, they claimed that of all the pilots they had to meet in air battles, the Russians are the strongest and cannot be compared to any with the Americans, neither with the British, nor with the French, who can in no way be reproached for poor flight training.
And indeed, on the Eastern Front there were no such numbers as the German ace Erich Rudorfer threw out in 1943, when he shot down 13 British Spitfires during a 17-minute air battle.
In this regard, the reason for the success of the Goering chicks, probably, does not lie in the weakness of the flight training of Soviet pilots. What then?


Russians are great fighters, but....
“The Russians are excellent fighters, but they are not prepared to fight in a coordinated manner, in squadrons ...” - these words belong to Major Günter Rall, who won 275 victories.
It can be seen from his words that the German aces themselves saw the reason for their phenomenal success not in the weak flight, but in the poor tactical training of Soviet pilots and, consequently, in the superiority of their tactics.

German ace - Günter Rall
In the initial period of the war, the tactics of the German fighter units were more effective than the tactics of the Soviet fighter units.
First of all, they were more rationally organized.
The main task of German fighter aircraft was the destruction of enemy aircraft. It was carried out by elite fighter units, such as the squadrons of Melders and Richthofen, or specially trained squadrons in ordinary squadrons.
The best pilots were selected for these units from the rank and file, who solved secondary tasks - covering ground troops and escorting bombers - and promising graduates of aviation schools.
These privileged parts also used appropriate tactics.
The main tactic of the German aces was free air hunting, which consisted in the action in small groups, most often in pairs, with a free search for the enemy.
As a rule, German hunters appeared from the direction of the sun, in order to make their detection more difficult, made a swift attack and, having shot down one or two aircraft, quickly disappeared without getting involved in a long air battle.
In other words, the German aces themselves decided which target to attack and which not, to accept the battle with superior enemy forces, or not to do so, that is, thanks to this tactic, they always had the initiative and could impose unfavorable battle conditions on the enemy.


Thrice Heroes of the Soviet Union Pokryshkin, Zhukov, Kozhedub.
For the Soviet fighter aviation, the main task was to cover ground troops from enemy air strikes and escort their bombers.
In accordance with these tasks, the tactics of fighter aircraft were passive and defensive. Tactical formations were not always correct even for such tactics. The weakness of tactics in the initial period of the war was also recognized by the famous Soviet ace and air combat strategist Alexander Ivanovich Pokryshkin.
He noted that the air combat instructions were fundamentally wrong, tied the pilots hand and foot and, as a result, led to heavy losses.
Based on his own combat experience, Pokryshkin developed a number of new tactics that brought success not only to himself, but also to many Soviet aces - the students of Alexander Ivanovich: Gulaev, Rechkalov, Glinka.
By the end of 1943, Pokryshkin's tactics were introduced in many fighter units of the Soviet Air Force.
Pokryshkin also advocated the introduction of fighter units and the tactics of free air hunting into combat activities.
This tactic was used by Soviet pilots only sporadically until the end of 1944, when regiments of air hunters began to form from the best pilots.
The best Soviet ace, at that time twice Hero of the Soviet Union I. Kozhedub, ended up serving in one of these regiments.
With the implementation of Pokryshkin's tactics in 1943, the tactics of Soviet aviation became quite advanced.
Nevertheless, it was during the period from 1943 to 1945 that the German aces achieved the greatest success on the Eastern Front.
Therefore, the backwardness of the tactical training of Soviet pilots was hardly the main reason for the unprecedented success of Goering's chicks.

Ivan Kozhedub


Eric Hartman
The extraordinary efficiency of Ivan Nikitich
So what is the reason for the success of the German aces on the Eastern Front, if not in the weakness of the flight and tactical training of Soviet pilots?
Perhaps it is best to understand this on the example of two pilots: the best German - Erich Hartmann and the best Soviet - Ivan Kozhedub.
Major Erich Hartmann - ace aces, considered the best pilot of the Second World War, was born in Stuttgart in 1922. His father was a doctor and his mother was a glider athlete.
Thanks to her, Erich begins to fly a glider on his own at the age of ten, at sixteen he becomes a glider instructor. Hartman continued his flying education at the flight school near Koenigsberg.
At the beginning of 1942, Hartmann was still learning to fly at the Zerbst air base.
Only in August 1942, the young pilot gets to the front.
Hartman fought his first fight in the foothills of the Caucasus, and I must say frankly that his actions cannot be called successful.
It was only Hartman's third sortie. On this flight, he was the wingman of Wing Commander Edmund Rosman.
A pair of Rosman met two Soviet fighters in the air.
Seeing them, Hartman moved closer and opened fire from a long distance. Then, spinning in a "carousel" with Soviet aircraft, he entered the clouds, lost his leader, orientation and, left alone, made an emergency landing, not reaching his airfield. For all this, Hartman was suspended from flying and studied combat tactics as part of a pair for two weeks.
Hartman won his first victory on November 5, 1942.
On this day, he destroyed the Il-2 attack aircraft, which, exploding in the air, damaged Hartman's plane, and he barely made it to the base. By the end of April 1943, Hartman already had 11 air victories, and by the end of the summer of that year, 88.
August 20, 1943 Hartman makes an emergency landing on Soviet territory and is captured.
A day later, he runs, crosses the front line and returns to his unit.
By the end of the war, Hartman was less than 23 years old, he had 352 downed aircraft on his account, and all the highest awards of the Third Reich adorned his chest.
About his air combat tactics, Hartman himself wrote the following after the war in his memoirs: “My tactic is to wait for the moment, the chance to attack. I approached at high speed, approached as close as possible, and when the enemy plane closed the front sphere of the lantern, I fired a short burst - I saved ammunition. An unprepared pilot approaches up to 100 m and opens fire, while a trained pilot comes even closer, presses the trigger and shoots down.
Shooting from such a distance is associated with great risk. I myself flew over the wreckage of the planes I shot down 16 times, escaped by parachute eight times.


The famous Soviet ace Ivan Nikitovich Kozhedub was born into a peasant family in Ukraine in 1920. In 1940, after graduating from the Shostka flying club, he entered the Chuguev flying school.
After graduating from college at the end of the same year, he is left to work as an instructor.
In the future, this, perhaps, saved Ivan Kozhedub's life more than once, because he arrived at the front not with a meager raid, but already a well-trained pilot.
The war finds Kozhedub an instructor at the Chuguev School. Together with him, he is evacuated to Chimkent.
Here he trains young pilots and trains himself until the end of 1942. Ivan Kozhedub gets to the front a little later than Erich Hartman, in March 1943.
The combat fate of the Soviet ace has much in common with the fate of the German colleague.
Just like Hartman, Kozhedub spent his first fight very badly.
Having taken off on combat duty over his own airfield on one of the March days of 1943 with his leading junior lieutenant Gabunia, Kozhedub lost sight of him immediately after takeoff, then almost lost his bearings, saw a group of Messerschmitts-110 and decided to attack them, but during the attack he was shot down by German air hunters, came under fire from his own anti-aircraft guns and barely landed his wounded Lavochkin.
Kozhedub shot down the first enemy aircraft on July 6, 1943, it was a Junkers-87 dive bomber.
Before his first shot down, the young pilot made more than 30 unsuccessful sorties.
During the war years, Ivan Kozhedub destroyed 62 enemy aircraft, was never shot down or wounded, and did not lose a single wingman.
By the end of the war, he, like Hartman, was a major, as well as the owner of three Gold Stars of a Hero - the highest award of the Soviet Union - and other military orders.
Ivan Kozhedub recalled his tactics after the war: “By shooting down a plane, especially the leading one, you demoralize the enemy group, almost always put it to flight. This is what I was trying to achieve, trying to seize the initiative. You should try to attack the enemy with lightning speed, seize the initiative, skillfully use the tactical flight qualities of the vehicle, act prudently, hit from a short distance, and achieve success from the first attack, and always remember that every second counts in aerial combat.
As you can easily see, both majors - both Harman and Kozhedub - sing praises of the same air combat tactics.
And yet, what secret did Hartman know, because he shot down more than 5 times more enemy aircraft than Kozhedub?
And the answer is simple, Hartman did not know any such secret.
Yes, it does not exist in nature.
By what criterion can one determine the skill of a fighter pilot?
Many, without hesitation, will say - by the number of downed aircraft: whoever shot down the most is the best pilot.
And yet this is not true.
So, for example, Hartman shot down his 352 aircraft in 825 dogfights.
Ivan Kozhedub destroyed his 62 in 120 air battles. That is, the Soviet ace during the entire war met with an air enemy more than 6 times less often than Hartman.
Naturally, it was almost impossible for him to shoot down the same number of aircraft in 120 battles as Hartman shot down in 825.
Therefore, the qualities of a fighter pilot should be assessed not by the number of downed aircraft, but by a certain coefficient equal to the ratio of the number of enemy aircraft shot down to the number of air battles conducted. Let's call this coefficient conventionally the coefficient of effectiveness of one air battle.
For Hartman, this coefficient will be equal to 0.43, for example, if Ivan Kozhedub conducted as many air battles with such effectiveness as Hartman did, then he would have 429 downed enemy aircraft on his account.
And if Erich Hartmann met the enemy not 825, but only 120 times, then the number of his victories would be 51.


Soviet ace Grigory Rechkalov
If we compare, thus, other Soviet and German pilots, it becomes obvious that their class is approximately equal.
Only Ivan Kozhedub is significantly superior to all other masters of air combat - German and Soviet.
Otherwise, there is an amazing correspondence between Soviet and German pilots.
So, Pokryshkin has an air combat efficiency coefficient close to Hartman, Rechkalov with Barkhorn, Evstigneev with Rall, Vorozheikin with Novotny.
In other words, it can be argued that the mystery of the high efficiency of Luftwaffe aces does not exist.
German pilots simply had to fly more, and therefore shoot down more.
From these positions, it becomes quite obvious: the greatest successes of the German aces fall on 1943-1945.
During this period, the flight load of German pilots increased dramatically.
This happened because since 1943, Soviet aviation began to sharply outnumber the German one.
As a result, the activity of the Soviet Air Force increased significantly. Naturally, the pilots of the smaller Luftwaffe had to take to the air more often to counter Soviet aviation.
For many years, Erich Hartmann has been considered a superace, the best pilot of the Second World War. Of course, Major Hartman was an excellent pilot and air sniper, but if we consider his military operations in terms of the effectiveness of his air battles, then there are doubts that this title belongs to him by right.
The highest indicator of combat effectiveness among the aces of all countries is Ivan Kozhedub, who, in fact, is the best pilot of the Second World War.

The huge flow of information that has literally fallen on all of us lately sometimes plays an extremely negative role in the development of the thinking of the guys coming to replace us. And it cannot be said that this information is deliberately false. But in its "naked" form, without a reasonable explanation, it sometimes carries a monstrous and inherently simply destructive character.

How can this be?

I will give one example. More than one generation of boys in our country has grown up with the firm conviction that our illustrious pilots Ivan Kozhedub and Alexander Pokryshkin are the best aces of the past war. And no one has ever argued with that. Neither here nor abroad.

But one day I bought in the store a children's book "Aviation and Aeronautics" from the encyclopedic series "I Know the World" by a very famous publishing house. The book, published with a circulation of thirty thousand copies, turned out to be really very "informative" ...

Here, for example, in the section "Cheerless arithmetic" quite eloquent figures are given regarding air battles during the Great Patriotic War. I quote verbatim: “Three times Heroes of the Soviet Union, fighter pilots A.I. Pokryshkin and I.N. Kozhedub shot down 59 and 62 enemy aircraft, respectively. But the German ace E. Hartman shot down 352 aircraft during the war years! And he was not alone. In addition to him, the Luftwaffe had such masters of air combat as G. Barkhorn (301 downed aircraft), G. Rall (275), O. Kittel (267) ... In total, 104 pilots of the German Air Force had more than a hundred downed aircraft each, and the top ten destroyed a total of 2,588 enemy planes!”

Soviet ace, fighter pilot, Hero of the Soviet Union Mikhail Baranov. Stalingrad, 1942 Mikhail Baranov - one of the best fighter pilots of World War II, the most productive Soviet ace, fighter pilot, Hero of the Soviet Union Mikhail Baranov. Stalingrad, 1942. Mikhail Baranov is one of the best fighter pilots of the Second World War, the most productive at the time of his death, and many of his victories were won in the initial, most difficult period of the war. If not for his accidental death, he would have been the same famous pilot as Pokryshkin or Kozhedub - aces of the Second World War.

It is clear that any child who sees such numbers of air victories will immediately come up with the idea that not ours, but the German pilots were the best aces in the world, and our Ivans were oh so far from them (by the way, the authors For some reason, the aforementioned publications did not provide data on the achievements of the best aces pilots of other countries: the American Richard Bong, the British James Johnson and the Frenchman Pierre Klosterman with their 40, 38 and 33 air victories, respectively). The next thought that will flash through the minds of the guys, of course, will be that the Germans flew on much more advanced aircraft. (I must say that during the survey, not even schoolchildren, but students of one of Moscow universities reacted to the presented numbers of air victories in a similar way).

But how do you treat such, at first glance, blasphemous figures?

It is clear that any student, if he is interested in this topic, will get into the Internet. What will he find there? It's easy to check ... Let's type in the search engine the phrase "Best ace of the Second World War."

The result appears quite expected: a portrait of the blond Erich Hartmann, hung with iron crosses, is displayed on the monitor screen, and the entire page is full of phrases like: “German pilots are considered the best aces of the Second World War, especially those who fought on the Eastern Front ...”

Here are those on! Not only did the Germans turn out to be the best aces in the world, but they beat down most of all not some kind of British, Americans or French with Poles, but our guys.

So is it possible that the true truth was laid out in an educational book and on the covers of notebooks, bringing the knowledge of uncles and aunts to children? Just what did they mean by that? Why did we have such negligent pilots? Probably not. But why the authors of many printed publications and information hanging on the pages of the Internet, citing a lot of seemingly interesting facts, did not bother to explain to readers (especially young ones): where did such numbers come from and what do they mean.

Perhaps some of the readers will find further narration uninteresting. After all, this topic has been discussed more than once on the pages of serious aviation publications. And with this, everything is clear. Is it worth repeating? That's just to the simple boys of our country (considering the circulation of specialized technical magazines), this information never reached. And it won't come. Yes, there are boys. Show the above figures to your high school history teacher and ask him what he thinks about it and what he will say to the children about it? But the boys, having seen the results of the air victories of Hartman and Pokryshkin on the back of the student's notebook, will probably ask him about it. I am afraid that the result will shock you to the core ... That is why the material presented below is not even an article, but rather a request to you, dear readers, to help your children (and maybe even their teachers) deal with some "staggering" numbers . Moreover, on the eve of May 9, we will all again remember that distant war.

Where did these numbers come from?

But really, where did, for example, such a figure as Hartman's 352 victories in air battles come from? Who can confirm it?

It turns out no one. Moreover, the entire aviation community has long known that historians took this figure from Erich Hartmann's letters to his bride. So the first question arises: did the young man embellish his military merit? The statements of some German pilots are known that at the final stage of the war, air victories were simply attributed to Hartman for propaganda purposes, because the collapsing Nazi regime, along with the mythical miracle weapon, also needed a superhero. It is interesting that many of Hartman's claimed victories are not confirmed by losses that day on our part.

The study of archival documents from the period of the Second World War convincingly proved that absolutely all types of troops in all countries of the world sinned with postscripts. It is no coincidence that soon after the start of the war, the principle of the strictest accounting of downed enemy aircraft was introduced in our army. The plane was considered shot down only after the ground troops discovered its wreckage and thereby confirmed the air victory.

The Germans, as well as the Americans, did not need confirmation from the ground troops. The pilot could fly in and report: "I shot down the plane." The main thing is that the film machine gun should at least record the hit of bullets and shells on the target. Sometimes it allowed to score a lot of "points". It is known that during the "Battle of England" the Germans claimed 3,050 British aircraft shot down, while the British actually lost only 910.

From this, the first conclusion should be drawn: our pilots were credited with actually downed aircraft. For the Germans - air victories, sometimes not even leading to the destruction of an enemy aircraft. And often these victories were mythical.

Why didn't our aces have 300 or more air victories?

All that we mentioned a little higher does not apply to the very skill of aces pilots. Let's consider this question: could the German pilots shoot down the declared number of aircraft at all? And if they could, why?

A.I. Pokryshkin, G.K. Zhukov and I.N. Kozhedub

Oddly enough, Hartman, Barkhorn, and other German pilots, in principle, could have over 300 air victories. And I must say that many of them were doomed to become aces, as they were the real hostages of the Nazi command, which threw them into the war. And they fought, as a rule, from the first to the last day.

The pilots-aces of England, the USA and the Soviet Union were protected and appreciated by the command. The leadership of the listed air forces considered this: since a pilot shot down 40-50 enemy aircraft, it means that he is a very experienced pilot who can teach flying skills to a dozen talented young guys. And let each of them shoot down at least a dozen enemy aircraft. Then the total of destroyed aircraft will be much more than if they were shot down by a professional who remained at the front.

Recall that already in 1944, the Air Force command banned our best fighter pilot Alexander Pokryshkin from participating in air battles, entrusting him with the command of an aviation division. And it turned out to be right. By the end of the war, many pilots from his formation had more than 50 confirmed air victories on their combat account. So, Nikolai Gulaev shot down 57 German aircraft. Grigory Rechkalov - 56. Dmitry Glinka chalked up fifty enemy aircraft.

The command of the US Air Force did the same, recalling their best ace Richard Bong from the front.

I must say that many Soviet pilots could not become aces only for the reason that they often simply did not have an enemy in front of them. Each pilot was attached to his unit, and therefore to a certain sector of the front.

The Germans, however, were different. Experienced pilots were constantly transferred from one sector of the front to another. Each time they found themselves in the hottest spot, in the thick of things. For example, during the entire war, Ivan Kozhedub took to the skies only 330 times and conducted 120 air battles, while Hartman made 1425 sorties and participated in 825 air battles. Yes, our pilot, with all his desire, could not even see as many German aircraft in the sky as Hartman caught in the sight!

By the way, having become famous aces, the Luftwaffe pilots did not receive an indulgence from death. Literally every day they had to participate in air battles. So it turned out that they fought until their death. And only captivity or the end of the war could save them from death. Only a few of the aces of the Luftwaffe survived. Hartman and Barkhorn were just lucky. They became famous only because they miraculously survived. But the fourth most successful German ace, Otto Kittel, died during an air battle with Soviet fighters in February 1945.

A little earlier, the most famous German ace Walter Nowotny met his death (in 1944 he was the first of the Luftwaffe pilots to bring his combat score to 250 air victories). The Hitlerite command, having awarded the pilot with all the highest orders of the Third Reich, instructed him to lead the formation of the first (still "raw" and unfinished) Me-262 jet fighters and threw the famous ace to the most dangerous sector of the air war - to repel attacks on Germany by American heavy bombers. The fate of the pilot was sealed.

By the way, Hitler also wanted to put Erich Hartman on a jet fighter, but the smart guy got out of this dangerous situation, having managed to prove to his superiors that he would be more useful if he was again put on the old reliable Bf 109. This decision allowed Hartman to save his life from inevitable death and become, in the end, the best ace in Germany.

The most important evidence that our pilots were in no way inferior to the German aces in the skill of conducting air battles is eloquently expressed by some figures that are not very fond of recalling abroad, and some of our journalists from the "free" press, who undertake to write about aviation, they just don't know.

For example, aviation historians know that the most productive Luftwaffe fighter squadron that fought on the Eastern Front was the elite 54th Green Heart Air Group, in which the best aces of Germany were assembled on the eve of the war. So, out of 112 pilots of the 54th squadron, who invaded the airspace of our Motherland on June 22, 1941, only four survived until the end of the war! A total of 2135 fighters of this squadron were left lying in the form of scrap metal in a vast area from Ladoga to Lvov. But it was the 54th squadron that stood out among other Luftwaffe fighter squadrons in that during the war years it had the lowest level of losses in air battles.

It is interesting to note another little known fact, which few people pay attention to, but which very well characterizes both our and German pilots: already at the end of March 1943, when air supremacy still belonged to the Germans, bright “green hearts” proudly shone on the sides of the Messerschmitts and the Focke-Wulfs of the 54th squadron, the Germans painted over with a matte gray-green paint so as not to tempt the Soviet pilots, who considered it a matter of honor to “fill up” some vaunted ace.

Which plane is better?

Everyone who, to one degree or another, was interested in the history of aviation, probably had to hear or read the statements of "specialists" that the German aces had more wins not only because of their skill, but also because they flew the best planes.

No one argues with the fact that a pilot flying a more advanced aircraft will have a certain advantage in combat.

Hauptmann Erich Hartmann (04/19/1922 - 09/20/1993) with his commander Major Gerhard Barkhorn (05/20/1919 - 01/08/1983) studying the map. II./JG52 (2nd Group of the 52nd Fighter Squadron). E. Hartmann and G. Barkhorn are the most productive pilots of the Second World War, having 352 and 301 air victories on their combat account, respectively. In the lower left corner of the picture - E. Hartmann's autograph.

In any case, the pilot of a faster aircraft will always be able to catch up with the enemy, and if necessary, get out of the battle...

But here's what's interesting: the entire world experience of air warfare suggests that in air combat it is usually not the aircraft that is better that wins, but the one in which the best pilot sits. Naturally, all this applies to aircraft of the same generation.

Although the German Messerschmitts (especially at the beginning of the war) were superior to our MiGs, Yaks and LaGGs in a number of technical indicators, it turned out that in the real conditions of the total war that was fought on the Eastern Front, their technical superiority was not so obvious.

The German aces gained their main victories at the beginning of the war on the Eastern Front thanks to the experience gained during previous military campaigns in the skies over Poland, France, and England. At the same time, the bulk of Soviet pilots (with a few exceptions of those who managed to fight in Spain and Khalkhin Gol) had no combat experience at all.

But a well-trained pilot, who knows the merits of both his aircraft and the enemy's aircraft, could always impose his air combat tactics on the enemy.

On the eve of the war, our pilots had just begun to master the latest Yak-1, MiG-3 and LaGG-3 fighters. Without the necessary tactical experience, solid skills in aircraft control, not knowing how to shoot properly, they still went into battle. That is why they suffered great losses. Neither their courage nor heroism could help. I just needed to gain experience. And this took time. But there was no time for this in 1941.

But those of the pilots who survived the fierce air battles of the initial period of the war later became famous aces. They not only beat the Nazis themselves, but also taught young pilots to fight. Now you can often hear statements that during the war years, poorly trained youth came to fighter regiments from flight schools, who became easy prey for German aces.

But at the same time, for some reason, such authors forget to mention that already in the fighter regiments, senior comrades continued to train young pilots, sparing neither effort nor time. They tried to make them experienced air fighters. Here is a typical example: from mid-autumn 1943 to the end of winter 1944 alone, about 600 sorties were made in the 2nd Guards Aviation Regiment just to train young pilots!

For the Germans, at the end of the war, the situation was worse than ever. The fighter squadrons, which were armed with the most modern fighters, were sent unfired, hastily trained boys, who were immediately sent to their deaths. The "horseless" pilots from the defeated bomber air groups also fell into fighter squadrons. The latter had vast experience in air navigation and were able to fly at night. But they could not, on an equal footing with our fighter pilots, conduct maneuverable air battles. Those few experienced "hunters" that still remained in the ranks could in no way change the situation. No, even the most advanced technology could save the Germans.

Who was shot down and how?

People who are far from aviation have no idea that Soviet and German pilots were placed in completely different conditions. German fighter pilots, and Hartmann among them, very often engaged in the so-called "free hunting". Their main task was to destroy enemy aircraft. They could fly when they saw fit and wherever they saw fit.

If they saw a single plane, they rushed at it like wolves at a defenseless sheep. And if they encountered a strong enemy, they immediately left the battlefield. No, it was not cowardice, but an accurate calculation. Why run into trouble if in half an hour you can again find and calmly “fill up” another defenseless “sheep”. This is how the German aces earned their awards.

It is interesting to note the fact that already after the war, Hartman mentioned that more than once he hastily left for his territory after he was informed by radio that a group of Alexander Pokryshkin appeared in the air. He clearly did not want to measure his strength with the famous Soviet ace and run into trouble.

And what happened to us? For the command of the Red Army, the main goal was to deliver powerful bombing attacks on the enemy and cover the ground forces from the air. Bombing attacks on the Germans were carried out by attack aircraft and bombers - relatively slow-moving aircraft and representing a tasty morsel for German fighters. Soviet fighters constantly had to accompany bombers and attack aircraft in their flight to the target and back. And this meant that in such a situation they had to conduct not an offensive, but a defensive air battle. Naturally, all the advantages in such a battle were on the side of the enemy.

Covering the ground forces from German air raids, our pilots were also placed in very difficult conditions. The infantry constantly wanted to see red star fighters overhead. So our pilots were forced to "buzz" over the front line, flying back and forth at low speed and at low altitude. Meanwhile, the German "hunters" from a great height only chose their next "victim" and, having developed tremendous speed while diving, shot down our planes with lightning speed, the pilots of which, even when they saw the attacker, simply did not have time to turn around or pick up speed.

Compared to the Germans, our fighter pilots were not allowed to fly free hunting as often. Therefore, the results were more modest. Unfortunately, free hunting for our fighter aircraft was an unaffordable luxury ...

The fact that free hunting made it possible to score a significant number of "points" is evidenced by the example of French pilots from the Normandie-Niemen regiment. Our command took care of the "allies" and tried not to send them to cover the troops or in deadly raids to escort attack aircraft and bombers. The French got the opportunity to engage in free hunting.

And the results speak for themselves. So, in just ten days in October 1944, French pilots shot down 119 enemy aircraft.

In Soviet aviation, not only at the beginning of the war, but also at its final stage, there were a lot of bombers and attack aircraft. But in the composition of the Luftwaffe during the war there were serious changes. To repel the raids of enemy bombers, they constantly needed more and more fighters. And such a moment came that the German aviation industry was simply not able to produce both bomb carriers and fighters at the same time. Therefore, already at the end of 1944, the production of bombers in Germany almost completely stopped, and only fighters began to leave the workshops of aircraft factories.

And this means that the Soviet aces, unlike the Germans, did not so often meet large slow-moving targets in the air. They had to fight exclusively with high-speed Messerschmitt Bf 109 fighters and the latest Focke-Wulf Fw 190 fighter-bombers, which were much more difficult to shoot down in air combat than a clumsy bomb carrier.

From this Messerschmitt, overturned on landing, damaged in battle, Walter Novotny, who at one time was ace No. 1 in Germany, had just been removed. But his flying career (as, indeed, life itself) could well have ended on this episode…

Moreover, at the end of the war, the sky over Germany was literally teeming with Spitfires, Tempests, Thunderbolts, Mustangs, Silts, Pawns, Yaks and Shops. And if each flight of the German ace (if he managed to take off at all) ended with the accrual of points (which then no one really considered), then the pilots of the Allied aviation still needed to look for an air target. Many Soviet pilots recalled that since the end of 1944, their personal account of air victories had stopped growing. German planes were no longer so often seen in the sky, and combat sorties of fighter regiments were mainly carried out for the purpose of reconnaissance and attacking enemy ground forces.

What is a fighter for?

At first glance, this question seems very simple. Any person who is not even familiar with aviation will answer without hesitation: a fighter is needed in order to shoot down enemy aircraft. But is everything so simple? As you know, fighter aviation is part of the air force. The Air Force is an integral part of the army.

The task of any army is to defeat the enemy. It is clear that all the forces and means of the army must be united and directed to defeat the enemy. The army is led by its command. And the result of military operations depends on how the command manages to organize the management of the army.

The approach of the Soviet and German command turned out to be different. The command of the Wehrmacht instructed its fighter aircraft to gain air supremacy. In other words, the German fighter aircraft had to stupidly shoot down all enemy aircraft seen in the air. The hero was the one who shot down more enemy aircraft.

I must say that this approach was very impressed by the German pilots. They gladly joined this "competition", considering themselves real hunters.

And everything would be fine, but that's just the task the German pilots did not complete. A lot of planes were shot down, but what's the point? Every month there were more and more Soviet planes, as well as allied planes in the air. The Germans still could not cover their ground forces from the air. And the loss of bomber aircraft only made life more difficult for them. This alone suggests that the Germans completely lost the air war in strategic terms.

The command of the Red Army saw the tasks of fighter aviation in a completely different way. Soviet fighter pilots, first of all, had to cover the ground forces from the attacks of German bombers. And they also had to protect ground attack and bomber aircraft during their raids on the positions of the German army. In other words, fighter aviation did not act on its own, like the Germans, but solely in the interests of the ground forces.

It was hard thankless work, during which our pilots usually received not glory, but death.

Not surprisingly, the losses of Soviet fighters were huge. However, this does not mean at all that our planes were much worse, and the pilots were weaker than the German ones. In this case, the outcome of the battle was determined not by the quality of equipment and the skill of the pilot, but by tactical necessity, a strict command order.

Here, probably, any child will ask: “And what kind of stupid battle tactics are these, what kind of idiotic orders, because of which both planes and pilots died in vain?”

This is where the most important thing begins. And you need to understand that in fact, this tactic is not stupid. After all, the main striking force of any army is its ground forces. A bomb attack on tanks and infantry, on depots with weapons and fuel, on bridges and crossings can greatly weaken the combat capabilities of the ground forces. One successful air strike can radically change the course of an offensive or defensive operation.

If a dozen fighters are lost in air combat while protecting ground targets, but not a single enemy bomb hits, for example, an ammunition depot, then this means that the combat mission of the fighter pilots has been completed. Even at the cost of their lives. Otherwise, a whole division, left without shells, may be crushed by the advancing enemy forces.

The same can be said about flights to escort strike aircraft. If they destroyed the ammunition depot, bombed the railway station, clogged with echelons of military equipment, destroyed the defensive center of defense, this means that they made a significant contribution to the victory. And if, at the same time, fighter pilots provided the bombers and attack aircraft with the opportunity to break through to the target through the enemy’s air barriers, even if they lost their comrades, then they also won.

And this is really a real air victory. The main thing is that the task set by the command is completed. A task that can radically change the entire course of hostilities in this sector of the front. From all this, the conclusion suggests itself: the German fighters are hunters, the fighters of the Red Army Air Force are the defenders.

With the thought of death...

No matter what anyone says, there are no fearless pilots (as well as tankers, infantrymen or sailors) who are not afraid of death. There are enough cowards and traitors in the war. But for the most part, our pilots, even in the most difficult moments of air combat, adhered to the unwritten rule: "die yourself, but help out your comrade." Sometimes, no longer having ammunition, they continued to fight, covering their comrades, went to ram, wanting to inflict maximum damage on the enemy. And all because they defended their land, their home, their relatives and friends. They defended their homeland.

The fascists who attacked our country in 1941 consoled themselves with the thought of world domination. At that time, German pilots could not even think that they would have to sacrifice their lives for someone or for something. Only in their patriotic speeches were they ready to give their lives for the Fuhrer. Each of them, like any other invader, dreamed after successful completion war get a good reward. And to get a tasty morsel, you had to live until the end of the war. In this state of affairs, it was not heroism and self-sacrifice for the sake of achieving a great goal that came to the fore, but cold calculation.

Do not forget that the boys of the Soviet country, many of whom later became military pilots, were brought up somewhat differently than their peers in Germany. They took an example from such selfless defenders of their people as, for example, the epic hero Ilya Muromets, Prince Alexander Nevsky. Then, in the memory of the people, the military exploits of the legendary heroes of the Patriotic War of 1812, the heroes of civil war. And in general, Soviet schoolchildren were brought up mainly on books, the heroes of which were true patriots of the Motherland.

End of the war. Young German pilots receive a combat mission. In their eyes - doom. Erich Hartman said about them: “These young men come to us and they are shot down almost immediately. They come and go like waves in the surf. This is a crime… I think our propaganda is to blame here.”

Their peers from Germany also knew what friendship, love, patriotism and native land are. But do not forget that in Germany, with its centuries-old history of chivalry, the latter concept was especially close to all the boys. Knightly laws, knightly honor, knightly glory, fearlessness were put at the forefront. It is no coincidence that even the main award of the Reich was the knight's cross.

It is clear that any boy in his heart dreamed of becoming a famous knight.

However, do not forget that the entire history of the Middle Ages indicates that the main task of the knight was to serve his master. Not to the Motherland, not to the people, but to the king, duke, baron. Even the legendary independent knights-errant were, at their core, the most common mercenaries who made their money with the ability to kill. And all those sung by the chroniclers Crusades? Breakdown of clean water.

It is no coincidence that the words knight, profit and wealth are inseparable from each other. It is also well known to everyone that knights rarely died on the battlefield. In a hopeless situation, they, as a rule, surrendered. The subsequent ransom from captivity was quite an ordinary affair for them. General commerce.

And is it any wonder that the chivalrous spirit, including in its negative manifestations, most directly affected the moral qualities of future Luftwaffe pilots.

The command was well aware of this, because it itself considered itself a modern chivalry. With all the desire, it could not force its pilots to fight the way Soviet fighter pilots fought - sparing neither strength nor life itself. It may seem strange to us, but it turns out that even in the charter of the German fighter aviation it was written that the pilot himself determines his actions in air combat and no one can forbid him to leave the battle if he considers it necessary.

The faces of these pilots show that we have victorious warriors in front of us. The picture shows the most successful fighter pilots of the 1st Guards Fighter Aviation Division of the Baltic Fleet: Senior Lieutenant Selyutin (19 victories), Captain Kostylev (41 victories), Captain Tatarenko (29 victories), Lieutenant Colonel Golubev (39 victories) and Major Baturin (10 victories)

That is why the German aces never covered their troops over the battlefield, that is why they did not defend their bombers as selflessly as our fighters did. As a rule, German fighters only cleared the way for their bombers, tried to tie down the actions of our interceptors.

The history of the last world war is replete with facts of how the German aces, sent to escort bombers, abandoned their wards when the air situation was not in their favor. The prudence of a hunter and self-sacrifice turned out to be incompatible concepts for them.

As a result, it was air hunting that became the only acceptable solution that suited everyone. The leadership of the Luftwaffe proudly reported on their successes in the fight against enemy aircraft, Goebbels propaganda enthusiastically told the German people about the military merits of the invincible aces, and those, working out the chance they had to stay alive, scored points with all their might.

Perhaps something changed in the heads of the German pilots only when the war came to the territory of Germany itself, when the Anglo-American bomber aircraft began to literally wipe entire cities off the face of the earth. Women and children died by the tens of thousands under Allied bombings. Horror paralyzed the civilian population. Only then, seized with fear for the lives of their children, wives, mothers, German pilots from the Air Defense Forces selflessly began to rush into deadly air battles with a superior enemy, and sometimes even went to ram "flying fortresses".

But it was already too late. By that time, there were almost no experienced pilots left in Germany, nor a sufficient number of aircraft. Individual aces pilots and hastily trained boys, even with their desperate actions, could no longer save the situation.

The pilots who at that time fought on the Eastern Front, one might say, were still lucky. Practically devoid of fuel, they almost did not rise into the air, and therefore at least survived until the end of the war and remained alive. As for the famous “Green Heart” fighter squadron mentioned at the beginning of the article, its last aces acted quite chivalrously: on the remaining planes they flew to surrender to the “friends-knights” who understand them - the British and Americans.

I think, after reading all of the above, you can probably answer the question of your children about whether the German pilots were the best in the world? Were they really an order of magnitude superior to our pilots in their skill?

sad note

Not so long ago, I saw in a bookstore a new edition of the same children's book on aviation, with which I just started the article. In the hope that the second edition will differ from the first not only with a new cover, but will also give the guys some intelligible explanation for such a fantastic performance of the German aces, I opened the book to the page I was interested in. Unfortunately, everything remained unchanged: 62 aircraft shot down by Kozhedub looked like ridiculous numbers against the background of Hartman's 352 air victories. Such is the gloomy arithmetic ...

Aces of the Luftwaffe

At the suggestion of some Western authors, carefully accepted by domestic compilers, German aces are considered the most productive fighter pilots of the Second World War, and, accordingly, in history, who achieved fabulous success in air battles. Only the aces of Nazi Germany and their Japanese allies are charged with victory accounts containing more than a hundred aircraft. But if the Japanese have only one such pilot - they fought with the Americans, then the Germans already had 102 pilots "winning" more than 100 victories in the air. Most of the German pilots, with the exception of fourteen: Heinrich Baer, ​​Hans-Joachim Marseil, Joachim Münchenberg, Walter Oesau, Werner Melders, Werner Schroer, Kurt Buhligen, Hans Hahn, Adolf Galland, Egon Mayer, Josef Wurmheller and Josef Priller, as well as night pilots Hans-Wolfgang Schnaufer and Helmut Lent, the bulk of their "victories" were achieved, of course, on the Eastern Front, and two of them - Erich Hartmann and Gerhard Barkhorn - recorded more than 300 victories.

The total number of victories in the air, won by more than 30 thousand German fighter pilots and their allies, is mathematically described by the law of large numbers, more precisely, the “Gaussian curve”. If we build this curve only on the basis of the results of the first hundred of the best German fighters (Germany's allies will no longer enter there) with a known total number of pilots, then the number of victories declared by them will exceed 300-350 thousand, which is four to five times more than the number of victories declared by the Germans themselves , - 70 thousand shot down, and catastrophically (to the point of losing any objectivity) exceeds the estimate of sober, politically unbiased historians - 51 thousand shot down in air battles, of which 32 thousand on the Eastern Front. Thus, the reliability coefficient of the victories of the German aces is in the range of 0.15-0.2.

The order for victory for the German aces was dictated by the political leadership of Nazi Germany, intensified as the Wehrmacht collapsed, did not formally require confirmation and did not tolerate the revisions adopted in the Red Army. All the "accuracy" and "objectivity" of German claims for victory, so insistently mentioned in the works of some "researchers", oddly enough, grown and actively published in Russia, is actually reduced to filling in the columns of lengthy and tastefully laid out standard questionnaires, and writing , even if it is calligraphic, even if it is in Gothic type, it has nothing to do with air victories.

Aces of the Luftwaffe, who recorded more than 100 victories

Erich Alfred Bubi Hartmann - first Luftwaffe ace in World War II, 352 victories, Colonel, Germany.

Erich Hartmann was born on April 19, 1922 in Weissach in Württemberg. His father is Alfred Erich Hartmann and his mother is Elisabeth Wilhelmina Machtholph. He spent his childhood with his younger brother in China, where his father, under the patronage of his cousin, the German consul in Shanghai, worked as a doctor. In 1929, frightened by the revolutionary events in China, the Hartmans returned to their homeland.

Since 1936, E. Hartman flew gliders in the aviation club under the guidance of his mother, an athlete-pilot. At the age of 14, he received a diploma as a glider pilot. He has been piloting airplanes since the age of 16. Since 1940 he was trained in the 10th training regiment of the Luftwaffe in Neukurn near Koenigsberg, then in the 2nd flight school in the Berlin suburb of Gatow.

After successfully graduating from the aviation school, Hartman was sent to Zerbst - to the 2nd Fighter Aviation School. In November 1941, Hartmann took to the air for the first time in the 109th Messerschmitt, the fighter aircraft with which he made his distinguished flying career.

E. Hartman began combat work in August 1942 as part of the 52nd Fighter Squadron, which fought in the Caucasus.

Hartman was lucky. The 52nd was the best German squadron on the Eastern Front. The best German pilots fought in its composition - Hrabak and von Bonin, Graf and Krupinski, Barkhorn and Rall ...

Erich Hartmann was a man of average height, with rich blond hair and bright blue eyes. His character - cheerful and inexploring, with a good sense of humor, obvious flying skills, the highest art of aerial shooting, perseverance, personal courage and nobility impressed the new comrades.

October 14, 1942 Hartman went on his first sortie to the Grozny region. During this sortie, Hartman made almost all the mistakes that a young combat pilot can make: he broke away from the wingman and could not follow his order, opened fire on his aircraft, he himself fell into the fire zone, lost orientation and landed “on his belly” 30 km from your airport.

The 20-year-old Hartman won his first victory on November 5, 1942, shooting down a single-seat Il-2. During the attack of the Soviet attack aircraft and Hartman's fighter was heavily damaged, but the pilot again managed to land the damaged car on the "belly" in the steppe. The aircraft was not subject to restoration and was decommissioned. Hartman himself immediately "sick with a fever" and ended up in the hospital.

The next victory for Hartman was recorded only on January 27, 1943. The victory was recorded over the MiG-1. It was hardly the MiG-1, which were produced and delivered to the troops even before the war in a small series of 77 vehicles, but there are plenty of such "overexposures" in German documents. Hartman flies wingman with Dammers, Grislavsky, Zwerneman. From each of these strong pilots, he takes something new, replenishing his tactical and flight potential. At the request of sergeant major Rossmann, Hartman becomes the follower of V. Krupinski, an outstanding Luftwaffe ace (197 "victories", the 15th in a row of the best), distinguished, as it seemed to many, by intemperance and stubbornness.

It was Krupinski who nicknamed Hartman Bubi, in English "Baby" - baby, a nickname that remained with him forever.

Hartmann made 1,425 Einsatz and took part in 800 rabarbaras during his career. His 352 victories included many sorties with several enemy aircraft shot down on the same day, the best achievement in one sortie was six Soviet aircraft shot down on August 24, 1944. This included three Pe-2s, two Yaks, one Airacobra. The same day turned out to be his best day as well, with 11 victories in two sorties, on his second sortie he became the first person in history to shoot down 300 aircraft in dogfights.

Hartman fought in the sky not only against Soviet aircraft. In the skies of Romania, at the helm of his Bf 109, he also met with American pilots. Hartman has several days on his account when he reported several victories at once: on July 7 - about 7 shot down (2 Il-2 and 5 La-5), on August 1, 4 and 5 - about 5, and on August 7 - again immediately about 7 (2 Pe-2, 2 La-5, 3 Yak-1). January 30, 1944 - about 6 shot down; February 1 - about 5; March 2 - immediately about 10; May 5 about 6; May 7 about 6; June 1st about 6; June 4 - about 7 Yak-9; June 5 about 6; June 6 - about 5; June 24 - about 5 "Mustangs"; August 28 "shot down" 11 "Aircobra" in a day (Hartman's daily record); October 27 - 5; November 22 - 6; November 23 - 5; April 4, 1945 - again 5 victories.

After a dozen "victories" "won" on March 2, 1944, E. Hartmann, and with him Lieutenant V. Krupinski, Hauptmann J. Wiese and G. Barkhorn were summoned to the Führer at the Berghof to present awards. Lieutenant E. Hartman, who by that time had chalked up 202 "downed" Soviet aircraft, was awarded the Oak Leaves to the Knight's Cross.

Hartman himself was shot down more than 10 times. Basically, he "collided with the wreckage of Soviet aircraft shot down by him" (a favorite interpretation of his own losses in the Luftwaffe). On August 20, while “flying over a burning Il-2”, he was again shot down and made another forced landing near the Donets River and fell into the hands of the “Asians” - Soviet soldiers. Skillfully feigning an injury and lulling the vigilance of careless soldiers, Hartman fled, jumping out of the body of the "lorry" that was carrying him, and returned to his own on the same day.

As a symbol of the forced separation from his beloved Ursula Petch, Hartman painted a bleeding heart pierced by an arrow on his plane, and drew an "Indian" cry under the cockpit: "Karaya".

Readers of German newspapers knew him as the “Black Devil of Ukraine” (the nickname was invented by the Germans themselves) and read with pleasure or with irritation (against the background of the retreat of the German army) about all the new exploits of this “promoted” pilot.

In total, Hartman recorded 1404 sorties, 825 air battles, 352 victories were counted, of which 345 were Soviet aircraft: 280 were fighters, 15 Il-2s, 10 twin-engine bombers, the rest were U-2 and R-5.

Three times Hartman was also slightly wounded. As the commander of the 1st Squadron of the 52nd Fighter Squadron, which was based at a small airfield near Strakovnice in Czechoslovakia, at the end of the war, Hartman knew (he saw the advancing Soviet units rising into the sky) that the Red Army was about to capture this airfield as well. He gave the order to destroy the remaining aircraft and headed west with all his personnel to surrender to the US Army. But by that time there was an agreement between the allies, according to which all Germans leaving the Russians should be transferred back at the first opportunity.

In May 1945, Major Hartman was handed over to the Soviet occupation authorities. At the trial, Hartman insisted on his 352 victories, with emphatic respect, recalling his comrades-in-arms and the Fuhrer with defiance. The course of this trial was reported to Stalin, who spoke of the German pilot with satirical contempt. Hartman's self-confident position, of course, irritated the Soviet judges (the year was 1945), and he was sentenced to 25 years in the camps. The sentence under the laws of Soviet justice was commuted, and Hartman was sentenced to ten and a half years in prisoner of war camps. He was released in 1955.

Returning to his wife in West Germany, he immediately returned to aviation. He successfully and quickly completed a course on jet aircraft, and this time the Americans became his teachers. Hartman flew F-86 Sabers and F-104 Starfighters. The last machine, during active operation in Germany, turned out to be extremely unsuccessful and brought death to 115 German pilots in peacetime! Hartmann spoke disapprovingly and harshly of this jet fighter (which was quite right), prevented its adoption by Germany and upset his relations with both the Bundes-Luftwaffe command and with the high American military. He was retired with the rank of colonel in 1970.

After being transferred to the reserve, he worked as an instructor pilot in Hangelare, near Bonn, and performed in the aerobatic team of Adolf Galland "Dolfo". In 1980, he fell seriously ill, and had to part with aviation.

It is interesting that the Commander-in-Chief of the Soviet and then Russian Air Force, General of the Army P.S. Deinekin, taking advantage of the warming of international relations in the late 80s and early 90s, several times persistently expressed his wish to meet with Hartman, but did not find mutual understanding among the German military officials.

Colonel Hartman was awarded the Knight's Cross with Oak Leaves, Swords and Diamonds, the Iron Cross 1st and 2nd Class, the German Cross in Gold.

Gerhard Gerd Barkhorn, second Luftwaffe ace (Germany) - 301 air victories.

Gerhard Barkhorn was born in Königsberg, East Prussia on March 20, 1919. In 1937, Barkhorn was accepted into the Luftwaffe as a Fanenjunker (officer candidate rank) and began his flight training in March 1938. After graduating from flight training, he was selected as a lieutenant and at the beginning of 1940 was accepted into the 2nd Fighter Squadron "Richthofen", known for old combat traditions that had been formed in the battles of the First World War.

The combat debut of Gerhard Barkhorn in the Battle of England was not very successful. He did not shoot down a single enemy aircraft, but he himself twice left a burning car with a parachute, and once right over the English Channel. Only during the 120th sortie (!), Which took place on July 2, 1941, Barkhorn managed to open an account with his victories. But after that, his successes gained an enviable stability. The hundredth victory came to him on December 19, 1942. On the same day, Barkhorn shot down 6 planes, and on July 20, 1942 - 5. He also shot down 5 planes before that, on June 22, 1942. Then the pilot's performance decreased slightly - and he reached the two hundredth mark only on November 30, 1943.

Here is how Barkhorn comments on the actions of the enemy:

“Some Russian pilots didn’t even look around and rarely looked back.

I shot down a lot of those who were not even aware of my presence. Only a few of them were a match for European pilots, the rest did not have the necessary flexibility in air combat.

Although it is not explicitly expressed, it can be inferred from reading that Barkhorn was a master of surprise attacks. He preferred dive attacks from the direction of the sun or came from below behind the tail of an enemy aircraft. At the same time, he did not shy away from classic turning combat, especially when he piloted his beloved Me-109F, even the version that was equipped with only one 15-mm cannon. But not all Russians succumbed to the German ace so easily: “Once in 1943, I withstood a forty-minute battle with a stubborn Russian pilot and could not achieve any results. I was so wet with sweat, as if I had just stepped out of the shower. I wonder if it was as difficult for him as it was for me. The Russian flew the LaGG-3, and both of us performed all conceivable and inconceivable aerobatic maneuvers in the air. I couldn't get him, and he couldn't get me. This pilot belonged to one of the guards aviation regiments, in which the best Soviet aces were assembled.

It should be noted that a one-on-one dogfight lasting forty minutes was almost a record. There were usually other fighters nearby, ready to intervene, or on the rare occasions when two enemy aircraft actually met in the sky, one of them, as a rule, already had an advantage in position. In the battle described above, both pilots fought, avoiding unfavorable positions for themselves. Barkhorn was wary of enemy actions (probably because of his experience with RAF fighters), and the reasons for this were as follows: firstly, he achieved his numerous victories by flying more sorties than many other experts; secondly, in 1104 sorties, with a flight time of 2000 hours, his plane was shot down nine times.

On May 31, 1944, with 273 victories on his account, Barkhorn returned to his airfield after completing a combat mission. In this sortie, he was hit by a Soviet Airacobra, was shot down and wounded in his right leg. Apparently, the pilot who shot down Barkhorn was the outstanding Soviet ace Captain F. F. Arkhipenko (30 personal and 14 group victories), later Hero of the Soviet Union, who on that day was recorded the victory over the Me-109 in the fourth sortie. Barkhorn, making his 6th sortie of the day, managed to escape, but was out of action for four long months. After returning to JG 52, he brought the score of personal victories to 301, and then was transferred to the Western Front and appointed commander of JG 6 "Horst Wessel". Since then, he no longer had success in air battles. Enlisted soon in the Galland strike group JV 44, Barkhorn learned to fly the jet Me-262. But already in the second sortie, the plane was hit, lost thrust, and Barkhorn was seriously injured during an emergency landing.

In total, during the Second World War, Major G. Barkhorn made 1104 sorties.

Some researchers note that Barkhorn was 5 cm taller than Hartman (about 177 cm tall) and 7-10 kg heavier.

He called the Me-109 G-1 with the lightest possible weapons: two MG-17 (7.92 mm) and one MG-151 (15 mm) his favorite car, preferring the lightness and, consequently, the maneuverability of his car, the power of its weapons.

After the war, German ace No. 2 returned to flying as part of the new West German Air Force. In the mid-60s, while testing a VTOL aircraft, he "dropped" and crashed his Kestrel. When the wounded Barkhorn was slowly and with difficulty pulled out of the wrecked car, he, despite the most severe injuries, did not lose his sense of humor and muttered through his strength: "Three hundred and second ..."

In 1975, G. Barkhorn retired with the rank of major general.

In winter, in a snowstorm, near Cologne on January 6, 1983, together with his wife, Gerhard Barkhorn got into a severe car accident. His wife died immediately, and he himself died in the hospital two days later - on January 8, 1983.

He was buried at the Durnbach Military Cemetery in Tegernsee, Upper Bavaria.

Major of the Luftwaffe G. Barkhorn was awarded the Knight's Cross with Oak Leaves and Swords, the Iron Cross 1st and 2nd Class, the German Cross in Gold.

Gunter Rall - third ace of the Luftwaffe, 275 victories.

The third ace of the Luftwaffe in terms of the number of victories counted is Gunther Rall - 275 enemy aircraft shot down.

Rall fought against France and England in 1939–1940, then in Romania, Greece and Crete in 1941. From 1941 to 1944 he fought on the Eastern Front. In 1944, he returns to the skies of Germany and fights against the aviation of the Western Allies. All his rich combat experience was gained as a result of more than 800 "rabarbars" (air battles) carried out on the Me-109 of various modifications - from Bf 109 B-2 to Bf 109 G -14. Rall was badly wounded three times and shot down eight times. On November 28, 1941, in a tense air battle, his plane was so badly damaged that during an emergency landing "on its belly" the car simply fell apart, and Rall broke his spine in three places. There was no hope of a return to duty. But after ten months of treatment in the hospital, where he met his future wife, he was nevertheless restored to health and recognized as fit for flight work. At the end of July 1942, Rall again took off his plane, and on August 15 over the Kuban he won his 50th victory. On September 22, 1942, he chalked up his 100th victory. Subsequently, Rall fought over the Kuban, over the Kursk Bulge, over the Dnieper and Zaporozhye. In March 1944, he exceeded the achievement of V. Novotny, having chalked up 255 air victories and, until August 20, 1944, topped the list of Luftwaffe aces. On April 16, 1944, Rall won his last, 273rd, victory on the Eastern Front.

As the best German ace of that time, he was appointed commander of II by Göring. / JG 11, which was part of the Reich air defense and armed with the "109" new modification - G-5. Defending Berlin in 1944 from attacks by the British and Americans, Rall fought more than once with US Air Force aircraft. Once, the Thunderbolts tightly clamped his plane over the capital of the Third Reich, damaging his control, and one of the bursts given through the cockpit cut off the thumb on his right hand. Rall was shell-shocked, but returned to service a few weeks later. In December 1944, he became head of the Luftwaffe fighter aviation commander training school. In January 1945, Major G. Rall was appointed commander of the 300th Fighter Air Group (JG 300), armed with the FV-190D, but he no longer won victories. It was difficult to come up with a victory over the Reich - downed planes fell over German territory and only then received confirmation. Not at all like in the Don or Kuban steppes, where it was enough to report on the victory, confirm the wingman and the statement on several printed forms.

During his combat career, Major Rall made 621 sorties, chalked up 275 “downed” aircraft, of which only three were shot down over the Reich.

After the war, when a new German army was created - the Bundeswehr, G. Rall, who did not think of himself otherwise than as a military pilot, joined the Bundes-Luftwaffe. Here he immediately returned to flight work and mastered the F-84 Thunderjet and several modifications of the F-86 Saber. The skill of the major, and then Oberst Lieutenant Rall, was highly appreciated by American military experts. In the late 50s, he was appointed to the Bundes-Luftwaffe Art. inspector supervising the retraining of German pilots for the new F-104 Starfighter supersonic fighter. Retraining was successfully carried out. In September 1966, G. Rall was awarded the rank of brigadier general, and a year later - major general. At that time, Rall led the Bundes-Luftwaffe fighter division. In the late 80s, Lieutenant General Rall was dismissed from the Bundes-Luftwaffe from the post of inspector general.

G. Rall came to Russia several times, talked with Soviet aces. On the Hero of the Soviet Union, Major General of Aviation G. A. Baevsky, who knew well German and communicated with Rall at the demonstration of aircraft in Kubinka, this communication made a positive impression. Georgy Arturovich found Rall's personal position rather modest, including regarding his three-digit account, but as an interlocutor - an interesting person who deeply understands the concerns and needs of pilots and aviation.

Gunther Rall died on October 4, 2009. Lieutenant General G. Rall was awarded the Knight's Cross with Oak Leaves and Swords, the Iron Cross 1st and 2nd Class, the German Cross in Gold; Grand Federal Cross of the Worthy with a Star (a cross of the VI degree from the VIII degrees); Order of the Legion of the Worthy (USA).

Adolf GALLAND - an outstanding organizer of the Luftwaffe, who recorded 104 victories on the Western Front, lieutenant general.

Mildly bourgeois in his refined habits and deeds, he was a versatile and courageous man, an exceptionally gifted pilot and tactician, enjoyed the favor of political leaders and the highest authority among German pilots, and yet they left their bright mark on the history of the world wars of the 20th century.

Adolf Galland was born into the family of a manager in the town of Westerholt (now within the boundaries of Duisburg) on ​​March 19, 1912. Galland, like Marseille, had French roots: his Huguenot ancestors fled France in the 18th century and settled on the estate of Count von Westerholt. Galland was the second oldest of his four brothers. The upbringing in the family was based on strict religious principles, while the strictness of the father significantly softened the mother. FROM early years Adolf became a hunter, having obtained his first trophy - a hare - at the age of 6 years. An early passion for hunting and hunting successes are also characteristic of some other outstanding fighter pilots, in particular for A. V. Vorozheykin and E. G. Pepelyaev, who found not only entertainment in hunting, but also a significant help for their meager diet. Of course, the acquired hunting skills - the ability to hide, shoot accurately, follow the trail - had beneficial effect on the formation of the character and tactics of future aces.

In addition to hunting, the energetic young Galland was actively interested in technology. This interest led him in 1927 to the glider school in Gelsenkirchen. Graduation from the glider school, the acquired ability to soar, find and select air currents was very useful for the future pilot. In 1932, after graduating from high school, Adolf Galland entered the German School of Air Communications in Braunschweig, from which he graduated in 1933. Shortly after leaving school, Galland received an invitation to short-term courses for military pilots, secret in Germany at that time. After completing the courses, Galland was sent to Italy for an internship. From the autumn of 1934, Galland flew as a co-pilot on the passenger Junkers G-24. In February 1934, Galland was drafted into the army, in October he was promoted to the rank of lieutenant and sent to instructor service in Schleichsheim. When the creation of the Luftwaffe was announced on March 1, 1935, Galland was transferred to the 2nd Group of the 1st Fighter Squadron. Possessing an excellent vestibular apparatus and impeccable vasomotor skills, he quickly became an excellent aerobatic pilot. In those years, he suffered several accidents that almost cost him his life. Only exceptional perseverance, and sometimes cunning, allowed Galland to stay in aviation.

In 1937, he was sent to Spain, where he made 187 sorties for attack on the Xe-51B biplane. He had no air victories. For fights in Spain he was awarded the German Spanish Cross in gold with Swords and Diamonds.

In November 1938, upon his return from Spain, Galland became commander of JG433, re-equipped with Me-109, but before the start of hostilities in Poland he was assigned to another group armed with XSh-123 biplanes. In Poland, Galland made 87 sorties, received the rank of captain.

On May 12, 1940, Captain Galland won his first victories, shooting down three English Hurricanes at once on the Me-109. By June 6, 1940, when he was appointed commander of the 3rd Group of the 26th Fighter Squadron (III. / JG 26), Galland had 12 victories. On May 22, he shot down the first Spitfire. On August 17, 1940, at a meeting at the Goering estate of Karinhalle, Major Galland was appointed commander of the 26th squadron. On September 7, 1940, he participated in a massive Luftwaffe raid on London, consisting of 648 fighters covering 625 bombers. For the Me-109, this was a flight almost to the maximum range, more than two dozen Messerschmitts on the way back, over Calais, ran out of fuel, and their planes fell into the water. Galland also had problems with fuel, but his car was saved by the skill of the glider pilot sitting in it, who reached the French coast.

On September 25, 1940, Galland was summoned to Berlin, where Hitler presented him with the third Oak Leaves in history to the Knight's Cross. Galland, in his words, asked the Fuhrer not to "belittle the dignity of English pilots." Hitler unexpectedly immediately agreed with him, declaring that he regretted that England and Germany did not work together as allies. Galland fell into the hands of German journalists and quickly became one of the most "promoted" figures in Germany.

Adolf Galland was an avid cigar smoker, consuming up to twenty cigars daily. Even Mickey Mouse, invariably adorning the sides of all his fighting vehicles, was invariably portrayed with a cigar in his mouth. In the cockpit of his fighter was a lighter and a cigar holder.

On the evening of October 30, announcing the destruction of two Spitfires, Galland chalked up his 50th victory. On November 17, having shot down three Hurricanes over Calais, Galland with 56 victories came out on top among the aces of the Luftwaffe. After his 50th claimed victory, Galland was promoted to the rank of lieutenant colonel. A creative person, he proposed several tactical innovations, subsequently adopted by most armies in the world. So, despite the protests of the "bombers", he considered the most successful option for escorting the bombers to be free "hunting" along the route of their flight. Another of his innovations was the use of a headquarters air unit, staffed by a commander and the most experienced pilots.

After May 19, 1941, when Hess flew to England, the raids on the island practically ceased.

On June 21, 1941, the day before the attack on the Soviet Union, Galland's Messerschmitt, staring at the Spitfire he shot down, was shot down in a frontal attack from above by another Spitfire. Galland was wounded in the side and in the arm. With difficulty, he managed to open the jammed lantern, unhook the parachute from the antenna rack and land relatively safely. It is interesting that on the same day, around 12.40 Galland's Me-109 was already shot down by the British, and he landed it in an emergency "on his belly" in the Calais area.

When Galland was taken to the hospital in the evening of the same day, a telegram arrived from Hitler saying that Lieutenant Colonel Galland was the first in the Wehrmacht to be awarded the Swords to the Knight's Cross, and an order containing a ban on Galland's participation in sorties. Galland did everything possible and impossible to circumvent this order. On August 7, 1941, Lieutenant Colonel Galland scored his 75th victory. On November 18, he announced his next, already 96th, victory. On November 28, 1941, after the death of Melders, Goering appointed Galland to the post of inspector of Luftwaffe fighter aircraft, he was awarded the rank of colonel.

On January 28, 1942, Hitler presented Galland with the Diamonds to his Knight's Cross with Swords. He became the second holder of this highest award of Nazi Germany. December 19, 1942 he was awarded the rank of major general.

On May 22, 1943, Galland flew the Me-262 for the first time and was amazed at the opening possibilities of a turbojet. He insisted on the speedy combat use of this aircraft, assuring that one Me-262 squadron was equal in strength to 10 ordinary ones.

With the inclusion of US aviation in the air war and the defeat at the Battle of Kursk, Germany's position became desperate. On June 15, 1943, Galland, despite strong objections, was appointed commander of the fighter aircraft of the Sicily group. With the energy and talent of Galland, they tried to save the situation in southern Italy. But on July 16, about a hundred American bombers attacked the Vibo-Valentia airfield and destroyed the Luftwaffe fighter aircraft. Galland, having surrendered command, returned to Berlin.

The fate of Germany was sealed, and neither the dedication of the best German pilots, nor the talent of outstanding designers could save it.

Galland was one of the most talented and sensible generals in the Luftwaffe. He tried not to expose his subordinates to unjustified risk, soberly assessed the current situation. Thanks to the accumulated experience, Galland managed to avoid major losses in the squadron entrusted to him. An outstanding pilot and commander, Galland had a rare talent for analyzing all the strategic and tactical features of the situation.

Under the command of Galland, the Luftwaffe conducted one of the most brilliant air cover operations for ships, code-named "Thunderbolt". The fighter squadron under the direct command of Galland covered from the air the exit from the encirclement of the German battleships Scharnhorst and Gneisenau, as well as the heavy cruiser Prinz Eugen. Having successfully carried out the operation, the Luftwaffe and the fleet destroyed 30 British aircraft, losing 7 vehicles. Galland called this operation the "finest hour" of his career.

In the autumn of 1943 - in the spring of 1944, Galland secretly flew more than 10 sorties on the FV-190 A-6, chalking up two American bombers. On December 1, 1944, Galland was promoted to the rank of lieutenant general.

After the failure of the Bodenplatte operation, when about 300 Luftwaffe fighters were lost, at the cost of 144 British and 84 American aircraft, Goering removed Galland from the post of fighter aircraft inspector on January 12, 1945. This caused the so-called fighter mutiny. As a result, several German aces were demoted, and Galland was placed under house arrest. But soon a bell rang in Galland's house: Hitler's adjutant von Belof told him: "The Fuhrer still loves you, General Galland."

In the face of a disintegrating defense, Lieutenant General Galland was instructed to form a new fighter group from the best German aces and fight enemy bombers on the Me-262. The group received the semi-mystical name JV44 (44 as half of the number 88, indicating the number of the group that successfully fought in Spain) and entered the battle in early April 1945. As part of JV44, Galland scored 6 victories, was shot down (landed across the strip) and wounded on April 25, 1945.

In total, Lieutenant General Galland made 425 sorties, chalked up 104 victories.

On May 1, 1945, Galland, along with his pilots, surrendered to the Americans. In 1946-1947, Galland was recruited by the Americans to work in the historical department of the US Air Force in Europe. Later, in the 60s, Galland lectured in the United States on the actions of German aviation. In the spring of 1947, Galland was released from captivity. Galland passed this difficult time for many Germans on the estate of his old admirer, the widowed Baroness von Donner. He divided it between household chores, wine, cigars and illegal hunting at that time.

During the Nuremberg trials, when Goering's defenders drew up a lengthy document and, trying to sign it with the leading figures of the Luftwaffe, brought it to Galland, he carefully read the paper, and then resolutely tore it from top to bottom.

“I personally welcome this trial, because only in this way can we find out who is responsible for all this,” Galland allegedly said at the time.

In 1948, he met with his old acquaintance - the German aircraft designer Kurt Tank, who created the Focke-Wulf fighters and, perhaps, the best piston fighter in history - the Ta-152. The tank was about to sail to Argentina, where a big contract awaited him, and invited Galland to go with him. He agreed and, having received an invitation from President Juan Peron himself, soon set sail. Argentina, like the United States, emerged from the war incredibly rich. Galland received a three-year contract for the reorganization of the Argentine Air Force, carried out under the leadership of the Argentine commander-in-chief Juan Fabri. The flexible Galland managed to find full contact with the Argentines and was happy to pass on knowledge to pilots and their commanders who had no combat experience. In Argentina, Galland flew every type of aircraft he saw there almost daily, maintaining his flying form. Soon Baroness von Donner came to Galland with her children. It was in Argentina that Galland began to work on a book of memoirs, later called The First and Last. A few years later, the baroness left Galland and Argentina when he became friends with Sylvinia von Donhoff. In February 1954, Adolf and Silvinia got married. For Galland, and he was already 42 years old at that time, this is the first marriage. In 1955, Galland left Argentina and took part in aviation competitions in Italy, where he took an honorable second place. In Germany, the Minister of Defense invited Galland to retake the post of inspector - commander of the fighter aircraft of the Bundes Luftwaffe. Galland asked for time to think. At this time, power changed in the FRG, the pro-American-minded Franz-Josef Strauss became Minister of Defense, who appointed General Kummhuber, an old opponent of Galland, to the post of inspector.

Galland moved to Bonn and went into business. He divorced Sylvinia von Donhoff and married his young secretary, Hannelise Ladwein. Soon Galland had children - a son, and three years later a daughter.

Throughout his life, until the age of 75, Galland flew actively. When there was no military aviation for him, he found himself in light and sports aviation. With age, Galland devoted more and more time to meetings with his old associates, with veterans. His authority among German pilots of all times was exceptional: he was the honorary leader of several aviation societies, president of the Association of German Fighter Pilots, and a member of dozens of flying clubs. In 1969, Galland saw and "attacked" the spectacular pilot Heidi Horn, at the same time the former head of a successful company, and started a "fight" according to all the rules. Soon he divorced his wife, and Heidi, unable to withstand the "dizzying attacks of the old ace," agreed to marry the 72-year-old Galland.

Adolf Galland, one of seven German fighter pilots to be awarded the Knight's Cross with Oak Leaves, Swords and Diamonds, and all other statutory awards.

Otto Bruno Kittel - Luftwaffe No. 4 ace, 267 victories, Germany.

This outstanding fighter pilot was nothing like, say, the arrogant and spectacular Hans Philipp, that is, he did not at all correspond to the image of an ace pilot created by the German imperial propaganda ministry. A short, quiet and modest man with a slight stutter.

He was born in Kronsdorf (now Korunov in the Czech Republic) in the Sudetes, then in Austria-Hungary, on February 21, 1917. Note that on February 17, 1917, the outstanding Soviet ace K. A. Evstigneev was born.

In 1939, Kittel was accepted into the Luftwaffe and was soon assigned to the 54th squadron (JG 54).

Kitel announced his first victories already on June 22, 1941, but in comparison with other Luftwaffe experts, his start was modest. By the end of 1941, he had only 17 victories to his credit. At first, Kittel showed unimportant ability in aerial shooting. Then senior comrades took up his training: Hannes Trauloft, Hans Philipp, Walter Novotny and other pilots of the Green Heart air group. They did not give up until their patience was rewarded. By 1943, Kittel had filled his eyes and, with enviable constancy, began to record his victories over Soviet aircraft one after another. His 39th victory, won on February 19, 1943, was the 4,000th victory claimed by the pilots of the 54th squadron during the war years.

When under the crushing blows of the Red Army, the German troops began to roll back to the west, German journalists found a source of inspiration in a modest but exceptionally gifted pilot, Lieutenant Otto Kittel. Until mid-February 1945, his name does not leave the pages of German periodicals, regularly appears in the footage of the military chronicle.

On March 15, 1943, after the 47th victory, Kittel was shot down and landed 60 km from the front line. In three days, without food and fire, he covered this distance (crossed Lake Ilmen at night) and returned to the unit. Kittel was awarded the German Cross in Gold and the title of Chief Sergeant Major. On October 6, 1943, Chief Sergeant Major Kittel was awarded the Knight's Cross, received officer's buttonholes, shoulder straps and the entire 2nd Squadron of the 54th Fighter Group under his command. Later, he was promoted to lieutenant and awarded the Oak Leaves, and then the Swords to the Knight's Cross, which, as in most other cases, he was given by the Fuhrer. From November 1943 to January 1944 he was an instructor at the Luftwaffe flying school in Biarritz, France. In March 1944, he returned to his squadron, to the Russian front. Success did not turn Kittel's head: until the end of his life he remained a modest, hardworking and unpretentious person.

From the autumn of 1944, Kittel's squadron fought in the Courland "cauldron" in Western Latvia. On February 14, 1945, while making the 583rd sortie, he attacked an Il-2 group, but was shot down, probably from cannons. On that day, the victories over the FV-190 were recorded for the pilots piloting the Il-2 - the deputy squadron commander of the 806th assault aviation regiment, Lieutenant V. Karaman and the lieutenant of the 502nd Guards Aviation Regiment, V. Komendat.

By the time of his death, Otto Kittel had 267 victories (of which 94 were Il-2), and he was the fourth in the list of the most successful air aces in Germany and the most successful pilot of those who fought on the FV-190 fighter.

Captain Kittel was awarded the Knight's Cross with Oak Leaves and Swords, the Iron Cross 1st and 2nd Class, the German Cross in Gold.

Walter Nowi Novotny - Luftwaffe No. 5 ace, 258 victories.

Although Major Walter Nowotny is considered the fifth ace of the Luftwaffe in terms of the number of downed vehicles, during the war he was the most famous ace of the Second World War. Nowotny occupied an honorable place along with Galland, Melders and Graf in popularity abroad, his name was one of the few that became known behind the front lines during the war and was discussed by the Allied public, just as it was with Boelcke, Udet and Richthofen in time of the First World War.

Novotny enjoyed fame and respect among German pilots like no other pilot. For all his courage and obsession in the air, he was a charming and friendly man on the ground.

Walter Nowotny was born in the north of Austria in the town of Gmünde on December 7, 1920. My father was a railway worker, two brothers were officers of the Wehrmacht. One of them was killed near Stalingrad.

Walter Nowotny grew up exceptionally gifted in terms of sports: he won in running, javelin throwing, and sports competitions. He joined the Luftwaffe in 1939 at the age of 18 and attended a fighter pilot school in Schwechat near Vienna. Like Otto Kittel, he was assigned to JG54 and made dozens of sorties before he managed to overcome his interfering feverish excitement and acquire the "handwriting of a fighter."

On July 19, 1941, he won the first victories in the sky over Ezel Island in the Gulf of Riga, chalking up three “downed” Soviet I-153 fighters. At the same time, Novotny also learned the other side of the coin, when a skillful and determined Russian pilot shot him down and sent him to "drink water." It was already night when Novotny paddled on a rubber raft to the shore.

On August 4, 1942, having re-equipped with the Gustav (Me-109G-2), Novotny chalked up 4 Soviet aircraft at once and a month later was awarded the Knight's Cross. On October 25, 1942, V. Novotny was appointed commander of the 1st detachment of the 1st group of the 54th fighter squadron. Gradually, the group was re-equipped with relatively new vehicles - FV-190A and A-2. On June 24, 1943, he chalked up the 120th "shot down", which was the basis for awarding the Oak Leaves to the Knight's Cross. On September 1, 1943, Novotny chalked up 10 "downed" Soviet aircraft at once. This is far from the limit for Luftwaffe pilots.

Emil Lang filled out his forms for as many as 18 Soviet aircraft shot down in one day (at the end of October 1943 in the Kyiv region - a rather expected response of an annoyed German ace to the defeat of the Wehrmacht on the Dnieper, and the Luftwaffe - over the Dnieper), and Erich Rüdorfer "shot down"

13 Soviet aircraft for November 13, 1943. Note that for the Soviet aces and 4 enemy aircraft shot down per day were an extremely rare, exceptional victory. This says only one thing - about the reliability of victories on the one hand and on the other: the calculated reliability of victories among Soviet pilots is 4–6 times higher than the reliability of the “victories” recorded by the aces of the Luftwaffe.

In September 1943, with 207 "victories", Lieutenant V. Novotny became the most productive Luftwaffe pilot. On October 10, 1943, he chalked up his 250th "victory". In the German press of that time, a real hysteria arose about this. On November 15, 1943, Novotny recorded his last, 255th, victory on the Eastern Front.

He continued combat work almost a year later, already on the Western Front, on the jet Me-262. On November 8, 1944, taking off at the head of the troika to intercept American bombers, he shot down a Liberator and a Mustang fighter, which became his last, 257th, victory. Me-262 Novotny was damaged and on the way to his own airfield was shot down either by the Mustang or by the fire of his own anti-aircraft artillery. Major V. Novotny died.

Novi, as his comrades were called, became a Luftwaffe legend during his lifetime. He was the first to chalk up 250 aerial victories.

Nowotny became the eighth German officer to receive the Knight's Cross with Oak Leaves, Swords and Diamonds. He was also awarded the Iron Cross 1st and 2nd class, the German Cross in Gold; Order of the Cross of Liberty (Finland), medals.

Wilhelm "Willi" Batz - the sixth ace of the Luftwaffe, 237 victories.

Butz was born on May 21, 1916 in Bamberg. After recruit training and a meticulous medical examination, on November 1, 1935, he was assigned to the Luftwaffe.

After completing his initial fighter pilot course, Batz was transferred as an instructor to a flight school in Bad Eilbing. He was distinguished by tirelessness and a real passion for flying. In total, during the training and instructor service, he flew 5240 hours!

From the end of 1942 he served in the spare part of JG52 2./ ErgGr "Ost". From February 1, 1943, he served as adjutant in the II. /JG52. The first downed aircraft - LaGG-3 - was recorded to him on March 11, 1943. In May 1943 he was appointed commander of 5./JG52. Butz achieved significant success only during the Battle of Kursk. Until September 9, 1943, 20 victories were recorded for him, and by the end of November 1943 - another 50.

Further, Batz's career went as well as the career of a famous fighter pilot on the Eastern Front often developed. In March 1944, Batz shoots down his 101st aircraft. At the end of May 1944, during seven sorties, he shot down as many as 15 aircraft. On March 26, 1944, Batz received the Knight's Cross, and on July 20, 1944, the Oak Leaves to him.

In July 1944, he fought over Romania, where he shot down a B-24 Liberator bomber and two R-51B Mustang fighters. By the end of 1944, Batz already had 224 air victories on his combat account. In 1945 he became commander of the II. /JG52. April 21, 1945 was awarded.

In total, during the war years, Batz made 445 (according to other sources - 451) sorties and shot down 237 aircraft: 232 on the Eastern Front and, modestly, 5 on the Western, among the last two four-engine bombers. He flew on Me-109G and Me-109K aircraft. In battles, Batz was wounded three times and shot down four times.

He died at the Mauschendorf clinic on September 11, 1988. Cavalier of the Knight's Cross with Oak Leaves and Swords (No. 145, 04/21/1945), German Cross in Gold, Iron Cross 1st and 2nd class.

Hermann Graf - 212 officially counted victories, ninth Luftwaffe ace, colonel.

Hermann Graf was born in Engen, near Lake Baden, on October 24, 1912. The son of a simple blacksmith, he, due to his origin and poor education, could not make a quick and successful military career. After graduating from college and working for some time in the lock shop, he went to the official service in the municipal office. At the same time, the fact that Herman was an excellent football player played a primary role, and the first rays of glory gilded him as a forward of the local football team. Herman began his journey into the sky as a glider pilot in 1932, and in 1935 he was accepted into the Luftwaffe. In 1936 he was accepted into the flying school in Karlsruhe and graduated on September 25, 1936. In May 1938, he improved his qualifications as a pilot and, having evaded being sent for retraining on multi-engine vehicles, as a non-commissioned officer, he insisted on being assigned to the second detachment of JG51, armed with Me-109 E-1 fighters.

LUFTWAFFE PLANES IN THE ARCTIC Pupils of Reichsmarschall Hermann Goering tried to keep up with the pupils of "Papa Dennitsa" in matters of active penetration into the Arctic. This is clearly confirmed by the intelligence reports of the Northern Fleet about the appearance of German aircraft.