The story behind the Luftwaffe book(s) - 100 Jahre Blankensee, Die dunklen Jahre und Die Spur des Löwen - Alexander Steenbeck

Interview with Alexander Steenbeck. I've kept our chat - or at least Alex's replies - in his original German for my German readers and added a quick and rough translation for those readers who don't know German.. 

" ..Alexander, could you please tell us a little about yourself as a person, writer and historian ? I believe you trained as a journalist…"

 Ja, ich arbeite seit mehr als 20 Jahren in der Medien-Branche, seit zehn Jahren in einem der größten Medienhäuser Norddeutschlands. Ich habe in Hamburg Geschichte, Journalistik, Betriebswirtschaftslehre und Politik studiert. Die Kombination aus Beruf und Studium ist für meine Arbeit als Autor sehr vorteilhaft.

"..Yes, I've been working in the media industry for more than 20 years, for ten years in one of the largest media houses in North Germany. I studied history, journalism, business administration and politics in Hamburg. The combination of work and study is very advantageous for my work as an author..."

"..What prompted you to want to write books about Luftwaffe history and publish them yourself ?.."

Ich interessiere mich intensiv für die Fliegerei seit meinem elften Lebensjahr. Bereits im Jahr 2000 hatte ich so viele Unterlagen aus der Luftwaffen-Zeit zusammengetragen, dass ich auf die Idee kam, dieses Material anderen nicht vorzuenthalten. Es entstand 2002 mein 1. Buch (LBC – Lübeck-Blankensee), das im Lübecker Steintor-Verlag erschienen ist. Später wollte ich Layout und Umfang  lieber selbst bestimmen; 2008 und 2012 nahm ich das selbst in die Hand und veröffentlichte Buch 2 (Die dunklen Jahre) und 3 (Die Spur des Löwen).

"..I have been very interested in aviation and flying since I was eleven years old. As long ago as the year 2000 I had collected so many documents from the Luftwaffe period that I came up with the idea to make this material available to others. My first book (LBC - Lübeck-Blankensee) was published in 2002 by the Lübeck-based Steintor-Verlag. Later on I decided that I wanted to determine layout and scope myself. In 2008 and 2012, I took matters into my own hands and self- produced and published book 2 Die dunklen Jahre and then book 3 Die Spur des Löwen..."

"Alexander, your book 'Die dunklen Jahre' told the story of Lübeck-Blankensee during the period 1933-1945. For readers who don't know this book what sort of missions were flown from this airfield, especially in the last months of the war?  Can you tell us about some of the characters you met during your research ?"


Lübeck-Blankensee war ein Fliegerhorst, der durchweg eine wichtige Rolle in der Luftwaffe gespielt hat. Zu Beginn des Krieges als Drehscheibe für Einsätze gegen England und Skandinavien, 1944/45 war der Platz einer der ersten Plätze im Reich, der für Düsenflugzeuge ausgebaut wurde. In den letzten Kriegswochen nutzten Ar 234-, Me262- und He162-Verbände ihn für Einsätze oder auch als Einsatzbasis. Blankensee war von 1938-45 Heimat des KG 26, zudem dessen Ausbildungsbasis der IV. Gruppe. Außerdem diente der Platz der Flugzeugindustrie - insbesondere den Heinkel-Werken - als Umrüstort. Und es waren nicht nur bekannte Flieger wie Herbert Altner, Walter Briegleb und Co., mit denen ich für meine Bücher im Austausch stand. Vielfach waren es gerade die weniger oder gar unbekannten Luftwaffenangehörige, die meine Arbeit wesentlich voran gebracht haben. Ironischer Weise habe ich die detailiertesten Schilderungen rund um Blankensee von denen, die nicht geflogen sind; von den Technikern, Zivilangestellten und dem Verwaltungspersonal. In Sachen KG26 verhält es sich ähnlich, zumal nur wenige Besatzungsmitglieder die Flüge überlebt haben.

"....Lübeck-Blankensee was an airbase that played an important role in the Luftwaffe. At the beginning of the war it was a key airfield for missions against England and Scandinavia. During 1944/45 it was one of the first bases equipped for jet operations. In the last weeks of the war the Ar 234, Me 262 and He 162 all flew from here. The field was also home to KG 26 throughout the war. The German aircraft industry in general - especially the Heinkel factories used the airfield. And it wasn't just well-known fliers like Herbert Altner, Walter Briegleb and co. with whom I was in contact for my books. In many cases it was precisely the 'lesser' or even unknown members of the Luftwaffe who have significantly advanced my work. Ironically, I have the most detailed descriptions around Blankensee from those who were not airmen - from technicians, civilian employees and administrative staff. In terms of KG 26 it was a similar story, especially since only relatively few crew members survived their combat sorties...."


 " ..How did your interest in KG 26 develop ? What was your aim in writing the history of this unit ? "


 Die Heimat des KG 26 ist auch meine Heimat: die Hansestadt Lübeck. Es gibt sehr viele Verbindungen des Löwengeschwaders zur Luftfahrtgeschichte Lübecks.Das Geschwader prägte die Fliegerei hier mehr als ein halbes Jahrzehnt, viele der ehemaligen Flieger und ihre Familien leben bis heute hier. Die Recherchen zu meinen ersten beiden Büchern brachten insofern sehr viel Material über das KG 26 hervor. Gleichzeitig war das Buch „Achtung Torpedo los!“ von Rudi Schmidt längst überholt. Was lag da näher, als das Material über das KG 26 in einem neuen Buch zu veröffentlichen?

"..KG 26 and its men had their home in my home so to speak; Lübeck. The 'Lion Geschwader' has so many connections with the aviation history of the town; many of the former Geschwader members and their families still live here. During the research for the my first two books I accumulated so much material on KG 26. At the same time Rudi Schmidt's 'standard' work on the Geschwader „Achtung Torpedo los!“ was in need of revision and an update. It seemed self-evident to publish all this material in a new book.."

"..How much time was devoted to the research and writing of this particular book ? And your other books ? 

 Die Recherche war und ist nicht kontinuierlich. Forschung hört ja nie auf. Das Zusammentragen, Schreiben und Produzieren des Buches hat rund ein Jahr gedauert und somit ähnlich lange wie bei meinen anderen Büchern. Generell ist die Arbeit aber nicht abgeschlossen. Schade ist nur, dass nachträglich auftauchendes Material nicht in die Chronik(en) eingebunden werden kann, so dass jeder Leser davon partizipieren kann. So etwas funktioniert nur bei Online-Veröffentlichungen wie beispielsweise von Andreas Zapf.

".. research was and is not continuous. Research never ends. Compiling, writing and producing the book lasted for about one year, which is similar to my other books. Generally work like this is never finished. It is only a pity that material that emerges later can not be included in the chronicle (s), so that every reader can share in it. This is only possible with online publications such as the research undertaken by Andreas Zapf..."

"..How were you received by the veterans themselves and how did they react to the work..?"

“Die Spur des Löwen” ist die erste Chronik, die nicht von und für Veteranen gemacht wurde. Die Ausrichtung konnte so eine andere sein. Die Reaktionen, die ich – auch von Seiten der Ehemaligen – erhielt, waren durchweg positiv. Es gab Lob und Anerkennung für diese neue, umfassende Darstellung der Einsatzgeschichte des KG 26.

"..."The Trail of the Lion" is the first chronicle not made by and for veterans. The way the book is set out is different. The reactions that I received, including on the part of the vets, were consistently positive. There was praise and appreciation for this new, comprehensive presentation of the combat history of KG 26..."

Below; book extract from Alexander Steenbeck's Die Spur des Löwen. Decorated rudder of Konrad Hennemann's He 111 H-6. Hennemann and his crew flying He 111 H-6 "1H+GH" went down on Saturday 4 July 1942 after launching an attack against the British freighter Navarino sailing in PQ 17. Hennemann was awarded a posthumous RK and is still listed as missing.

“ You published a long extract –in English – from your KG 26 history in The Aviation Historian (issue 8). How did that come about? Does this mean that your book will be translated one day?”

Der Artikel im Aviation Historian war Material, das mir erst nach der Veröffentlichung von “Die Spur des Löwen” vorlag. Britische Luftfahrtmagazine sind eine sehr gute Alternative zu den deutschen Magazinen, so lag es nahe, die Geschichte vom Bombenunglück der II./KG 26 in Gabbert in England zu veröffentlichen. Eine Übersetzung meines Buches wurde häufig nachgefragt. Doch der Buchmarkt für Luftwaffen-Literatur wird immer schwieriger. Insofern muss man sich allein aus kaufmännischen Gesichtspunkten vorrangig die Frage nach den Käufern stellen. Und die werden, was diese Spezialliteratur angeht, immer weniger.

"..The article that appeared in the Aviation Historian was essentially material that I uncovered after the publication of my book... I'm often asked whether a translation of my book will ever appear but the book market especially for Luftwaffe books is getting ever more difficult. You have to ask yourself purely from the sales point of view who would buy it as such interested readers are growing less and less.."

" Is there any one piece of information or fact that you uncovered in your research that you are especially proud of..? Can you tell us about your proudest and most frustrating moment as a writer ? "

Das Ausmaß der Einsätze gegen Schiffe ist erstmals anders geschildert, als im Buch von Rudi Schmidt oder in der deutschen WK-II-Propaganda, die bis heute noch ihre Wirkung behalten hat, wenn man so manche heutige Veröffentlichung genauer betrachtet. Die übermäßigen Erfolge des KG 26 konnte ich relativieren, ohne die Einsatzleistungen der Besatzungen zu schmälern. Zudem habe ich sehr viel Bildmaterial zusammengetragen, auf das mich viele Leser angesprochen haben. Negativ war während der Vorarbeiten zum Buch der Kontakt zu einigen Sammlern. Manche hüten lieber ihre Schätze, als sie zu veröffentlichen oder Forschern zugänglich zu machen. Schade war auch der Kontakt zur Familie von Rudi Schmidt. Ich hätte mir auch eine überarbeitete Fassung von „Achtung Torpedo los!“ vorstellen können, aber die Familie blockte Kontakte ab. Angeblich sei Schmidts Nachlass komplett in den Müll gewandert, hieß es. Trauriges Ende seiner Recherchen zum KG 26.

" ..the extent of anti-shipping operations is probably portrayed somewhat differently from how they have been in Rudi Schmidt's book or in war-time German propaganda which even today has retained its impact, as a close look at certain publications demonstrates. I was able to put the supposed great successes of KG 26 into some sort of context without besmirching the reputations of the crews that flew these sorties. In addition, I compiled a lot of picture material, which many readers have been pleased with. One not so positive outcome was during the preliminary work for the book - contact to some collectors. Some prefer to keep their treasures for themselves rather than publish them or make them accessible to researchers. Also a disappointment was the contact I had with the family of Rudi Schmidt. I could have imagined maybe writing a revised version of "Achtung Torpedo los!", but the family blocked all communication. Supposedly Schmidt's estate had been disposed of, thrown out with the rubbish I was told. If that was indeed the case then it was a sad end to his research on KG 26.."

"..Do you have any projects that you are working on currently?.."

 ..Ja, Ich habe gerade mein neues Buch veröffentlicht, das sich mit der 100-jährigen Geschichte des Lübecker Flughafens beschäftigt. Es ist immer wieder erstaunlich, was nach vielen Jahrzehnten aus privater Hand oder aus Archiven noch an Material auftaucht. Man darf also gespannt sein!

"..Yes, I've been working on a new book - which is just published - dealing with the history of Lübeck Airport, which will be 100 years old in 2017. It is always surprising, even after many decades, how much material from private hands or from archives still appears. Plenty of reasons to be excited !.."

"...Alexander, thank you for answering my questions, thank you for your superb books and good luck with sales of the new book which is now available. More about "100 Jahre Blankensee" can be found here: www.100-jahre-blankensee.de

Training centre, operational base for torpedo and jet bombers during WWII, regional airport and several times threatened with closure, Lübeck Airport has had a turbulent history. Aircraft have been taking off and landing in Blankensee, one of the oldest airfields in Germany for 100 years. The first buildings were built in 1916 but up to the late 1940s the present airport served purely military purposes. Only after the fall of the Iron Curtain did civilian use really come to the fore, but even then new developments proved controversial with the coming and going of private investors at the beginning of the new millennium. With what is now his fourth book, Alexander Steenbeck describes the ups and downs of Lübeck Airport, reveals its developmental history, and summarises his years-long, meticulous research into Lübeck's aviation history. More than 500 unpublished photos, plans, tables and documents illustrate a century of aviation in the Hansestadt. The book "100 years of Blankensee" supplements and completes the author's works, published so far on the history of Lübeck Airport (see above).



 Units based in Lübeck Blankensee during WWII include the Immelmann-Geschwader (II./StG 162 und I./StG 167) as well as the Löwengeschader (KG 257, later KG 26 ), but also the Ju 88 nightfighters of Nachtjagdgeschwader 5 (principally III./NJG 5 ). Blankensee was also developed for jet deployments, in particular the Messerschmitt Me 262s of "Kommando Welter", 10./NJG 11, and the Ar 234 jets of KG 76. Late on elements of Nachtschlachtkommando 9 flying Bücker Bü 181 training machines carrying Panzerfauste and Splitterbomben also flew from Blankeesee as the British closed in around the Elbe bridgehead around Hamburg. Some of the last sorties of the war were flown by He 111s of KG 4 launched on re-supply missions over Berlin on 4 May 1945.

Probably the last movements of the war saw three Ju 188 and 11 Ju 88 torpedo bombers belonging to KG 26 land at Lübeck-Blankensee on 8 May 1945 after their flight to the Kurland pocket from where they had helped to evacuate German soldiers. Evading three Russian fighters by letting down to wave top height after crossing the coastline, Ju 88 "1H+KM" flown by Lt. Horst Naumann was one of up to forty aircraft from various units that flew from Norway to Courland returning into Lübeck-Blankensee late into the evening of 8 May 1945 with up to eight so-called 'Kurland Flüchtlinge' ('Courland refugees', ie soldiers, Landser)  on board to be greeted by British troops who had taken the airfield on 2 May.

(" As the British drove across the airfield we stood outside the workshops in our overalls waiting for what was to come - in the end we were greeted in a friendly way, some even waved at us - not at all the reception we would have dreamed of expecting..")

Above and left; Ian Calderwood's father took a series of excellent images at Lübeck-Blankensee in 1945 which have been posted on flickr here


More author interviews on this blog;

-  Jan Forsgren, author of the Fonthill Media title "The Junkers Ju 52 Story" here

- The story behind the Luftwaffe book - John Vasco's 'Bombsights over England -Erprobungsgruppe 210 in the Battle of Britain' here

- The story behind the Luftwaffe book(s)  - a chat with the doyen of Luftwaffe book authors - Eddie Creek here

An interview with Jan Forsgren, author of the new Fonthill Media title " The Junkers Ju 52 Story "

Above; "Junkers Ju 52 Story" author Jan Forsgren in Dübendorf last week as the guest of RIMOWA for the first flight of their new-build Junkers F 13 and prior to boarding Ju 52/3m HB-HOT


Qu: Hello Jan, congratulations on the publication of your latest book " The Junkers Ju 52 Story " ! Can you tell Luftwaffe blog readers a little about yourself as a writer, person, historian. What prompted you to write about Luftwaffe aircraft and history? Why did you choose to write about the Ju 52 given that the type's story must be widely known ? Was it because it was widely used in Scandinavia? Is your interest more in civil aviation? 

I was born in Sweden in 1965, and ever since my childhood, I've been interested in aviation, and, in particular, aviation history. Over the years, this interest has grown steadily and considerably. However, I've worked professionally as an archivist for more than 15 years, as well as an English teacher in Bangkok for a couple of years. The latter was, in part, due to my strong interest in South East Asian aviation. My main research area, apart from historical aviation, concerns Cambodia, and, in particular, its relationship with Sweden between 1970 to 1990. Since 2010, I've been heavily involved in the Arlanda Civil Aviation Collection at Arlanda Airport just north of Stockholm I've written about 250 articles and six books, including two in Swedish and four English, the latter including Swedish Fortresses and Messerschmitt Bf 108 for MMP and Sinking the Beast and The Junkers Ju 52/3m Story for Fonthill. The Ju 52/3m Story came about simply because many other books concentrate on either the Ju 52/3m in Lufthansa or Luftwaffe service, virtually ignoring the other operators. My aim was to provide a concise, single-volume book on the Ju 52/3m, where I would attempt to cover the entire (an impossible task!) history of this deservedly famous aeroplane. Its use in Scandinavia did not, however, make me decide to write the book to any great extent.

Qu: I have your Me 108 book via MMP which was nicely done but from here Fonthill looks like a step up, I'm tempted to say a 'real' publisher. (MMP don't pay their authors I believe) How did the book and your relationship with Fonthill come about?

 During an 11-day whirlwind tour of Britain in 2011 - from Solent Sky in Southampton to the Yorkshire Air Museum at Elvington and air displays at Waddington, Duxford and Old Warden, I met Graham Simons at the latter place. Graham casually mentioned that Jay Slater, then of History Press, was looking for new authors. Upon my return to Sweden, I sent Jay an e-mail along with ideas for books. He rejected my Swedish Air Forces since 1911, but thought that a book about sinking the Tirpitz would be just right. Sinking the Beast was published in August 2014, after which Jay requested more books! MMP does, incidentally, pay royalties, but it is only a pittance. From my point of view, MMP do publish off-beat titles, that few other publishers would accept.

Qu: What was the most surprising or unusual fact you uncovered during your research?

 I would have to say the widespread use and longevity of the Ju 52/3m. It was, as most would assume, not limited to World War II but enjoyed civilian and military service long after 1945.

above; Ju 52/3m "GA+WW" of 4./KGrzbV 900 in Roslawl during February 1942 prior to flying into the Demyansk Kessel (pocket). The crew of pilot Jürgen Pfau is seen shovelling snow away from the machine.(via Meyer)


Qu: How much time was devoted to the research and writing of this particular book ? And compared to your other books ? You mention the 'long, lonely hours' spent writing in your introduction. I bet it's hard work isn't it ? Do you look forward to how it might be received or are you not interested in what people might say about your work?

 The Ju 52/3m Story took me about one year to research and write. And, it is indeed hard work! I do look forward - with some trepidation - to the reviews and opinions offered by reviewers and fellow aviation historians. I am all too aware that some might say -'Oh, there's not enough Luftwaffe, Lufthansa etc', in the book, But, it is intended to be a general, concise overview of a great aeroplane. I do think, incidentally, that there are some areas, such as the French and Spanish use that have never been addressed properly in an English-language publication. That was my reasoning for including so much material on these Toucans and CASA 352s, instead of concentrating on its service with the Luftwaffe.


Below; another Ju 52/3m of 4./KGrzbV 900 "GA+WW" assigned to Fw. Kramer also in Roslawl in February before flying into the pocket.

Qu: I read recently that a Ju 52 'nearly' arrived in the UK during late 1944 flown by a crew deserting from Norway. I think it ditched in the North Sea just off the coast of Scotland. Is this a story you have heard about and what became of the aircraft and crew?

I included some information on this fascinating episode, which is described in greater detail in the book by Martin Pegg listed in the bibliography. Unfortunately, I have no idea about what happened to the crew, presumably they became PoW's, and their Ju 52/3m scrapped or consigned to a sailor's funeral. The whole story must be in an AIR-file at the National Archives, but I haven't been able to locate it, yet.

Qu: I have read that the Ju 52's 'star' shone brightest in adversity. I don't think this was really true was it? The type is associated with big defeats, Stalingrad, Indochine etc etc What's your opinion on this? The Ju 52 was surely also obsolete during WWII but was never replaced by a more capable machine. Why was this ?

 Logistic support and air transport are extremely vital in modern warfare. One might say that one of the major miscalculations in pre-war planning was neglecting the importance of airlift. The Ju 52/3m was obsolete in 1939, but it was available in large numbers, also being easy to operate and maintain under the most arduous and difficult conditions. It was slow, cumbersome but also a very efficient workhorse in its various roles. Its replacement with the Ju 352 and/or the Me 323 did not occur, which meant that the Ju 52/3m simply had to soldier on until the end of the war. Although both the Me 323 and Ju 352 were highly capable, Allied air supremacy meant that few Me 323s remained at war's end, while very few Ju 352s became operational. By the autumn of 1944, the production of transport aircraft was discontinued due to the desperate need for fighters. Interestingly, the highest loss rate in one day occurred on 10 May 1940 during the invasion of the Netherlands. Also, Operation Merkur in May 1941 saw large numbers of Ju 52/3ms lost or damaged. However, both the operations over the Netherlands and Crete were German victories. One can say that the Ju 52/3m required total Luftwaffe air supremacy in order to operate without risking huge losses to enemy fighters and flak. However, the same can be said about Allied airlift operations, with both Arnhem and the crossing of the Rhine being examples of huge losses and wastage of transport aircraft.

Qu: Many will know the Ju 52 from opening sequence of the 1968 war movie "Where Eagles Dare ". I guess that was a Casa 352 though? And did Hitler escape from Berlin in a Ju 52 as two British authors claimed back in 2011 in their book 'Grey Wolf'?

 In my book, I do mention that the Ju 52/3m that 'doubled' as a Luftwaffe aircraft in the movie Where Eagles Dare was a machine that was delivered to the Swiss Air Force in 1939. The winter camouflage applied for the movie was retained for several years. The Ju 52/3m in question was s/n A-702, now flying as HB-HOT. I've never seen any reference to Hitler escaping from Berlin in a Ju 52/3m. He elected to stay in Berlin, eventually committing suicide on 30 April. Two Ju 52/3m units did however attempt to drop supplies, losing some 30 aircraft.

Qu: Aside from the Luftwaffe one of my big interests is the French Armee de l'Air so your coverage of the Toucan is very welcome. By the way the Toucan and Casa production lists in your book are very impressive. Did the French use the Toucan as a bomber ? Did it drop paratroopers at Dien Bien Phu? Do you know how many were lost in Indochine ?

 The French Air Force did indeed use their Toucans as level bombers, both in Indochina, Madagascar and Algeria. Due to lack of first-hand archival information, the exact number of Toucans lost over Indochina are unknown. I would assume that between 30 and 50 aircraft were written off to all causes, crashes, destroyed on the ground and wear and tear. Airlift operations over Dien Bien Phu did not include Toucans, but rather Douglas C-47s and Fairchild C-119s. Regarding Dien Bien Phu, I can highly recommend Martin Windrow's book The Last Valley. Regarding the French use of the Ju 52/3m/Toucan etc, I do believe this is a great topic for a book.

Qu: Jan, your new book looks very nice indeed and it reads very nicely too as I can confirm. I thoroughly recommend it and I wish you much success with it. But what are you working on next ?

 Two weeks ago, I submitted the manuscript and 130 pics for a book on the Bf 109 to Fonthill, which is due to be published next year. Right now, I am working on books dealing with the Me 210/410 and Fi 156, also for Fonthill. I also have manuscripts completed for the Bell P-59 Airacomet and the Boeing B-17 in Military Service, both to be published by MMP. Re the latter, this will cover the B-17 in service with 14 countries, from Bolivia to Yugoslavia. I am still looking for additional pics of the B-17 in Luftwaffe service if anybody reading this is able to help I'd really appreciate it, thanks!

Jan, thank you for answering my questions. We look forward to more books from yourself!  " The Junkers Ju 52 Story " is reviewed on 'FalkeEins - the Luftwaffe Blog' here 

Pilot Fw. Becker hugging the ground (im Tiefflug) en route into the Demyansk pocket at the controls of Ju 52/3m "CH+HY" of 4./KGrzbV 900 during March 1942. (via Meyer)

Below; "Junkers Ju 52 Story" author Jan Forsgren flew on board "Ju-Air" Ju 52/3m HB-HOT in Dübendorf last week as the guest of RIMOWA during the ceremony for the first flight of their new-build Junkers F 13. Note the Swiss Ju 52s have 'original' BMW engines with twin-bladed props unlike the well-known Lufthansa D-AQUI which has P&W engines with three-bladed props turning at higher revolutions..

Focke Wulfs and Stukas - Eddie J. Creek on his latest books ...(Junkers Ju 87, Focke Wulf Fw 190, Jet Planes of the Third Reich, Classic Chevron Publishing) - Edit with page views of the new Fw 190 Vol II

With Volume II of his Focke Wulf Fw 190 series published and the exceptional Stuka book having been out for a while now, it seemed like a good time to call up Eddie Creek (second from right, Chevron Publishing team photo) and offer him congratulations on an extremely productive 2012..

" Eddie, you have obviously been extremely busy in 2012. How is the writing and research progressing ? "

yes, thanks for your comments on the Ju 87 book . In the end it was a nightmare to produce! I understand that the Fw 190 Volume 2 is now also out although I have not received any copies as yet. I am currently hard at work on the Fw 190 Volume three. Here's a first look at the proposed cover ! (below) There is no doubt that these books have been a huge effort to produce and Richard Smith and I have been researching this aircraft for around 40 years now.

" ..Thank you Eddie ..Do you perhaps have a minute to tell Luftwaffe blog readers a little about yourself as writer, technical artist and historian. Have you always been interested in aviation?"

My interest in aviation history goes back as far as I can remember, although it was originally mainly WW1. I started to build models but very soon my mother started to complain about all 'this rubbish' and I also ran out of space to put them. This led me in to start collecting aviation books and magazines and at the age of 11 I started technical drawing lessons at school. This was lucky for me, as I then found something I really enjoyed doing and began to produce line drawings of aircraft to 1/72nd scale.

"..When did you start researching and writing about the Luftwaffe and what prompted your interest in the Luftwaffe.."


Due to the apparent difficulty of obtaining original material on WW1 aircraft I gradually became more interested in WW2 and began to buy books written by William Green and noticed that much of the illustration was being done by Gert Heumann and Peter Endsleigh Castle. Then in 1958 I bought a copy of RAF Flying Review and in the centre spread there were around 30 side view line drawings of German WW2 aircraft. It was the first time I saw a Do 335, Me 163 and an Me 262 etc. etc. and from that time on I began my research in to the WW2 Luftwaffe. A few years later in 1963 I had a huge stroke of luck which allowed me access to the Ministry of Aviation, Technical Information Library which contained a lot of original captured material confiscated from German aircraft companies at the end of WW2. At this time there were no Xerox copying machines and the only way to copy any material was by 35mm camera using film. This in turn meant I had to take up photography and learn to develop and print the material I was able to copy using my bedroom as a dark room. Also as no computers were yet available all correspondence had to be carried out by writing using a typewriter and in this way I contacted Gert Heumann who was then the editor of Flug Revue magazine in Germany. This led to us meeting up and he gave me my first airbrush and taught me the rudiments of colour profile scale drawings. Unfortunately Gert died a long time ago but then Hans Redemann took over as Editor of the magazine and we became good friends and exchanged a lot of material which at that time was still quite scarce.

You are perhaps first and foremost associated with Putnam's 'German Aircraft of the Second World War' (pre-Classic of course..) How was the workload shared on that book with your fellow authors/researchers. How long were you working on this book? How did you meet J. Richard Smith?

It was the death of Gert Heumann that led to me to becoming involved in the Putnam book 'German Aircraft of the Second World War' as I was already helping out with this. I had also had some dealings with William Green but this was at a much lower level than those I had in Germany. William Green's book 'Warplanes of the Third Reich' was also a landmark but I decided that the Putnam book should cover a wider range of aircraft and include some of the more experimental aircraft and prototypes that never made it in to service. Luckily in 1963 I became a member of Air Britain and joined the 'German Aviation Research Group' within that organisation, which is how I met Richard Smith and Anthony Kay. However the Air Britain magazine seemed to concentrate more on publishing lists of civil aircraft codes than what the Group was interested in. So after a while we decided to form our own dedicated research group which led to the formation of Gruppe 66 and we published our own magazine called 'Archiv'. We anticipated having a world wide membership of around 100 but this figure was soon exceeded and within a year we had a membership of nearly 1000. Unfortunately producing the magazine for this number of people soon became a full time job and gradually after three years and other more pressing developments in many peoples lives the whole thing came to a halt. However Richard Smith and I had become good friends and carried on our correspondence which led to me suggesting doing the Putnam book after Gert Heumann's death. Although I am credited with just the drawings for this book, this is simply not the case as we did the research and co-operation together. However I was the only one who could draw and yes I did do all the drawings but the whole book was a three way effort with the royalties being shared equally. The other person who was also very helpful at this time was Heinz J. Nowarra who was also one of the early leaders of German aviation publishing.

"  I guess you  might perhaps be best known in the pre-internet era for your monographs in the Monogram Close Up series. Then there was " Jet Planes .." which was the 'holy grail' of Luftwaffe books when I was a teenager. How did this work come about and how do you look back on it now? "

Richard Smith and I carried on co-operating and produced various works including for Profile publications and others. My research was now mainly carried out in Germany where I met many veteran pilots and other enthusiasts and was lucky to obtain many photos and first hand stories. I met Adolf Galland in 1968 at the RAF Pathfinder Club in London where I also met many ex Luftwaffe Nightfighter pilots who were present and several of them invited me to visit them when I was in Germany. Richard had contacts in the USA especially with Monogram Aviation Publications and it was he who said we could produce a book on 'Jet Planes of the Third Reich', which as you say and I am proud to say was a landmark book in Luftwaffe publishing history.

" ..Is there any one piece of information or fact that you uncovered in your research that stands out especially ? Do you have a 'proudest' moment and/or 'most frustrating' moment during the pre-internet years as a writer/researcher on the Luftwaffe? "

The main thing that stands out for me took place during the research into the first book published by Chevron Publishing, 'JV 44' where I discovered much to my surprise, that a great uncle of mine, Rudolf Nielinger flew with the unit. This led to me tracking him down. He of course gave me access to his photos and logbooks. Probably the most frustrating thing that happened to me was the Monogram Dornier 335 book which has my name on the cover but I really had nothing to do with it.

I'm sure you once told me that you don't read Luftwaffe books? Surely you must have an enormous library?

Yes I have a large library of books and photographs as well as a large number of documents. I still have a loft full of old Flying Revue and Air pictorial magazines as well as Aeromodeller magazines dating back as far as 1941.

" ..Thanks for your time Eddie, any final comments for bibliophiles reading the Luftwaffe blog ?"

Can I just wrap this up by giving you some information on the Fw 190 book project. I've sent you a digital copy of a brochure I produced and had printed in the USA. I handed out a load of them at the IPMS Convention in Orlando in August. It is meant to give Ian Allan an indication as to how much interest there is in a Volume 4. The reason is that none of the first three volumes contain any scale drawings as we felt there is not enough room but we felt we could do the aircraft much more credence by producing a separate fourth volume containing a complete range of line drawings of all the variants plus more photos and a complete section on camouflage and markings etc. Anyway I've sent you a digital copy of the brochure plus a sample of the kind of drawings that will go in to this final volume. If possible just get any of your readers to contact Ian Allan at marketing@ianallanpublishing.co.uk and simply say they are interested in Volume 4! That would be great !

The story behind the Luftwaffe book - John Vasco's 'Bombsights over England -Erprobungsgruppe 210 in the Battle of Britain'

Most of us developed an interest in the Luftwaffe, its aircraft, its history and its personalities either through aircraft modelling or books. As a librarything.com member I thought it would be a good idea to look at some of the landmark books in our field and meet the authors. Bear in mind, when reading what follows, that it is very very hard to write a book. Writers and researchers producing Luftwaffe books are usually embarking on a very expensive 'labour of love' that brings little reward and which in some instances can completely take over their lives. As such they deserve great respect and our support in all their ventures.

John Vasco probably needs little introduction to Luftwaffe enthusiasts. His history of Erprobungsgruppe 210 entitled 'Bombsights over England' broke new ground for Battle of Britain research when it first appeared as a slim 104-page self-published book in 1990. A further work on Bf 110 units in 1940 with Peter Cornwell via John's own JAC Publications and a second updated and enlarged edition of the original 'Bombsights over England' published by Schiffer in 2002 cemented John's reputation as the leading authority on the Messerschmitt Bf 110. Further works on the type have followed through Schiffer and Classic Publications and most Luftwaffe enthusiasts will have some or all of these titles on their shelves! I was fortunate enough to meet John a few years ago at one of his Erprobungsgruppe lectures delivered at the Battle of Britain museum in Hawkinge, Kent and recently managed to persuade him to talk about his work and interest in the Bf 110 and specifically 'Bombsights over England'  for readers of this blog. An all-round top man and excellent interviewee for what is hopefully the first in a new series on this blog as I look at the stories behind 'classic' Luftwaffe books and their authors.



" ..John, could you please tell us a little about yourself as a person, writer and historian ? "

I'm 62, married with two grown-up children and two grandchildren. I was a Civil Servant for over 30 years before taking early retirement in 2001. I enjoy playing the guitar. I started gigging in Liverpool in 1969 when I was still at school. I'm still gigging now. I've also written several books on the Messerschmitt 110. I started that research in 1980 and through the years I 've been to Germany on many occasions to do research, meet the veterans who flew the Messerschmitt 110 and set down their tales, copy their photos, etc.. I've been fortunate that I've got things into print, for example the two softback books in the 'Classic Colours' series - 96 pages each, 200 photos, covering the Bf 110 throughout its existence with the main emphasis being on the different theatres of war (ie Polish campaign, Western campaign, Battle of Britain, Russian campaign, Mediterranean campaign and Defence of the Reich) and the units which flew the type in those campaigns.

 I don't take myself too seriously and take each day as it comes following a heart attack in August 2001 and a triple bypass in 2002. That kind of thing makes you re-focus yourself on what are the important things in life (like family) and what are not (doing gardening etc).
I suppose my writing goes back to the days when I worked in a Social Security office.  For about 4-5 years I worked on the legal side of things, dealing directly with Acts of Parliament and their wording, and attending Tribunals representing the Department.  That work certainly helped in developing a logical approach to everything, and also to setting things down correctly in writing.  In hindsight, that was an excellent schooling for what was to come with my research.
"..What prompted you to launch JAC Publications ?.."
Quite simply, my Erprobungsgruppe 210 research being rejected by a couple of publishers.  I knew it was worthy of publication, and so I set about making arrangements with my bank to set up JAC Publications and publish 'Bombsights Over England'.  A couple of things as an aside:  First of all, I wanted the the title originally to be 'Target England' but there was already a book out with that title; and secondly, 'JAC' comes from the initials of my wife Anne, and my children James and Claire. JAC !

" ..How did your interest in the Erprobungsgruppe develop ? What was your aim in writing the history of this unit ? "
I've been asked this many times, not least by a few German veterans!  So here goes.  It starts, as I'm sure so many other researchers did, with plastic model aircraft.  When my son was about 2 years old, I started making model aircraft (again) to hang from his bedroom ceiling.  This would be late-'79/early '80.  I was interested in the Battle of Britain period, and so Spitfires and Hurricanes, and 109s and 110s were soon flying in his room!  At the same time I got books from the library and read up a lot more on the Battle of Britain.  This one particular unit kept cropping up in the books: Erprobungsgruppe 210. They used the Messerschmit 109 and 110 fighters as fighter-bombers to go in low to attack targets, first of all shipping around the south-eastern coast of England, and later land targets. So I then set about starting research into them (that was 1980) and ten years later I published my history of that unit. That's how it all started. What struck me was that two or more books would cover the same event and yet have completely different factual conclusions about the event.  Now this is where my arrogance came into play.  I thought 'I can do better than that!', very arrogantly.  When casting around for a subject, I was intrigued by this unit that flew fighters as bombers during the Battle.  I thought that given their specialist nature, someone must have covered their activities and produced a book, but after checking around for some time, it became clear that that was not the case.  So I set about trying to find out more about Erprobungsgruppe 210.  The first person I contacted was Ken Merrick, who was absolutely superb in his response to me, and has been so over many years.  The breakthrough came with two other people: Peter Cornwell and Karl-Fritz Schröder.  When I contacted Peter he was very supportive and gave all the assistance he could, and provided pointers and further contacts also.  As for Karl, he was the only person to reply when I had a letter of request printed in 'Jägerblatt' in 1983.  He advised me of the 'Wespentreffen', which included former members of Erprobungsgruppe 210, and invited me to the 1984 meeting.  I attended, met some former members, received a lot more information and further contacts, and things developed from there.
As for the aim in writing the history of the unit, what gradually dawned on me were two things: firstly, there was quite a bit in print about the unit which was simply wrong; and secondly there was quite a bit about the unit which was not known, and which I had uncovered.It developed to the point where I believed I could write a book about all that I had gathered.
"..How much time was devoted to the research and writing of this particular book ? And your other books ? How was/is the work-load shared with co-authors and/or associate researchers..? "

I was working a full 5 day week, so throughout the 1980s all the research was done in the evenings when the two children had gone to bed, and at weekends.  It took up a LOT of time in the pre-internet days! I mentioned earlier that I had made contact with Peter Cornwell.  During a visit to his house, I mentioned that I was thinking of doing all the 110 units in 1940 after the Erprobungsgruppe 210 work was finished.  He suggested that we do the 110 work together, and so that alliance was formed.  It was to result in several journeys to Germany for a week at a time, some of the incidents of which are now the stuff of legend between myself and Peter!  'Stück Puck' indeed! (Zerstörer, page 252).

'Sting of the Luftwaffe' came about through my attendance at the Wespentreffen several times, and the gathering of many photos of that unit.  Also through contact with former members and relatives of those who had been killed in action who were able to provide information and photographs.  I offered it to Schiffer and they accepted. The books I did with Fernando Estanislau were interesting.  Schiffer approached me, having published a 2nd edition of 'Bombsights' and also 'Sting of the Luftwaffe', and asked me to do a work on profiles on the Messerschmitt 110, similar to the single-engined books that they had done.  I agreed to do so, but only with an artist who could do justice to the subject, and with whom I was happy.  Fortunately, enter Sergio Luis dos Santos from Brazil, who had contacted me a few times regarding Bf 110s.  He e-mailed me this particular time and asked me to check over a line drawing a friend of his had done.  It was of a ZG 1 'Wespe' Bf 110.  I opened the attachment and immediately said to myself: 'This is the artist I've been waiting for!'.  So I made contact with Fernando, explained the project, and he was happy to do it as a joint venture.  So for about the next 3 years we spent hundreds of hours at our computers, talking via e-mail and 'Messenger', thrashing out the content of the work that would become the 'Profiles' book for Schiffer.  Because of the time difference between the UK and Brazil, I was up until 2:30 in the morning discussing things with Fernando.  Fortunately by this time I had taken early retirement from work, so it didn't affect me much!  We sought to cover everything from the 'B' to the 'G-4', and also set ourselves the strict guideline that if a side-on view was not available, no profile would be done. Chevron approached me to do a two-volume series for them, so I agreed so long as Fernando did the line drawings.  So the two volume softback work came out, but came in for some criticism because the title was misleading.  They called it 'Zerstörer volume 1 & 2'.  I told them to call it 'Messerschmitt 110' but my view was ignored.  Then they got a heap of criticism (as I did) because the title was misleading, as it did not include the Me 210 & 410, nor the Ju 88.  Valid enough, but the Publisher did not take on board my point. Chevron then came back and asked for an in-depth book on the 110, as they had begun to develop that theme with other Luftwaffe types.  I agreed on the basis that it would be a joint work by myself and Fernando, and it would only cover the Bf 110 C, D & E.  So we moved forward on that and eventually that came to fruition.  I have to say that Fernando's approach to the research and the work was first class.




"..How were you received by the veterans themselves and how did they react to the work..?"

On the whole, very well. Karl Schröder once told me that one of the Wespen veterans (a former ground mechanic) questioned what I was doing at their reunion, in the company of others, and they all immediately rounded on him.  This was after I had published 'Bombsights', and the book was known by all at the Wespentreffen, so by then I was accepted by them. I made contact with one former member of Erprobungsgruppe 210, who I knew would have good information to give to me, but all I received was a nice reply, rounded off with 'Was war ist gewesen' - What's gone is gone.  When I met a member of his Staffel some time later, I asked him why I would receive such a reply.  He told me that when the new Staffelkapitän of 2./210 arrived at the end of June 1940, he made this pilot's life hell.  So that period in his life, the exact period I was interested in, was something he was not prepared to revisit.  When that happens, you have to respect their wishes.But I must restate that I was made most welcome by those I came into contact with.  One pilot of 210 was very reserved until Karl Schröder spoke to him.  In the end, when passing out complimentary copies of 'Bombsights' in 1990, he invited me to his house to stay overnight, which I accepted.  His wife provided me with a superb meal, and Helmut Ortner and I then watched one of the World Cup games in his front room.  Excellent hosts, and a top man! When 'Bombsights' came out, and I had copies with me at the Wespentreffen in 1990, there was a great interest from most who were there.  I took as many as I could in my large suitcase, and sent another ten on to Karl Schröder in advance by air mail for him to bring to the reunion with him on my behalf.  After giving out the complementary copies to those who had assisted with the work, the others were snapped up immediately, and still more paid me for a copy to be sent on to them.  The feeling that I got was that they felt that their small story was being told for the first time.  I think a quote from the Preface of 'Sting of the Luftwaffe' sums up things best of all: As young men they flew and fought because of the call to arms of their native country.  In the post-war years it is hard to understand the perceived guilt carried by some of them once the full horrors of the Third Reich regime for which they fought were laid bare before them.  This was brought home to me in a totally unexpected way  on the last morning of one of the Wespentreffen which I attended.  From amid the hubbub of 'Wespen' guests departing from the reception area of the Hotel Selau in Neunkirchen-am-Brand one member approached me.  I had not met him before, and we had not had occasion to talk during the Treffen, but he had obviously found out who I was, and why I was there.  He offered me his hand, and in faltering English said 'Mr. Vasco, perhaps now I know we are friends again'.  He then took his leave of me, picked up his luggage and headed into the car park.  For one man, my attendance may have changed, to some small degree, the perceptions which he must have carried for many years, of how people of other nations, and different generations, saw him and his generation.."  It was one of the very rare occasions in my life when I was totally speechless! When 'Zerstörer' came out in 1995, Peter Cornwell and myself received many kind letters from former 110 crews thanking us for telling their story.  Also, for many of them, they found out for the first time what had happened to others in Bf 110 units that they had known. All in all, the responses from former members was a somewhat humbling experience.

Below;  2N+ SH, a Bf 110 C-6 of 1. Staffel. During 1940 Erprobungsgruppe 210 was the only Bf 110 unit to operate the C-6, the version that carried a 30mm MG 101 Kanone in place of the standard 2x20mm weapons. Had this aircraft survived beyond 11 August 1940 it would then have become S9+SH. Note the multi-coloured white/blue/white spinners




Is there any one piece of information or fact that you uncovered that you are especially proud of..? Can you tell us about your proudest and most frustrating moment as a writer.. 

1. Seeing a proper photo of the 30 mm cannon for the first time in the album of ground mechanic Willi Falkenroth; 2. Identifying the correct unit (Erprobungsgruppe 210, not Ju88s) that raided Biggin Hill on 30th August '40. 

3. Correcting the incorrect information about who was Staka of 3./210.  Previous publications had said it was Hptm Valesi, whereas it was Oblt. Hintze.  I was able to establish that Valesi was on secondment to the unit because of his knowledge of using a fighter as a fighter-bomber, no doubt gained from Rechlin.

Proudest moment was receiving delivery of the stock of 'Bombsights'.  The boxes of books went straight into the garage, and I opened a box and took the first one out.  I went into the living room and sat down with my wife and we looked through it.  I then said to her, "I've not written a book, I've written a tragedy.  I've written a bloody tragedy!"  She asked what I meant, so I explained that I had written about young lads fighting and dying.  It was a tragedy that should never have happened!  She understood.  Ever since then, I've always had misgivings about my writing.  It affects you in a way that you can never eradicate from your life.  It's no fun whatsoever every year for your brain to be telling you on certain days "So and so was killed in action today."  It haunts you, and follows you like a limping dog throughout your life.  I do have times when I wonder whether I should ever have started on the path of research.  And then I think of the wonderful friends I made 'on the other side': Karl, the steadfast friend who opened so many doors to former Luftwaffe aircrew for me; Smiling Balthasar Aretz; Karl Stoff who always headed up with a couple of bottles of Austrian wine for me; and Wolfgang Schenck whose knowledge was just incredible....
">Most frustrating moment: this is ongoing - not yet finding a single confirmed photo of Rubensdörffer's S9+AB!!!

"And what do you say to people like me who ask you or have asked you to comment on the various colours used on wartime Luftwaffe aircraft, including Rubensdörffer's S9+AB .."

What we know is generally based on information from a variety of sources. That would include German documentation that survived the war, RAF AI(1)G intelligence reports on crashed aircraft, and AI(1)K intelligence reports on interrogation of prisoners. So, going on to specifics, the use of the colour blue for the third character of the fuselage code on Bf 110s of 1./Erpr. Gr. 210 came from AI(1)G reports and discussions/interviews with personnel of 1. Staffel, viz, Wolfgang Schenck (pilot); Werner Neumann (pilot); Karl Stoff (Bordfunker); Edmund Ernst (Bordfunker); Otto von Steinhart (pilot) and ground mechanics Willi Falkenroth and Werner Wulf. Pitfalls? I should point out though that the groundcrew I interviewed freely admitted that when they had to paint aircraft and get them combat ready, if insufficient stocks of a particular camo colour were not available, they would mix in the nearest colour to get the job done. So while we wring our hands over such-and-such a colour on a WW2 Luftwaffe combat aircraft, those guys way back then didn't give a toss as to being 100% correct, only in getting the work done in whatever way possible, as quickly as possible, to satisfy their senior officer.
" ..What was the GdJ Treffen in Berlin like in 1991..? "That was the first Treffen to be held in Berlin. There was a very moving ceremony at the grave of Werner Mölders and it was incredible to see the awe in which the attendees held Adolf Galland. Hearing the assembly at the Treffen do the 'Hussassa' chant was memorable..

" ..Do you have any advice for any budding author  or researcher 

1. Make sure you can first of all cover yourself financially;
2. Get to know your market, in other words, explore all the outlets that could possibly take your book.

3. Make sure you get accurate quotes for printing, and cast your enquiries wide (i.e. on an international basis)
4. Be realistic in your pricing, and be flexible to a great extent in the terms you offer the outlets.  Too stringent terms, and you will not move your stock.
5. Don't underestimate the costs in stationary and publicity, and also the cost of mailing books out to suppliers.
6. Be prepared to take some non-payers through the small claims court to get your money.
"..Do you have any projects that you are working on currently?.."
The only project I am working on now is the 'Eagles Over Europe' project headed by Larry Hickey.  Not surprisingly, my remit is the Bf 110.  When it finally reaches completion it will be the most comprehensive in-depth study of the first 15 months of the air war in Europe from September '39 to December '40..
"...John, thank you for answering my questions, thank you for your superb books and good luck with EoE!.."

Bf 110 from 1./Erpr. Gr. 210.  Note the map of Britain emblem and the multi-coloured spinner

 

Below; group photo of Erprobungsgruppe 210 former members and author John Vasco at Neunkirchen-am-Brand. From left: Karl-Fritz Schröder (3. Staffel); Karl Stoff (1. Staffel) (Pow 17/11/40); Wolfgang Schenck; author John Vasco; Balthasar Aretz (2. Staffel); Gerhard Schlee (2. Staffel); and Edmund Ernst (1. Staffel) (PoW 6/9/40).Third from left Wolfgang Schenck finished the war with the Luftwaffe equivalent rank of Colonel and was the last Luftwaffe  'Inspector of Jet Fighters' in WW II.

A good in-flight shot of S9+HH, of 1. Staffel, Erpr. Gr. 210, which was shot down on 24th September 1940 into the Channel taking pilot Lt. Ulrich Freiherr von der Horst, and Bordfunker Ogefr. Franz Ollers to their deaths