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 Carousel 1 Model# 7102 Bf 109E Luftwaffe JG 27, "Black 8", Werner Schroer, Libya, August 1941

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Kyushu J7W


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Join date : 2017-02-18
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PostSubject: Carousel 1 Model# 7102 Bf 109E Luftwaffe JG 27, "Black 8", Werner Schroer, Libya, August 1941   Sat Feb 18 2017, 22:32

Producer-Carousel 1
Model Number 7102
Scale 1.48
Messerschmitt Bf 109E Luftwaffe JG 27, "Black 8", Werner Schroer, Libya, August 1941

Specifications Messerschmitt Bf 109 E-3

Power plant one 1,175 hp Daimler Benz DB601Aa inverted-vee-12 liquid-cooled engine
Crew 1
Wing span 32 ft 4.6 in
Length overall 28 ft 4.2 in
Height overall 10 ft 6.0 in
Wing area 176.53 sq/ft
Weight empty equipped 4,685 lb
Weight loaded 5,875 lb

Maximum speed 348 mph
at height 14,565 ft
Cruising speed 233 mph
at height 22,965 ft
Initial climb 3,100 ft/min.
Time to height 16,405 ft in 7.1 min.
Service ceiling 34,450 ft
Range 410 miles

Two 7.92mm MG 17 machine guns [1,200 rpm, velocity 2,477 ft/sec] each with 1,000 rounds above the engine.
Two 20mm MG FF [540 rpm] each with 60-round drum int he wings
Bomb load as fighter-bomber four 110 lb bombs or one 551 lb bomb

Production delivery January 1939 (E-1), end of 1939 (E-3)
Price per unit 100,000 RM = $ 45,000 = £ 11,250
Total production figure (all) 35,000+ (of these 30,480 during WW2) All the bombing did not stop production.
Accepted by Luftwaffe 1/39-12/44 29,350
Production 1939 (all variants) 449
Production 1940 (all variants) 1,693
Production 1941 (all variants) 2,764
Bf 109's in Luftwaffe First Line Units 1.9.39 (Start of WW2) 850 Me109 E-1 and E-1/B, 235 D-1, unknown small number of B's (200 used against Poland)
Bf 109 E losses in Poland 67 (all by ground fire)
Bf 109 E in Luftwaffe First Line Units 10.8.40 (Start Battle of Britain) 879 Bf 109 E

Designed to meet a Luftwaffe need for a single-seat fighter/interceptor, the Messerschmitt Bf 109 was first flown on May 28th, 1935. Oneof the first true modern fighters of WWII. A monoplane, with all-metal stressed-skin construction, enclosed cockpit and retractable landing gear, it had no equal. The original Bf 109 could fly 290 mph, about 100 mph faster than most other military craft. More Bf 109s were produced in ten years of production than any other aircraft in history, with approximately 35,000 units delivered. This versatile aircraft served in many roles, was the backbone of the Luftwaffe, and was flown by Germany's top three aces, who claimed a total of 928 victories between them. Armed with two cannons and two machine guns, the Bf 109's design underwent constant revisions, which allowed it to remain competitive until the end of the war.

The Messerschmitt Me-109. Perhaps it was not the best performer of the war, and even its pilots would admit that it was not the safest or most comfortable plane to fly. But its combat record, from beginning to end, was monumental, and it was the weapon of choice for the greatest fighter pilots in history. Comparing the Me-109G with the Brewster B-239 that he had flown previously, Finnish ace of aces Eino Ilmari Juutilainen said that ‘while the Brewster was a gentleman’s airplane, the Messerschmitt was a killing machine.’
That impression was echoed by Eric Brown, a Royal Navy pilot who test-flew an Me-109G in 1944: ‘The Bf-109 always brought to my mind the adjective’sinister.’ It has been suggested that it evinced the characteristics of the nation that conceived it, and to me it always looked lethal from any angle, on the ground or in the air; once I had climbed into its claustrophobic cockpit, it felt lethal!’

Anyone who flew the Me-109, and anyone who faced it in battle, would be inclined to agree. The P-47 inspired awe. The Zero earned loyalty. The Spitfire gained devotion. The Me-109 commanded respect.
The man behind the machine, Wilhelm Emil Messerschmitt, was born on June 26, 1898, in Frankfurt-am-Main, the son of a wine merchant. By 1931, he was co-manager of the Bayerische Flugzeugwerke Allgemeine Gesellschaft (BFW), which underwent bankruptcy proceedings on June 1 of that year. BFW was eventually revived on May 1, 1933, but by then one of Messerschmitt’s chief detractors, Erhard Milch, had become the newly empowered Nazi Party’s undersecretary of aviation.

While the Bf-109 was being blooded over Spain, its capabilities were also being demonstrated to the world in Switzerland. At the Fourth International Flying Meeting, held at Zürich in July and August 1937, Bf-109Bs won four first prizes. Back in Germany, the Bf-109V-13, using a boosted 1,650-hp version of the Daimler-Benz DB 601 engine and flown by Hermann Wurster, set a landplane speed record of 379.8 mph on November 11. Ernst Heinkel, whose He-112 was rapidly losing ground to the Messerschmitt, responded with a sleeker design, the He-100. With German fighter-inspector Ernst Udet at the controls, an He-100V-3 achieved a speed of 394.4 mph on June 6, 1938, and an He-100V-8, flown by Hans Dieterle, reached 463.92 mph on March 30, 1939.

Not to be outdone, Messerschmitt undertook a major redesign of his basic fighter, producing the Me-209V-1, with a special DB 601ARJ engine that could boost its power from 1,500 hp to 2,300 hp for about one minute, bringing the maximum speed up to 469.22 mph on April 29. At that point the Bf-109 was in full production, and the Nazi Propaganda Ministry falsely designated the record-making plane the ‘Bf-109R’ (to make it seem like a less-radical variant on an existing fighter type), while the RLM barred Heinkel from trying to outdo the Messerschmitt. As a result, that official piston-engine speed record would stand for the next 30 years.

Guided by lessons learned in Spain, Messerschmitt produced a rapid succession of improved fighters. The Bf-109C-1 (‘Clara’), with a fuel-injected Jumo 210Ga engine and four machine guns, arrived in Spain in the spring of 1938, followed by the Bf-109C-2, with a fifth machine gun mounted in the engine. The Bf-109D (‘Dora’), five of which joined 3./J88 in August, combined the Bf-109C-1’s four-gun armament with the Bf-109B-1’s carburetor-equipped Jumo 210Da engine. Meanwhile, Messerschmitt’s experiments with the fuel-injected Daimler-Benz DB 600 and DB 601 engines, which were hampered by cooling problems, ultimately resulted in burying two radiators in the plane’s wings, leaving only an oil cooler under the fuselage. In addition, the DB 601A-powered Bf-109V-14’s armament increased to two MG 17 machine guns in the nose and two 20mm MG FF cannons in the wings, along with a three-bladed controllable-pitch VDM airscrew.

The result was put into production in early 1939 as the Me-109E-1, soon to be nicknamed ‘Emil’ by its pilots.
The fighter’s revised designation, which has caused confusion and controversy among aviation historians for decades, reflected the complete acquisition of BFW stock by Willy Messerschmitt in late 1938. According to the Luftwaffe‘s own historical records, the old ‘Bf’ reference was retained for the Bf-108, the Bf-109B through D, and the Bf-110A and B Zerstörer twin-engine fighters. All other Messerschmitt products, starting with the Me-109E and Me-110C, officially used the ‘Me’ prefix, although the issue would continue to be confused in the years to come by the appearance of the ‘Bf’ prefix on stamped plates on various Me-109 components as late as 1945.

Soon after the Me-109E-1 entered production, Messerschmitt designed a naval version with an extended wingspan, a strengthened airframe and an arrestor hook. Designated the Me-109T (for Träger, or carrier), it was intended for use aboard the aircraft carrier Graf Zeppelin. The project was dropped when construction on Graf Zeppelin was halted in 1940, but some production Me-109T-1s and a fighter-bomber variant, the Me-109T-2, saw operational use with land-based units up to the summer of 1942.

The Luftwaffe had 946 operational Me-109s when Germany invaded Poland on September 1, 1939. In addition, some 300 Me-109Es were exported to Switzerland, Yugoslavia, Romania and Spain between April 1939 and April 1940. Three Me-109E-3s were also shipped to Japan for evaluation early in 1941. The Japanese soon abandoned the idea of producing Emils under license, but the Allies took the possibility seriously enough to give the ‘Japanese Me-109′ the code name ‘Mike.’

Two of the export orders were to cause some embarrassment later. In May 1940, three Heinkel He-111s that had strayed into Swiss airspace were shot down by Swiss-flown Me-109Es. Reichsmarschall Hermann Göring reacted by deliberately sending France-bound bomber formations over Switzerland with an escort of Me-110s. The clashes that ensued resulted in the loss of seven more German and three Swiss aircraft, after which Göring prudently relented. When the Germans invaded Yugoslavia in April 1941, the Luftwaffe again had to deal with opposition from its own Me-109Es, fiercely flown by Yugoslav pilots.
The Emil spearheaded German air offensives against Denmark, Norway, Belgium, the Netherlands and France in 1940, overwhelming such opponents as the Fokker D.XXI, Morane-Saulnier MS.406 and Hawker Hurricane.

The German Experten (aces with 10 or more victories) finally met their match over Dunkirk in May 1940, when they first encountered the Spitfire. The rivalry between those two classic fighters would continue throughout the Battle of Britain. The Messerschmitt had the advantage in high-altitude performance, as well as in the ability of its fuel-injected engine to function even while inverted, when a Spitfire’s Rolls-Royce Merlin power plant would be starved for fuel. The Spitfire’s lower wing loading endowed it with superior maneuverability, but the Messerschmitt’s principal disadvantage lay in its limited range. After 20 to 30 minutes over the average British target, a Messerschmitt pilot would have to break off his engagement or he would run out of fuel before he could return to base across the English Channel.

This aircraft: This Bf 109-E was manufactured in Germany and deployed in October 1939. Piloted by Eduard Hemmerling, it flew primarily over France. Hemmerling shot down a British Spitfire on July 7, 1940, while escorting Stuka dive-bombers that were attacking British ships in Dover harbor. Later that month he destroyed a British Blenheim bomber and another British plane. But his own aircraft was mortally wounded, and Hemmerling turned back toward France. His failing airplane crashed off the coast of Cap Blanc Nez, killing the 27-year-old pilot. In 1988, a man walking on the beach near Calais noticed a piece of metal sticking out of the sand – the tip of this plane's wing.

Even before the Me-109Es commenced their ultimately unsuccessful struggle for aerial mastery over Britain, work had begun on a new, aerodynamically refined model in the spring of 1940. One Me-109E was fitted with a 1,300-hp DB 601E-1 engine in a new symmetrical cowling, with the supercharger air intake set farther back to increase the ram effect. A larger, rounded spinner was fitted to the propeller, shallower radiators with boundary layer bypasses were incorporated under the wing and a cantilever tail plane replaced the strut-braced version. After being test-flown on July 10, 1940, the new type was further refined by the addition of new wings with rounded tips, a smaller rudder and a fully retractable tail wheel.

Designated the Me-109F-0, the new Messerschmitt was tested late in 1940 and accepted. The production Me-109F-1, powered by a 1,200-hp DB 601N, with an engine-mounted 20mm MG FF cannon and two cowl-mounted 7.9mm MG 17 machine guns, began to reach operational units in January 1941. The Me-109F-2 version of ‘Franz,’ as its pilots called it, replaced the MG FF with a higher velocity 15mm MG 151 cannon, while the Me-109F-3 returned to the DB 601E engine in early 1942.

Franz appeared as the Spitfire Mk.V was getting the better of the Me-109E in the cross-Channel duels that followed the Battle of Britain, and re-established ascendancy over the British fighter, especially at high altitudes. Me-109F-4/Bs, equipped with fuselage racks for a single 551-pound SC 250 bomb, frequently darted across the Channel on hit-and-run Jagdbomber, or ‘Jabo,’ missions. In the first year of the German invasion of the Soviet Union, the veteran Me-109E and Me-109F pilots ran up astronomical scores against the outdated I-16s, as well as newer LaGG-3s and Yak's By the middle of 1941 the 109E was becoming outdated. The 109F had replaced it on the production lines, but the 109E still made up nearly one third of the 440 Bf 109s allocated to the attack on Russia. It was still perfectly capable of dealing with the generally quite poor fighters encountered early in the campaign. However, by the end of 1941 most fighter units had been reequipped with the 109F. It is worthy of notice that far fewer 109s were available for the attack on Russia than had been used in any of the previous German campaigns. This demonstrates well the dangers of fighting a war on two fronts – a large number of the best German fighters had to be kept in the west to defend against the R.A.F.

Jagdgeschwader 27 (JG 27) Afrika was a World War II Luftwaffe Geschwader. It was most famous for service in the North African Campaign, supporting the Afrika Korps. The Geschwader Stab (headquarters staff) and I. Gruppe/JG 27 were formed in Handorf, Germany on 1 October 1939.

The emblem of I Gruppe, featuring a map of Africa, originated with the Gruppenkommandeur in 1940, Hauptmann Helmut Riegel (killed in action 20 July 1940) who was born in German South West Africa.II. Gruppe was formed in January 1940 in Magdeburg. In July 1940, I./JG 1 was transferred to JG 27 as III. Gruppe. From July 1941, a Spanish contingent flew with the Geschwader as 15./JG 27. IV. Gruppe was formed in June 1943 in Kalamaki, Greece.


JG 27 saw considerable action both during the Battle of France as part of VIII. Fliegerkorps, scoring heavily against Allied bombers during the crossing of the Meuse river.
In April 1941 the Geschwader briefly served in the Balkans, before (with the exception of I./JG 27) participating in the opening offensive against the Soviet Union on the central front in June 1941. n September a Spanish Air Force volunteer staffel was attached to JG 27, becoming 15.(span.)/JG 27. Recalled to Spain in January 1942, 460 missions were flown on the Eastern Front for 10 air kills claimed. In November the Gruppen were returned to Germany for re-fitting. After a short stint in the Eastern front the Jagdgeschwader 27 left for Africa service.

The Geschwader had an immediate impact on the campaign, which had up until then been dominated by the British Commonwealth's Desert Air Force. JG 27 now became synonymous with the Afrika Korps and the campaign in North Africa, providing Rommel's army with fighter protection for virtually the whole Western Desert campaign, from late 1941 until November 1942.

Fighting against the Desert Air Force's generally inferior Hawker Hurricanes and Curtiss P-40s, which were often flown by inexperienced and under-trained pilots, the Bf 109s inflicted heavy losses, although serviceability in the harsh conditions and chronic fuel shortages greatly reduced the effectiveness of the Geschwader. On March 24, 1942, Leutnant Korner shot down a Douglas Boston, the 1,000th victory for the Geschwader.
On 23 March III./JG 27 sent a small detachment to Kastelli, Crete. On 5 May, a fourth Staffel was added to the Gruppe: 10.(Jabo)/JG 27. Jabo or Jagdbomber was the German term for fighter-bombers.

The unit had a unique impact on eventual turn of the Desert War. On 7 August, a Schwarm from 5./JG 27, led by Oberfeldwebel Emil Clade, chanced upon a Bristol Bombay transport of No. 216 Squadron RAF. The Bombay was carrying a special passenger: Lt Gen William Gott, who had been appointed Commander of the British 8th Army only hours previously. Clade’s first pass forced the lumbering Bombay to crash-land. All but one of those remaining inside, including Gott, were killed when Unteroffizier Schneider carried out a strafing run. Gott was the highest-ranked British soldier to be killed by enemy fire in the Second World War. His death led to the hurried appointment of a replacement commander for the 8th Army, a relative unknown named Bernard Law Montgomery.

The unit continued to serve in the Mediterranean and eventually returned Germany for defense of the Reich duties and to France. The Geschwader also took part in the ill-fated Operation Bodenplatte attacks on Allied airfields on New Year's Day 1945, losing 15 pilots. The IV. Gruppe was disbanded in March 1945 to provide reinforcements to the other Gruppen.

By 8 May 1945, the remains of JG 27 were based near Salzburg, Austria. JG 27's commander surrendered to the American forces nearby. Although official records were lost at the end of the war, research suggests Jagdgeschwader 27 claimed over 3,100 kills for some 1,400 aircraft lost, and lost approximately 827 pilots killed, missing or POW during 1939-45.

Werner Schroer

Born 12-12-1918 in Mülheim an der Ruhr Germany .
Died10-02-1985, age 67 in Munich Germany .
Werner Schroer was one of the few German aces to achieve more than 100 victories against the Westem Allies, yet he is probably best known as the pilot of "Black 8" in a much-published German color publicity photo.

In late April several JG 27 109s, including Schroer's, were cleaned and photographed for home front consumption. White wall tires shown on several 109's were not a decoration, but an attempt to protect rubber tires from desert heat

After attending officer-training over winter, and as a Leutnant, he and the rest of I./JG 27 was sent to North Africa, via Sicily, in March 1941 to support the Afrika Korps. The first aircraft arrived at Ain-el-Gazala airfield, west of Tobruk on 18 April. So it was mildly surprising that after 8 months without success that Schroer's first victory was one of the four claimed the next day in the first missions by the Gruppe in Africa: a Hurricane shot down over Gazala, although he had to force-land his own Messerschmitt Bf 109E ('Black 8', Werknummer 3790—factory number) near his airfield, with 48 bullet-holes in it. Two days later, on 21 April, he collided with another aircraft while combating Hurricanes, slightly injuring himself and requiring another forced-landing. On 23 April Marseille opened his account with JG 27 scoring his first victory in Africa (and 8th overall).

Schröer's scoring progress was slow, as he adapted to the wide open spaces of desert aerial combat - his second victory was another Hawker Hurricane on 25 June, and by the end of 1941 his tally was just seven. On 29 August 1941 Schroer engaged in aerial combat with the top Australian ace Clive Caldwell of No. 250 Squadron RAF north-west of Sidi Barrani. In the course of the battle Schröer damaged Caldwell's P-40 Tomahawk. Caldwell suffered bullet wounds to the back, left shoulder, and leg but was still able to shoot down Werner Schroer's wingman and heavily damage Werner's own aircraft and thus forced him to disengage. The arrival in September of II Gruppe from the Eastern Front allowed I./JG 27 to rotate its pilots back to Germany, a squadron at a time, for rest and re-equipment with the improved Bf 109F. However, this could not prevent the Axis forces being routed out of Cyrenaica by the British Operation Crusader.

In February, Rommel launched his counter-offensive retaking a lot of the same ground all over again. So by March 1942, when Werner became Adjutant in I./JG 27 learning command under the experienced Eduard Neumann, they were back at Martuba, east of Derna. On 22 June, the day after the fall of Tobruk, he was promoted to Staffelkapitän of 8./JG 27, based further forward at Gazala. The next day, 23 June, with Marseille having just reached 101 victories, Werner scored his 12th and finally started scoring regularly. With the Battle of Gazala well underway, and Rommel charging 500 km onto El Alamein, the airwar finally heated up. He scored 16 victories in July, then after a month away, a further 13 victories bringing his total to 44. On 9 September he was awarded the Deutsches Kreuz in Gold after his 32nd & 33rd victories the day before. The claims submitted by JG 27 on 15 September are a matter of controversy. Some 26 claims were submitted for aircraft shot down by JG 27—six by Schröer. In fact only five Allied aircraft were shot down in aerial combat that day.

On 30 September 1942, Schröer was leading 8 Staffel on a Stuka escort mission covering the withdrawal of the group and relieving the outward escort, III./Jagdgeschwader 53 (JG 53), which had been deployed to support JG 27 in Africa. Hans-Joachim Marseille's 3 staffel visually sighted the RAF fighters but were unable to make contact. Marseille vectored Schröer onto the enemy aircraft. Marseille heard Schröer claim a Spitfire over the radio at 10:30. Both flights remained airborne over the next hour on patrol. At 11:30 Marseille radioed his engine was smoking and his flight escorted him to German lines. Marseille bailed out but struck the vertical stabilizer and fell to earth without his parachute deploying. Schröer arrived near 3 staffel in time to see Marseille's Bf 109 hit the ground but saw no parachute. He later learned of Marseille's death.

He continued claiming regularly in October, downing a further 15 aircraft. Leutnant Schröer was awarded the Knight's Cross of the Iron Cross (Ritterkreuz des Eisernen Kreuzes) on 21 October for 49 victories, just before Montgomery launched his victorious Battle of El Alamein. In the frantic air battles overhead, Schroer shot down 10 aircraft in a week. On 4 November, the new Oberleutnant Schröer shot down his first four-engined bomber - a Consolidated B-24 Liberator - west of Sollum. However, the end in Africa was nigh, and with the Afrika Korps in full retreat, III./JG 27 handed over its aircraft to Jagdgeschwader 77 (the 77th Fighter Wing) replacing it on the continent, and evacuated to Crete and the Aegean islands. Fittingly, as the Gruppe's highest scorer, Werner scored one of its last African victories on 16 November (his 61st). Those 61 victories, all scored in Africa, made him the second-highest scoring ace of the Desert War, after Marseille (who had been killed in a flying accident on 30 September with 158 victories).

In the few months they were in the Aegean, including a posting with the Italian forces on Rhodes, the newly promoted Hauptmann Schroer shot down two light bombers on 15 February. After that he had extended leave at home for his wedding.

On 22 April he was made Gruppenkommandeur of II./JG 27, replacing Gustav Rödel, who himself had been promoted to Kommodore of JG 27. II/JG 27 was now operating with the new Bf 109G in the dangerous skies over Sicily, as the Allies prepared for invasion with heavy preparatory bombing raids. Based at Trapani, on the western corner of the island, they were up against complete Allied air superiority and had the hopeless task of trying to protect transport aircraft making desperate evacuation flights of remaining wounded and specialists out of the beleaguered Afrika Korps, now bottled up in Tunis.

Just before Schroer took over command, on the evening of 18 April, only 6 transports had made it to Sicily out of 65 leaving Tunis. Flying at sea-level, half had been shot down and the remainder turned back damaged. Powerless to help, II./JG 27 claimed only one enemy fighter in response. However, with renewed vigour Werner led from the front and over the next two months, claimed 22 Allied aircraft shot down, including 12 four-engined heavy bombers. The surrender in May, of the Afrika Korps was of a comparable scale to the surrender of VI Army at Stalingrad only a few months earlier.

Operation Husky, the Allied invasion of Sicily, started on 10 July. Unable to influence the result to any great degree, II./JG 27 had already been ordered back to the Italian mainland. Soon after, on 28 July, the unit was ordered to hand its aircraft over to other units and the pilots and crews returned to Germany for much-needed rest and re-equipment. On 2 August, for his courageous efforts against the odds, Schroer was awarded the Knight's Cross of the Iron Cross with Oak Leaves (Ritterkreuz des Eisernen Kreuzes mit Eichenlaub), for 84 victories.

In August, II./JG 27 was at Wiesbaden-Erbenheim in Germany, starting training for a completely different air-war: Reichsverteidigung (Defense of the Reich) duties, at high altitude against the big, heavily armed massed-formations of four-engined bombers, or Viermots. From August to March, Schroer shot down 14 aircraft, 11 of them being Viermots - an indication of the type of air-combat in which he was now fighting. The unit's first operational sortie in the Reich, 6 September, was their most successful with nine bombers claimed, including three for Schröer (86-88v.)

On 7 January 1944 Schröer was credited with the destruction of a P-38 Lightning piloted by Joseph P. Marsiglia (55th Fighter Group, 338th Fighter Squadron). Marsiglia had to bail out and was apprehended near Holz in the district of Saarbrücken. But on 14 March 1944, Major Schröer (with 99 victories) was appointed Gruppenkommandeur, III./Jagdgeschwader 54 (JG 54—54th Fighter WIng), based in the north at Lüneberg.

In April the unit retrained and transferred onto the Focke Wulf Fw 190. On 24 May, Schröer claimed a P-51 Mustang and two P-47 Thunderbolts to reach his century (100–102v.). He was the 73rd Luftwaffe pilot to achieve the century mark. But the worsening situation and the intense pressure was taking its toll, and he was sent on a month's stress-leave in early June just as Allied attention turned to Normandy, possibly saving his life as the unit took very heavy losses in France.

Returning to duty, from 29 June 1944 to February 1945, Schröer was senior instructor at the DES Kommandersschule for fighter leaders. But in the desperate final days of the Reich, Werner was recalled to active service, as Geschwaderkommodore of Jagdgeschwader 3 (the 3rd Fighter Wing), taking command on 14 February. He then claimed 12 Russian aircraft destroyed - his only victories not on the Western Front. On 19 April 1945 he received the Swords to his Knight's Cross with Oak Leaves (Schwertern), then, finally, on 8 May he surrendered his unit to British forces.

He was kept a prisoner-of-war until released in February 1946, and did not return to the military. In his later years, he ran a campaign to get a memorial erected to his friend Hans-Joachim Marseille, but he died before he could see that mission completed. He died on 10 February 1985 in Ottobrunn, aged 67.

Werner Schröer was the 144th recipient of the Knight's Cross of the Iron Cross with Oak Leaves and Swords. He was credited with 114 victories, claimed in only 197 combat missions. His tally of 26 four-engined bombers ranked him the 5th most successful pilot against that formidable type of Allied aircraft. Likewise, his score of 102 victories against the Western Allies, including 61 claimed over North Africa, make him the 5th-equal ranked pilot, alongside Joachim Müncheberg and Egon Mayer.

If you score a victory but lose your wingman, you lost the battle.
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Carousel 1 Model# 7102 Bf 109E Luftwaffe JG 27, "Black 8", Werner Schroer, Libya, August 1941
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