Junkers Ju 87 D/G vol. 2

On August 29, 1941 Rudel’s squadron deploys to Tyrkovo airfield, south of Lugi. The unit’s main task is to provide close air support to the elements of the German 16th and 18th Armies pressing their offensive towards Leningrad. In mid-December 1941 the III./St.G 2 begins combat operations against the port city of Kronstadt, home of the Soviet Baltic Fleet. German troops driving towards Leningrad were being harassed by the artillery fire laid by two Baltic Fleet vessels: the Marat and the Oktryabrskaya Revolutsya. The destruction of both ships became the priority for Stuka crews operating in the area. The first raid against the Marat took place on September 16, 1941. This is how Hans-Ulrich Rudel remembers those events: “Our wing has just received orders to attack the Russian fleet in the Gulf of Finland. There is no question of using normal bomber-aircraft, any more than normal bombs, for this operation, especially as intense flak must be reckoned with. The CO tells us that we are awaiting the arrival of two thousand pounder bombs fitted with a special detonator for our purpose. With normal detonators the bomb would burst ineffectively on the armored main deck and though the explosion would be sure to rip off some parts of the upper structure it would not result in the sinking of the ship. We cannot expect to succeed and finish off these two leviathans except by the use of a delayed action bomb which must first pierce the upper decks before exploding deep down in the hull of the vessel. A few days later, in the foulest weather, we are suddenly ordered to attack the battleship Marat; she has just been located in action by a reconnaissance patrol. The weather is reported as bad until due South of Krasnogvardeisk, 20 miles South of Leningrad. Cloud cover over the Gulf of Finland 5-7/10; cloud base 2,400 feet. That will mean flying through a layer of cloud which is 6,000 feet thick where we are. The whole wing takes off on a Northerly course. Today we are about thirty aircraft strong; according to our establishment we should have eighty, but numbers are not invariably the decisive factor. Unfortunately the two thousand pounders have not yet arrived. As our single engined Stukas are not capable of flying blind our No. 1 has to do the next best thing and keep direction with the help of the few instruments: ball, bank indicator and vertical speed indicator. The rest of us keep station by flying close enough to one another to be able to catch an occasional glimpse of our neighbor’s wing. Flying in the dense, dark clouds it is imperative never to let the interval between the tips of our wings exceed 9-12 feet. If it is greater we risk losing our neighbor for good and running full tilt into another aircraft. This is an awe-inspiring thought! In such weather conditions therefore the safety of the whole wing is in the highest degree dependent on the instrument flying of our No. 1. Below 6,000 feet we are in a dense cloud cover; the individual flights have slightly broken formation. Now they close up again. There is still no ground visibility. Reckoning by the clock we must pretty soon be over the Gulf of Finland. Now, too, the cloud cover is thinning out a little. There is a glint of blue sky below us; ergo water. We should be approaching our target, but where exactly are we? It is impossible to tell because the rifts in the clouds are only infinitesimal. The cloud density can no longer be anything like 5-7/10; only here and there the thick soup dissolves to reveal an isolated gap. Suddenly through one such gap I see something and instantly contact Hptm. Steen over the radio.
‘König 2 to König 1 ... come in, please.’ He immediately answers: ‘König 1 to König 2 ... over to you.’ ‘Are you there? I can see a large ship below us ... the battleship Marat, I guess.’ We are still talking as Steen loses height and disappears into the gap in the clouds. In mid-sentence I also go into a dive. Pilot Officer Klaus behind me in the other staff aeroplane follows suit. Now I can make out the ship. It is the Marat sure enough. I suppress my excitement with an iron will. To make up my mind, to grasp the situation in a flash: for this I have only seconds. It is we who must hit the ship, for it is scarcely likely that all the flights will get through the gap. Both gap and ship are moving. We shall not be a good target for the flak until in our dive we reach the cloud base at 2400 feet. As long as we are above the unbroken cloud base the flak can only fire by listening apparatus, they cannot open up properly. Very well then: dive, drop bombs and back into the clouds! The bombs from Steen’s aircraft are already on their way down . . . near misses. I press the bomb switch . . .dead on. My bomb hits the after deck. A pity it is only a thousand pounder! All the same I see flames break out. I cannot afford to hang about to watch it, for the flak barks furiously. There, the others are still diving through the gap. The Soviet flak has by this time realized where the ‘filthy Stukas’ are coming from and concentrate their fire on this point. We exploit the favorable cloud cover and climb back into it.”