Najlepsza scena z klasycznego filmu Janusza Majewskiego -Wie pan, że nie ma w słowniku ludzi kulturalnych słów, które mogłyby dostatecznie obelżywie określić pańskie postępowanie? -Panie kapitanie!!! -Radzę panu nie podnosić głosu, panie oberleutnant. -Oficerski sąd honorowy przekona pana kapitana, że to wszystko, co pan przed chwilą powiedział, jest wystarczające do żądania przeze mnie satysfakcji!!! -Pan się nie kwalifikuje nawet do sądu dla ludożerców, buszmenie! W moich oczach jest pan nędznym gadem omyłkowo tylko nazywanym człowiekiem, panie oberleutnant von Nogay... niech pan stąd wyjdzie, bo ja nie mogę na pana patrzeć, bydlaku. -Panie Wagner!!! -Precz!

Z filmu Tmavomodry Svet (Filmove studio Barrandov, 2001) Film vypravi o ceskych letcich za druhe svetove valky v Anglii. Hlavnim hrdinou je dustojnik ceskeho letectva Frantisek Slama (Ondrej Vetchy), jenz musi spolu se svou posadkou predat letiste nemecke armade pri okupaci Ceskoslovenska v roce 1939. S mladym nadejnym letcem Karlem Vojtiskem (Krystof Hadek) nasledne utece do Anglie, kde se s dalsimi Cechy pripravuji na boj proti nacistum. Pratelstvi obou muzu vsak rozdeli osobni spor, vznikly ze vztahu k puvabne Anglicance Susan (Tara Fitzgerald). Rezie: Jan Sverak Produkce: Jan Sverak, Eric Abraham Scenar: Zdenek Sverak Hudba: Ondrej Soukup, Jaroslav Jezek Kamera: Vladimir Smutny Ondrej Vetchy - Frantisek Slama Krystof Hadek - Karel Vojtisek Tara Fitzgerald - Susan Charles Dance - plk. Bentley Oldrich Kaiser - Jan Machaty David Novotny - Bedrich Mrtvy Linda Rybova - Hanicka Jaromir Dulava - Kanka Lukas Kantor - Tamtam Radim Fiala - Jura Sysel Juraj Bernath - Gregora Miroslav Taborsky - Vilda Houf Hans-Jorg Assmann - dr. Blaschke Thure Riefenstein - Oberleutnant Hesse Viktor Preiss - major Skokan Thure Reifenstein - oberleutnant Hesse Anna Massey - ucitelka anglictiny John Warnaby - instruktor RAF Jiri Labus - Haniccin otec Daniela Kolarova - Haniccina matka Filip Renc - Tejnsky

Z filmu Tmavomodry Svet (Filmove studio Barrandov, 2001) Film vypravi o ceskych letcich za druhe svetove valky v Anglii. Hlavnim hrdinou je dustojnik ceskeho letectva Frantisek Slama (Ondrej Vetchy), jenz musi spolu se svou posadkou predat letiste nemecke armade pri okupaci Ceskoslovenska v roce 1939. S mladym nadejnym letcem Karlem Vojtiskem (Krystof Hadek) nasledne utece do Anglie, kde se s dalsimi Cechy pripravuji na boj proti nacistum. Pratelstvi obou muzu vsak rozdeli osobni spor, vznikly ze vztahu k puvabne Anglicance Susan (Tara Fitzgerald). Rezie: Jan Sverak Produkce: Jan Sverak, Eric Abraham Scenar: Zdenek Sverak Hudba: Ondrej Soukup, Jaroslav Jezek Kamera: Vladimir Smutny Ondrej Vetchy - Frantisek Slama Krystof Hadek - Karel Vojtisek Tara Fitzgerald - Susan Charles Dance - plk. Bentley Oldrich Kaiser - Jan Machaty David Novotny - Bedrich Mrtvy Linda Rybova - Hanicka Jaromir Dulava - Kanka Lukas Kantor - Tamtam Radim Fiala - Jura Sysel Juraj Bernath - Gregora Miroslav Taborsky - Vilda Houf Hans-Jorg Assmann - dr. Blaschke Thure Riefenstein - Oberleutnant Hesse Viktor Preiss - major Skokan Thure Reifenstein - oberleutnant Hesse Anna Massey - ucitelka anglictiny John Warnaby - instruktor RAF Jiri Labus - Haniccin otec Daniela Kolarova - Haniccina matka Filip Renc - Tejnsky

Z filmu Tmavomodry Svet (Filmove studio Barrandov, 2001) Film vypravi o ceskych letcich za druhe svetove valky v Anglii. Hlavnim hrdinou je dustojnik ceskeho letectva Frantisek Slama (Ondrej Vetchy), jenz musi spolu se svou posadkou predat letiste nemecke armade pri okupaci Ceskoslovenska v roce 1939. S mladym nadejnym letcem Karlem Vojtiskem (Krystof Hadek) nasledne utece do Anglie, kde se s dalsimi Cechy pripravuji na boj proti nacistum. Pratelstvi obou muzu vsak rozdeli osobni spor, vznikly ze vztahu k puvabne Anglicance Susan (Tara Fitzgerald). Rezie: Jan Sverak Produkce: Jan Sverak, Eric Abraham Scenar: Zdenek Sverak Hudba: Ondrej Soukup, Jaroslav Jezek Kamera: Vladimir Smutny Ondrej Vetchy - Frantisek Slama Krystof Hadek - Karel Vojtisek Tara Fitzgerald - Susan Charles Dance - plk. Bentley Oldrich Kaiser - Jan Machaty David Novotny - Bedrich Mrtvy Linda Rybova - Hanicka Jaromir Dulava - Kanka Lukas Kantor - Tamtam Radim Fiala - Jura Sysel Juraj Bernath - Gregora Miroslav Taborsky - Vilda Houf Hans-Jorg Assmann - dr. Blaschke Thure Riefenstein - Oberleutnant Hesse Viktor Preiss - major Skokan Thure Reifenstein - oberleutnant Hesse Anna Massey - ucitelka anglictiny John Warnaby - instruktor RAF Jiri Labus - Haniccin otec Daniela Kolarova - Haniccina matka Filip Renc - Tejnsky

Z filmu Tmavomodry Svet (Filmove studio Barrandov, 2001) Film vypravi o ceskych letcich za druhe svetove valky v Anglii. Hlavnim hrdinou je dustojnik ceskeho letectva Frantisek Slama (Ondrej Vetchy), jenz musi spolu se svou posadkou predat letiste nemecke armade pri okupaci Ceskoslovenska v roce 1939. S mladym nadejnym letcem Karlem Vojtiskem (Krystof Hadek) nasledne utece do Anglie, kde se s dalsimi Cechy pripravuji na boj proti nacistum. Pratelstvi obou muzu vsak rozdeli osobni spor, vznikly ze vztahu k puvabne Anglicance Susan (Tara Fitzgerald). Rezie: Jan Sverak Produkce: Jan Sverak, Eric Abraham Scenar: Zdenek Sverak Hudba: Ondrej Soukup, Jaroslav Jezek Kamera: Vladimir Smutny Ondrej Vetchy - Frantisek Slama Krystof Hadek - Karel Vojtisek Tara Fitzgerald - Susan Charles Dance - plk. Bentley Oldrich Kaiser - Jan Machaty David Novotny - Bedrich Mrtvy Linda Rybova - Hanicka Jaromir Dulava - Kanka Lukas Kantor - Tamtam Radim Fiala - Jura Sysel Juraj Bernath - Gregora Miroslav Taborsky - Vilda Houf Hans-Jorg Assmann - dr. Blaschke Thure Riefenstein - Oberleutnant Hesse Viktor Preiss - major Skokan Thure Reifenstein - oberleutnant Hesse Anna Massey - ucitelka anglictiny John Warnaby - instruktor RAF Jiri Labus - Haniccin otec Daniela Kolarova - Haniccina matka Filip Renc - Tejnsky

Max, Alex und Robert singen und bitten um eine kleine Spende für die Eurofighter

The film is based on the true story of Oberleutnant Franz von Werra who was shot down during the Battle of Britain and captured soon afterwards. Sent to a POW camp in the north of England, he made a number of escape attempts, on one occasion getting as far as the cockpit of an aircraft he was trying to steal, passing himself off as a Dutch pilot on a secret mission. The DVD is being released in North America May.2008

UFA Tonwoche No. 497. March 13, 1940.Werner Hartmann was a German U-boat commander in World War II. He sank 26 ships, amounting to over 115,000 tons sunk, ranking him as the 25th most successful commander in the war.Hartmann began his naval career as commander of the torpedo boats Seeadler and Albatros in the first years. In 1935 he transferred to the U-boat arm and with his first U-boat, U-26, he patrolled in Spanish waters during the Spanish Civil War. First Watch Officer on board was the later famous Oberleutnant zur See Günther Prien.During the first months of World War II Hartmann was commander of both of U-37 and of the 2. Unterseebootsflottille. In October 1939 Hartmann was attempted as leader of a wolf pack directed from a U-boat at sea. This strategy proved inefficient, and it was decided henceforth to direct the U-boats from land.On January 28, 1940, U-37 departed on its 3rd patrol from Wilhelmshaven, for the North Atlantic.Hartmann and U-37 sunk eight ships, including, three British, two Norwegian, one Danish, one French, and one Greek. Of these ships, two were in convoy at the time. Once again, Hartmann returned to Wilhelmshaven on February 27 and received the Knight's Cross. He then had a couple of staff functions until he in November 1941 took command of the 27. Unterseebootsflottille in Gotenhafen.In November 1942 he took over one of the large Type IXD U-boats and completed with U-198 the third longest patrol ever undertaken, lasting 200 days.In 1944 he became commander of the U-boat forces in the Mediterranean Sea and in this function received the Knight's Cross with Oak Leaves.After the war he spent several years in the Bundesmarine.

This is the first video show casing the men of Kampfgruppe von Capp. We have no listings of what unit the men are in, this is the first few pics and they are not works of art so please do not be angered by all the clutter in the background. In order for Roll Call. Hauptmann(Captain) Rozan Stubbendorf shaking hands with Oberleutnant(1st Lieutenant) Fritz Brimburge. Obergefreiter(Corporal) Hans Massner Gefreiter(Lance Corporal) Leame Kraftputen The Dragon/DID Figures belong to member of both True Roman Movies.Inc and Deutschland Productions. Thanks to Deutschland Productions for sending me the song, and a bigger thanks to the 3rd Reich for creating the music in the first place :) The Song Is Called. German Military Marches - Funkerlied(Original Wehrmacht)

Mission 3, Festtung! Ziel: Oberleutnant Henrich Berz elemeniren.

Şehîdên Bezelê - Unsere Märtyrer von Bezele Bezele Kahramanlari,Bezele Sehidleri,Sehitleri,Kürdistan, Am 3. Oktober 2008 haben unsere Guerilla Kräfte, im Teil Şemzinan, dort im Revier in Aktütün (Bezelê) von Hakkari eine Aktion gegen die zu einer Operation aufgebrochenen türkischen Armee durchgeführt. Zur gleichen Zeit haben unsere Guerillakräfte auch Aktionen auf drei Hügeln vom Revier von Aktütün (Bezelê) durchgeführt. Bei der Aktion auf den Hügeln, die mittags um 13.00 Uhr gestartet worden ist, haben die starken Gefechte bis 17.00 Uhr angedauert und sind. Zur gleichen Zeit wurde das Revier in Bezelê mit schweren Waffen beschossen. Nach heftigen Auseinandersetzungen haben unsere Guerillakräfte alle drei Hügel vernichtet und diese eingenommen. Auf dem ersten Hügel sind 25 Soldaten, auf dem zweiten Hügel, darunter ein Oberleutnant 27 Soldaten und auf dem dritten Hügel sind 10 Soldaten getötet worden. Bei den Gefechten, die bis zur Mittagszeit des 4. Oktober andauerten, ist das Revier von Aktütün (Bezelê) stark beschädigt worden, auf den drei Hügeln sind insgesamt 62, darunter auch hochrangige Soldaten, getötet worden. Hinzukommt, dass die türkische Armee mehr als 30 Verletzte zu verzeichnen hat. Die hohle Zahl der Soldaten, die im und um das Revier bei den Gefechten getötet worden sind, sind nicht bekannt. Kampfflugzeuge der türkischen Armee, die während der Auseinandersetzung ihre Initiative vollkommen verloren hat, haben fälschlicherweise auch ihre eigenen Revier-Hügel bombardiert. Ein Helikopter Typ Kobra, der zum Ort des Geschehens kam, wurde seitens unserer Guerillakräfte beschädigt. Der beschädigte Helikopter musste sich vom Gefechtsgebiet entfernen. Bei diesen Auseinandersetzungen sind 9 unserer Freunde als Helden gefallen. Wir werden die persönlichen Daten dieser Freunde zu einem späteren Zeitpunkt veröffentlichen. Bei den Gefechten sind 15 Waffen des Typs HK 33, eine grosse Anzahl von Fernröhren, Geräten und militärischen Materialien der türkischen Armee beschlagnahmt. Viele schwere und leichtere Waffen der türkischen Armee wurden auf den Hügeln durch unsere Guerilla-Kräfte vernichtet. Unsere Guerillakräfte haben die Auseinandersetzung und die Aktion aufgenommen. Nach der Aktion, am 04. und 05. Oktober hat die türkische Armee mit Kriegsflugzeugen und Mörsern das Basya Tal und die Umgebung bombardiert.

Ob's stürmt oder schneit, Ob die Sonne uns lacht Der Tag glühend heiß Oder eiskalt die Nacht Bestaubt sind die Gesichter Doch froh ist unser Sinn Ist unser Sinn Es braust unser Panzer Im Sturmwind dahin Mit donnernden Motoren Geschwind wie der Blitz Dem Feinde entgegen Im Panzer geschützt Voraus den Kameraden Im Kampf steh'n wir allein Steh'n wir allein So stoßen wir tief In die feindlichen Reihn Wenn vor uns ein feindliches Heer dann erscheint Wird Vollgas gegeben Und ran an den Feind! Was gilt denn unser Leben Für unsres Reiches Heer? Ja Reiches Heer? Für Deutschland zu sterben Ist uns höchste Ehr. Mit Sperren und Minen Hält der Gegner uns auf Wir lachen darüber Und fahren nicht drauf Und droh'n vor uns Geschütze Versteckt im gelben Sand Im gelben Sand Wir suchen uns Wege Die keiner sonst fand Und läßt uns im Stich Einst das treulose Glück Und kehren wir nicht mehr Zur Heimat zurück Trifft uns die Todeskugel Ruft uns das Schicksal ab Ja Schicksal ab Dann wird uns der Panzer Ein ehernes Grab. ¨¯¯¨¨˜"ª¤.¸☠¸.¤ª"˜¨¨¯¯¨ One of the most famous Wehrmacht songs, composed by Oberleutnant Kurt Wiehle on 26th June 1933

UFA Tonwoche No. 496. March 6, 1940.Herbert Schultze was a German U-boat commander of the Kriegsmarine during World War II. He commanded U-48 for eight patrols during the early part of the war, sinking 169,709 tons and earning him eighth place on the Aces of the Deep list. Due to several incidents of openly broadcasting his sinkings to alert the Allies of the plight of the crews, he became quite a celebrity even on the allied side.Schultze was born in Kiel and joined the Reichsmarine in April 1930. On 9 October 1930 he became a Seekadett. Serving aboard the cruisers Leipzig and Karlsruhe with other future U-boat aces, including Heinrich Lehmann-Willenbrock.In May 1937, with a rank of Oberleutnant zur See, Schultze transferred to the U-boat force, taking command of the Type IIA U-boat U-2 on 31 January 1938. The U-2 was assigned to the U-Bootschulflottille and Schultze spent the next year and a half training with the sub.On 22 April 1939 Schultze commissioned U-48, a Type VIIB U-boat. U-48 was later to become the most successful submarine of the war. U-48 was assigned to 7. Unterseebootsflottille, and spent the next four months in training. On 1 June 1939 Schultze was promoted to Kapitänleutnant.Soon after the war started on 1 September 1939 Schultze took U-48 out on its first patrol. On 11 September 1939 he sunk the British freighter Firby. After the sinking he sent the plain language radio message "cq - cq- cq - transmit to Mr. Churchill. I have sunk the British steamer "Firby". Posit 59.40 North and 13.50 West. Save the crew, if you please. German submarine." This message, addressed to the First Lord of the Admiralty Winston Churchill directly, made Schultze famous, both in Germany and Great Britain. He sank two more ships for 14,777 gross register tons during the first patrol.Now something of a media celebrity, Schultze left for four more successful patrols. On 1 March 1940 he was awarded the Knight's Cross for his successes. On 20 May 1940 Schultze handed command of the U-48 over to Hans Rudolf Rösing due to illness stemming from a stomach and kidney disorder. Schultze spent five months in hospital recuperating. From October 1940 Schultze took up duties as Second in Command of the 7. Unterseebootsflottille, now based in St Nazaire, France.On 17 December 1940 Schultze resumed command of the U-48, relieving Heinrich Bleichrodt. He led U-48 on three more patrols, and continued sinking enemy shipping at a great rate. Thus Schultze was awarded the Oak Leaves to his Knight's Cross on 12 June 1941.On 27 July 1941 Schultze left the U-48 to take command of 3. Unterseebootsflottille operating from La Rochelle. He served in this capacity until March 1942, when he was assigned to the staff of Marinegruppe Nord as Admiral Staff Officer for U-boats. In December 1942 he was assigned to Admiral Karl Dönitz staff. On 1 April 1943 he was promoted to Korvettenkapitän. In March 1944 he was assigned as commander of Department II, Marineschule Mürwick, where he served to the end of the war.

Ein paar Reminiszenzen zum 'Jubel-Tag' von meinem guten, (alten) Bekannten und Freund. Meinem Oberleutnant der Reserve für Führungskräfte und stets hilfsbereitem 'Kameraden'. Da können wir doch nur 'gut Schluck' wünschen, bleib wie Du bist, arbeite Dich (jetzt als Pensionär) nicht zu Tode, geniesse einfach auch mal ein paar ruhige Stunden, z. B. im Biergarten, im Kreise Deiner Familie und so weiter. Von uns also: Alles, alles Gute! Noch ein langes, weiterhin gesundes Leben, viel Spass und Freude.

Two days before Christmas '44 some two thousand paratroopers boarded the Belgian troopship Leopoldville at Pier 38, Southampton. Shortly thereafter, they were told to disembark. Someone had made a mistake and they were told they were on the wrong ship. Little did they know at the time how 'lucky' they had been. In the early hours of the next day, December 24th, 2,235 men of the United States Army's 66th Infantry Division (the Black Panthers) began boarding the Leopoldville. The rest of the Division were loaded aboard the Cheshire, a British transport. In keeping with the foul-up of the previous day, none were assigned specific quarters and they were berthed wherever there was room as they boarded and not, by unit, squad or company. Confusion seemed to be the order of the day. No lifeboat drill was performed and the life belts were secured in their stowage compartments. None were issued to the men onboard. It was to be a short voyage across the Channel. To date, the Leopoldville had already carried nearly 125,000 soldiers to various destinations without trouble and, because of there being so many Allied warships in the Channel, no one seemed too worried about the possibility of submarine attacks. Yet, the troopships were escorted by four destroyers. Around 2 PM, the Captain of the Leopoldville received the order to begin a zigzag course. A first submarine alert sounded thirty minutes later then a second one. By then, the sea was running eight to nine feet. By 4 PM, the sea had reached a state of Force 6 and the Leopoldville was but 25 miles from their point of destination, the port of Cherbourg. By 6 PM, the Leopoldville was five miles from Cherbourg. Some fifteen minutes earlier, Oberleutnant Gerhard Meyer, Captain of the Type VII C-class submarine U-486 had begun tracking the Leopoldville in its sight. Two torpedoes were launched at 5:56 PM and one reached its mark at precisely 6 PM. From that moment on, it was bedlam. What took place is amply described in detail at the locations listed below (see 'links') but suffice to say that men onboard the Leopoldville received little, if any, help nor directions from the crew. The Captain of the Leopoldville, Captain Limbor, did nothing! No distress message, no call for assistance, nothing. Officers onboard the other troopship in the convoy, the Cheshire thought they had heard a muffled explosion and actually saw the debacle onboard the Leopoldville but, there having been no radio traffic calling for assistance, they were left in the dark as to what was actually taking place. Most of those taking to the lifeboats from the Leopoldville were members of the crew. All this time, those ashore who could have been of some help in the rescue were celebrating Christmas Eve or were away on leave. No one in Cherbourg knew there was any problem only five miles offshore. So it came as a complete surprise when the port authorities received a radio message from the Convoy Commander, Captain John Pringle of H.M.S. Brilliant informing them they were taking on survivors and requesting assistance! It was the first news of trouble afoot received by Cherbourg's personnel. By the time the rescue effort began to be coordinated at Cherbourg, the men onboard the Leopoldville still had not been told the ship was fast sinking under them. The Brilliant effected a daring rescue and by 7:30 PM had succeeded in getting nearly 700 survivors. Oddly enough, the other three destroyer escorts headed for harbour after their futiile attempt to sink the U-boat. They had heard no call for assistance from the Leopoldville Fearing for the safety of his ship which by then had been much bandied about while rescuing the men from the Leopoldville, the Brilliant disengaged and made for Cherbourg. The Leopoldville sank beneath the waves at 8:30 PM. More men were saved by the rescue boats which by then had made it to the scene from Cherbourg. Only one officer, the Captain, from the Leopoldville lost his life. The official death toll was established at 802. Footnote: The U-486 was sunk on April 12th, 1945 in the North Sea northwest of Bergen, Norway, by torpedoes from the British submarine HMS Tapir. All 48 crew onboard were lost. Bertrand SCIBOZ www.ceresm.com

In February 1917, the Sopwith Triplane began to appear over the Western Front. The Sopwith swiftly proved itself superior to the Albatros fighters then in use by the Luftstreitkräfte. Fokker-Flugzeugwerke responded by converting an unfinished biplane prototype into the V.4, a small, rotary-powered triplane with a steel tube fuselage and thick cantilever wings. Initial tests revealed that the V.4 had unacceptably high control forces resulting from the use of unbalanced ailerons and elevators. Instead of submitting the V.4 for a type test, Fokker produced a revised prototype designated V.5. The most notable changes were the introduction of horn-balanced ailerons and elevators, as well as longer-span wings. The V.5 also featured interplane struts, which were not necessary from a structural standpoint, but which minimized wing flexing. On 14 July 1917, Idflieg issued an order for 20 pre-production aircraft. The V.5 prototype, serial 101/17, was tested to destruction at Adlershof on 11 August 1917. Two pre-production triplanes, designated F.I, were delivered to Jastas 10 and 11 for combat evaluation. These aircraft, serials 102/17 and 103/17, were the only machines to receive the F.I designation. They arrived at Markebeeke, Belgium on 28 August 1917. Richthofen first flew 102/17 on 1 September 1917 and shot down two enemy aircraft in the next two days. He reported to the Kogenluft (Kommandierenden General der Luftstreitkräfte) that the F.I was superior to the Sopwith Triplane. Richthofen recommended that fighter squadrons be reequipped with the new aircraft as soon as possible. The combat evaluation came to an abrupt conclusion when Oberleutnant Kurt Wolff, Staffelführer of Jasta 11, was shot down in 102/17 on 15 September, and Leutnant Werner Voss, Staffelführer of Jasta 10, was killed in 103/17 on 23 September. The remaining pre-production aircraft, designated Dr.I, were delivered to Jasta 11. Idflieg issued a production order for 100 triplanes in September, followed by an order for 200 in November. Delivery of these machines commenced in October. They were identical to the F.I except for the addition of wingtip skids. All initial deliveries were to squadrons within Richthofen's Jagdgeschwader I. Compared to the Albatros and Pfalz fighters, the Dr.I offered exceptional maneuverability. Though the ailerons were not very effective, the rudder and elevator controls were light and powerful. Rapid turns, especially to the right, were facilitated by the triplane's marked directional instability. Vizefeldwebel Franz Hemer of Jasta 6 said, "The triplane was my favorite fighting machine because it had such wonderful flying qualities. I could let myself stunt — looping and rolling — and could avoid an enemy by diving with perfect safety. The triplane had to be given up because although it was very maneuverable, it was no longer fast enough." As Hemer noted, the Dr.I was considerably slower than contemporary Allied fighters in level flight and in a dive. While initial rate of climb was excellent, performance fell off dramatically at higher altitudes due to the low-compression Oberursel Ur.II, a clone of the Le Rhône 9J rotary engine. As the war continued, chronic shortages of castor oil made rotary operation increasingly difficult. The poor quality of German ersatz lubricant resulted in many engine failures, particularly during the summer of 1918. Furthermore, the Dr.I proved tricky to land and prone to ground looping, as evidenced by the wingtip skids. The cockpit was cramped, and the proximity of the gun butts to the cockpit, combined with poor crash padding, left the pilot vulnerable to serious head injury in the event of a crash landing.

Für unsre Treue und Tapfere [Wehrmacht] im Kampf gegen das Alliierte Gesindel SS-Oberführer Odins Krieger Oberleutnant Berlin Hauptmann Andreas

Wehrmacht Unterseeboot U-995 vom Typ VII C/41 am Marine Ehrenmal in Laboe. Nach dem am 22. Juli 1943 erfolgten Stapellauf auf der Werft Blohm & Voss in Hamburg wurde das Schiff am 16. September 1943 von Kapitänleutnant Walter Köhntopp in Dienst gestellt und der 5. U-Boot-Flottille in Kiel zur Ausbildung zugeteilt. Das Einführungstraining in der Ostsee dauerte bis Mai 1944, anschließend wurde U 995 der 13. U-Boot-Flottille in Trondheim zugeteilt. Zu diesem Zeitpunkt waren die Anfangserfolge des deutschen U-Boot-Kriegs schon Geschichte. Aufgrund verbesserter Taktiken und technischer Innovationen in der U-Boot-Abwehr hatten die Alliierten die Oberhand auf dem Atlantik errungen. Am 25. April 1944 lief U 995 nach Norwegen und zu seinem Einsatzgebiet im Nordmeer aus. Obwohl es während der Überführung mehrfach von Flugzeugen angegriffen wurde, konnte es durch immer rechtzeitiges Tauchen den Hafen von Kristiansund sicher erreichen. Nach Beseitigung kleinerer Schäden schloss sich das Boot Anfang Juli 1944 einem der letzten Rudelangriffe deutscher U-Boote auf einen Geleitzug an. Wegen der alliierten Luftüberwachung gelang es den 25 angesetzten Booten jedoch nicht, den Geleitzug Richtung Russland aufzuspüren und anzugreifen. Nach starken Verlusten wurde das Unternehmen abgebrochen, und U 995 lief zwecks Reparaturen in die Werft von Trondheim ein, wo es bis zum Abschluss der Reparaturen Ende August 1944 blieb. Der nächste Einsatz führte U 995 Ende August in die Nähe russischer Marinestützpunkte in der Jugorstraße, wo es Minen auslegte. Ohne Zwischenfälle lief das Schiff zwei Wochen später wieder in den Hafen ein. Nach der nächsten kurzen Feindfahrt, bei der das Schiff wieder erfolglos blieb, ging am 9. Oktober 1944 Walter Köhntopp von Bord, und neuer Kommandant wurde Oberleutnant zur See Hans Georg Hess. Als sich U 995 Ende Oktober 1944 auf Feindfahrt im Nordmeer in Richtung Murmansk befand, konnte die Silhouette von vier Zerstörern ausgemacht werden. Genau um Mitternacht schoss die Besatzung zwei Torpedos ab und tauchte danach sofort ab. Ein Zerstörer wurde versenkt, ein anderer schwer beschädigt. Auf den nächsten Fahrten wurden drei Frachtschiffe versenkt und eines beschädigt, während U 995 mehrmals nur knapp der Versenkung entging. Am 14. März 1945 lief U 995 zum letzten Mal aus und konnte einen Liberty-Frachter versenken. Wieder zurückgekehrt, wurde das Boot der 14. U-Boot-Flottille in Narvik zugeteilt und musste zur Generalüberholung und zum Einbau eines Schnorchels in die Werft von Trondheim. Als der Krieg zu Ende ging, lag es dort unvollendet und wurde den Alliierten übergeben. Bei Kriegsende fiel das Boot als Kriegsbeute an Großbritannien, verblieb aber in seinem norwegischen Stützpunkt und wurde nicht bei der Operation Deadlight vernichtet. Es wurde dann Norwegen als Kriegsbeute zugesprochen und 1946 der norwegischen Marine übergeben. Dort war es von 1952 bis 1962 als Schulboot unter dem Namen KNM Kaura mit Heimathafen Narvik im Dienst. 1965 musterte die norwegische Marine das U-Boot aus. Es wurde zu einem symbolischen Preis an Deutschland zurückgegeben und dort bis 1971 wieder in den Zustand vom Mai 1945 zurückversetzt. Der heute sichtbare Turm des Bootes ist allerdings eine Attrappe. Ebenso einige der Aufbauten auf dem Vorderdeck. Seit dem 13. März 1972 liegt es am Fuße des Marine-Ehrenmals in Laboe und kann dort besichtigt werden.

B-25 take off from USS Aircraft Carrier. Oberleutnant "Ernesto Gómez" - WW2 Air Forces www.ww2-af.com - Spanish Squadron

Oberleutnant Berlin[Wehrmacht] vs SS Sturmführer[Wehrmacht]

Ansprache von Verteidigungsminister Mag. Norbert Darabos bei der Enthüllung der Gedenktafel die an die Widerstandskämpfer Major Karl Biedermann, Hauptmann Alfred Huth und Oberleutnant Rudolf Raschke erinnert.

Kurzer Nachrichtenbeitrag über Soldaten im Einsatz während der Weihnachtszeit. Der Titel lautet "Soldaten feiern das Fest" und wurde am 25.12.2007 beim Fernsehsender N-TV ausgestrahlt. Zu Wort kommt Chefredakteur im Einsatz, Oberleutnant Stephan V. Der Link zum Original-Stream: http://www.n-tv.de/896682.html

In February 1917, the Sopwith Triplane began to appear over the Western Front. The Sopwith swiftly proved itself superior to the Albatros fighters then in use by the Luftstreitkräfte. Fokker-Flugzeugwerke responded by converting an unfinished biplane prototype into the V.4, a small, rotary-powered triplane with a steel tube fuselage and thick cantilever wings. Initial tests revealed that the V.4 had unacceptably high control forces resulting from the use of unbalanced ailerons and elevators. Instead of submitting the V.4 for a type test, Fokker produced a revised prototype designated V.5. The most notable changes were the introduction of horn-balanced ailerons and elevators, as well as longer-span wings. The V.5 also featured interplane struts, which were not necessary from a structural standpoint, but which minimized wing flexing. On 14 July 1917, Idflieg issued an order for 20 pre-production aircraft. The V.5 prototype, serial 101/17, was tested to destruction at Adlershof on 11 August 1917. Two pre-production triplanes, designated F.I, were delivered to Jastas 10 and 11 for combat evaluation. These aircraft, serials 102/17 and 103/17, were the only machines to receive the F.I designation. They arrived at Markebeeke, Belgium on 28 August 1917. Richthofen first flew 102/17 on 1 September 1917 and shot down two enemy aircraft in the next two days. He reported to the Kogenluft (Kommandierenden General der Luftstreitkräfte) that the F.I was superior to the Sopwith Triplane. Richthofen recommended that fighter squadrons be reequipped with the new aircraft as soon as possible. The combat evaluation came to an abrupt conclusion when Oberleutnant Kurt Wolff, Staffelführer of Jasta 11, was shot down in 102/17 on 15 September, and Leutnant Werner Voss, Staffelführer of Jasta 10, was killed in 103/17 on 23 September. The remaining pre-production aircraft, designated Dr.I, were delivered to Jasta 11. Idflieg issued a production order for 100 triplanes in September, followed by an order for 200 in November. Delivery of these machines commenced in October. They were identical to the F.I except for the addition of wingtip skids. All initial deliveries were to squadrons within Richthofen's Jagdgeschwader I. Compared to the Albatros and Pfalz fighters, the Dr.I offered exceptional maneuverability. Though the ailerons were not very effective, the rudder and elevator controls were light and powerful. Rapid turns, especially to the right, were facilitated by the triplane's marked directional instability. Vizefeldwebel Franz Hemer of Jasta 6 said, "The triplane was my favorite fighting machine because it had such wonderful flying qualities. I could let myself stunt — looping and rolling — and could avoid an enemy by diving with perfect safety. The triplane had to be given up because although it was very maneuverable, it was no longer fast enough." As Hemer noted, the Dr.I was considerably slower than contemporary Allied fighters in level flight and in a dive. While initial rate of climb was excellent, performance fell off dramatically at higher altitudes due to the low-compression Oberursel Ur.II, a clone of the Le Rhône 9J rotary engine. As the war continued, chronic shortages of castor oil made rotary operation increasingly difficult. The poor quality of German ersatz lubricant resulted in many engine failures, particularly during the summer of 1918. Furthermore, the Dr.I proved tricky to land and prone to ground looping, as evidenced by the wingtip skids. The cockpit was cramped, and the proximity of the gun butts to the cockpit, combined with poor crash padding, left the pilot vulnerable to serious head injury in the event of a crash landing.

Ansprache von Bürgermeister Dr. Michael Häupl bei der Enthüllung der Gedenktafel die an die Widerstandskämpfer Major Karl Biedermann, Hauptmann Alfred Huth und Oberleutnant Rudolf Raschke erinnert.

In February 1917, the Sopwith Triplane began to appear over the Western Front. The Sopwith swiftly proved itself superior to the Albatros fighters then in use by the Luftstreitkräfte. Fokker-Flugzeugwerke responded by converting an unfinished biplane prototype into the V.4, a small, rotary-powered triplane with a steel tube fuselage and thick cantilever wings. Initial tests revealed that the V.4 had unacceptably high control forces resulting from the use of unbalanced ailerons and elevators. Instead of submitting the V.4 for a type test, Fokker produced a revised prototype designated V.5. The most notable changes were the introduction of horn-balanced ailerons and elevators, as well as longer-span wings. The V.5 also featured interplane struts, which were not necessary from a structural standpoint, but which minimized wing flexing. On 14 July 1917, Idflieg issued an order for 20 pre-production aircraft. The V.5 prototype, serial 101/17, was tested to destruction at Adlershof on 11 August 1917. Two pre-production triplanes, designated F.I, were delivered to Jastas 10 and 11 for combat evaluation. These aircraft, serials 102/17 and 103/17, were the only machines to receive the F.I designation. They arrived at Markebeeke, Belgium on 28 August 1917. Richthofen first flew 102/17 on 1 September 1917 and shot down two enemy aircraft in the next two days. He reported to the Kogenluft (Kommandierenden General der Luftstreitkräfte) that the F.I was superior to the Sopwith Triplane. Richthofen recommended that fighter squadrons be reequipped with the new aircraft as soon as possible. The combat evaluation came to an abrupt conclusion when Oberleutnant Kurt Wolff, Staffelführer of Jasta 11, was shot down in 102/17 on 15 September, and Leutnant Werner Voss, Staffelführer of Jasta 10, was killed in 103/17 on 23 September. The remaining pre-production aircraft, designated Dr.I, were delivered to Jasta 11. Idflieg issued a production order for 100 triplanes in September, followed by an order for 200 in November. Delivery of these machines commenced in October. They were identical to the F.I except for the addition of wingtip skids. All initial deliveries were to squadrons within Richthofen's Jagdgeschwader I. Compared to the Albatros and Pfalz fighters, the Dr.I offered exceptional maneuverability. Though the ailerons were not very effective, the rudder and elevator controls were light and powerful. Rapid turns, especially to the right, were facilitated by the triplane's marked directional instability. Vizefeldwebel Franz Hemer of Jasta 6 said, "The triplane was my favorite fighting machine because it had such wonderful flying qualities. I could let myself stunt — looping and rolling — and could avoid an enemy by diving with perfect safety. The triplane had to be given up because although it was very maneuverable, it was no longer fast enough." As Hemer noted, the Dr.I was considerably slower than contemporary Allied fighters in level flight and in a dive. While initial rate of climb was excellent, performance fell off dramatically at higher altitudes due to the low-compression Oberursel Ur.II, a clone of the Le Rhône 9J rotary engine. As the war continued, chronic shortages of castor oil made rotary operation increasingly difficult. The poor quality of German ersatz lubricant resulted in many engine failures, particularly during the summer of 1918. Furthermore, the Dr.I proved tricky to land and prone to ground looping, as evidenced by the wingtip skids. The cockpit was cramped, and the proximity of the gun butts to the cockpit, combined with poor crash padding, left the pilot vulnerable to serious head injury in the event of a crash landing.