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Dieter Hrabak |
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Name : Dieter Hrabak Died : 15th September 1995 Air Victories : 125.00 Awards : Knights Cross Oak Leaves to the Knights Cross |
Dieter Hrabak was shot down in his first aerial combat during the Polish Campaign. He survived to become one of the Luftwaffes most respected and popular leaders. He scored his first victory in the Battle of France, and got 15 more during the Battle of Britain. By Eagle Day he was in command of II./JG 54, which he led until taking command of JG 52 in 1942. He was the first JG 54 Ace to be awarded the Knights Cross. He ended the war back in command of JG 54, and was credited with 125 victories. He died on 15th September 1995. |
Known Service Details : | |||||||
Squadron | Rank | Start of Service | End of Service | Known Dates | Aircraft | Airframes | Notes |
unknown | 1942 | 13th August 1940 | |||||
1942 | unknown | ||||||
unknown | unknown | May 1945 | |||||
Artwork signed by this Pilot or Aircrew |
  Snow Warriors by Ivan Berryman. (B) |   Gunther Rall - Me109 Ace by Ivan Berryman. (B) |   Black 13 - Gunther Rall by Ivan Berryman. (B) |
  Clipped Signature - Dieter Hrabak. |   Green Heart Warriors by Nicolas Trudgian. (B) |   JG-52 by Robert Taylor. (D) |
  Aces on the Western Front by Robert Taylor. |   Eagles out of the Sun by Robert Taylor. |   JG52 by Robert Taylor. |
  Knights on the Eastern Front by Robert Taylor. |
Artwork featuring the mounted signature of this Pilot or Aircrew |
  Greenheart Warrior by Ivan Berryman. (B) |   Gunther Rall - Black 13 by Ivan Berryman. (P) |   JG2 - Gunther Rall and his Wingman by Ivan Berryman. (P) |
  Dawn Eagles Rising by Robert Taylor. (AP) | JG-52 by Robert Taylor. (B) |   Breaking Cover by Robert Taylor. (B) |
  The Eagles Divide by Robert Taylor. (E) |
Artwork with companion print(s) featuring the mounted signature of this Pilot or Aircrew |
  Air Armada by Robert Taylor. (C) |
Known Victory Claims : | |||||||
Date | Rank | Squadron | Claimed | Location | Time | Aircraft Flown | Notes |
13/05/1940 | Oblt. | Authe S. Sedan | 11.05 | ||||
18/05/1940 | Oblt. | Curtiss | W. Réthel | 16.25 | |||
19/05/1940 | Oblt. | W. Laon | 18.3 | ||||
25/05/1940 | Oblt. | Gravelines | 16.45 | ||||
03/06/1940 | Oblt. | Curtiss | W. Epernay | 15.2 | |||
06/06/1940 | Oblt. | Curtiss | NW Amiens | 21 | |||
11/08/1940 | Hptm. | 20km vor Dover: 6000m | 11 | ||||
26/08/1940 | Hptm. | Canterbury: 4500m | 13.25 | ||||
14/09/1940 | Hptm. | SE London | 17 | ||||
18/09/1940 | Hptm. | Ashford | 11.35 | ||||
27/09/1940 | Hptm. | S. London | 13 | ||||
27/09/1940 | Hptm. | Hastings | 16.2 | ||||
05/10/1940 | Hptm. | Rochester | 12.25 | ||||
08/10/1940 | Hptm. | N. Folkestone | 11.45 | ||||
12/10/1940 | Hptm. | Tonbridge | 11.05 | ||||
20/10/1940 | Hptm. | Ashford | 11 | ||||
23/06/1941 | Hptm. | N. Schlossberg | 10.1 | ||||
30/06/1941 | Hptm. | NW Dünaburg | 15.15 | ||||
30/06/1941 | Hptm. | NE Dünaburg | 17.17 | ||||
06/07/1941 | Hptm. | SE Ostrow | 18.3 | ||||
22/07/1941 | Hptm. | I-18 | Gorolewo | 18.1 | |||
25/07/1941 | Hptm. | Ssabsk | 7.56 | ||||
25/07/1941 | Hptm. | I-18 | S. Ropcha | 19.3 | |||
30/07/1941 | Hptm. | I-18 | Wladimirskoje | 11.2 | |||
27/02/1942 | Hptm. | I-18 | Schdaminchug: 3000m | 8.2 | |||
13/03/1942 | Hptm. | I-18 | W. Brobowicz: 3200m | 16.47 | |||
14/03/1942 | Hptm. | N. Cholm: 5m | 11.2 | ||||
16/03/1942 | Hptm. | S. Ljuban: 2000m (Lyuban) | 11.42 | ||||
31/03/1942 | Hptm. | I-18 | N. Parfino: 800m | 14.58 | |||
17/07/1942 | Hptm. | Pola: 1700m | 19.02 | ||||
19/07/1942 | Hptm. | Beglowo: 4000m | 17.4 | ||||
22/08/1942 | Hptm. | 55 882: 5m | 11 | ||||
22/08/1942 | Hptm. | 54 291: 10m | 15 | ||||
22/08/1942 | Hptm. | 54 282: 100m | 17.58 | ||||
23/08/1942 | Hptm. | 64 183: 10m | 6.55 | ||||
23/08/1942 | Hptm. | 55 881: 5m | 11.05 | ||||
01/09/1942 | Hptm. | 10 164: 3500m | 9.04 | ||||
02/09/1942 | Hptm. | 10 221: 3000m | 6.55 | ||||
02/09/1942 | Hptm. | 10 182: 800m | 10.16 | ||||
12/09/1942 | Hptm. | 10 291: 2200m | 11.05 | ||||
13/12/1942 | Major | 94 63: 100m | 7.3 | ||||
10/03/1943 | Major | 85 143: 4000m | 10.25 | ||||
10/03/1943 | Major | 85 184: tiefflug | 15.05 | ||||
12/03/1943 | Major | Il-5 | 76 554: 600m | 8.35 | |||
13/03/1943 | Major | 86 351: 1800m | 13.1 | ||||
18/03/1943 | Major | 86 541: 500m | 15.47 | ||||
18/03/1943 | Major | 86 541: 500m | 15.45 | ||||
19/03/1943 | Major | 85 574: 800m | 9.25 | ||||
20/03/1943 | Major | 86 641: 2000m | 8 | ||||
20/03/1943 | Major | 86 641: 2000m | 13.55 | ||||
16/04/1943 | Major | 85 xxx | 8.35 | ||||
16/04/1943 | Major | 85 111: 400m | 11 | ||||
20/04/1943 | Major | Il-5 | 75 463: Bodennähe | 16.14 | |||
21/04/1943 | Major | 75 xxx | 11.1 | ||||
28/04/1943 | Major | LaGG | 85 152: 2700m | 9.05 | |||
08/05/1943 | Major | N. Krymskaya: 4000m | 16 | ||||
05/07/1943 | Obstlt. | LaGG | 61 156: 2500m | 7.32 | |||
05/07/1943 | Obstlt. | LaGG | 61 331: 3500m | 11.32 | |||
05/07/1943 | Obstlt. | 61 652: 800m | 18 | ||||
06/07/1943 | Obstlt. | 61 243: 100m | 16.2 | ||||
06/07/1943 | Obstlt. | 61 152: 1400m | 18 | ||||
06/07/1943 | Obstlt. | 63 132: 1200m | 18.05 | ||||
08/07/1943 | Obstlt. | 61 622: 300m | 8.1 | ||||
08/07/1943 | Obstlt. | 61 633: 50m | 8.13 | ||||
16/07/1943 | Obstlt. | LaGG | 61 251: 3000m | 6.45 | |||
16/07/1943 | Obstlt. | 61 254: 300m | 11.15 | ||||
16/07/1943 | Obstlt. | 61 223: 500m | 11.33 | ||||
16/07/1943 | Obstlt. | LaGG | 61 251: 4000m | 17.4 | |||
01/08/1943 | Obstlt. | 88 261: 500m | 18.45 | ||||
01/08/1943 | Obstlt. | 88 282: 200m | 11.1 | ||||
01/08/1943 | Obstlt. | 88 261: 700m | 18.47 | ||||
01/08/1943 | Obstlt. | 88 282: 200m | 11.12 | ||||
02/08/1943 | Obstlt. | LaGG | 98 142: 1200m | 17 | |||
02/08/1943 | Obstlt. | 98 112: 300m | 17.04 | ||||
08/08/1943 | Obstlt. | LaGG | 61 538: 3600m | 10 | |||
20/08/1943 | Obstlt. | 88 254: 700m | 17.4 | ||||
20/08/1943 | Obstlt. | 88 262: 800m | 17.46 | ||||
21/08/1943 | Obstlt. | LaGG | 88 292: 2500m | 8.05 | |||
21/08/1943 | Obstlt. | 88 238: 700m | 17.1 | ||||
21/08/1943 | Obstlt. | 88 228: 700m | 17.2 | ||||
20/09/1943 | Obstlt. | 58 131: 500m | 8.3 | ||||
24/09/1943 | Obstlt. | LaGG | 58 423: 2500m | 15.45 | |||
25/09/1943 | Obstlt. | 58 473: 3500m | 16.35 | ||||
26/09/1943 | Obstlt. | 58 571: tiefst. | 10.4 | ||||
27/09/1943 | Obstlt. | 59 753: 3000m | 16 | ||||
27/09/1943 | Obstlt. | 58 672: 4000m | 16.3 | ||||
05/10/1943 | Obstlt. | 58 813: 5500m | 15.2 | ||||
08/10/1943 | Obstlt. | LaGG | 66 662: 1500m | 8.4 | |||
08/10/1943 | Obstlt. | LaGG | 66 651: 2000m | 15.1 | |||
23/10/1943 | Obstlt. | 58 551: 50m | 9.15 | ||||
25/10/1943 | Obstlt. | LaGG | 57 154: 4800m | 14.25 | |||
25/10/1943 | Obstlt. | LaGG | 57 324: 5000m | 14.3 | |||
21/03/1944 | Obstltn. | 18 631: 2500m | 15.2 | ||||
03/05/1944 | Obstlt. | 68 833: 2500m | 15 | ||||
31/05/1944 | Obstlt. | 78 643: 5000m | 18.55 | ||||
02/06/1944 | Obstlt. | 78 171: 400m | 11.32 | ||||
08/06/1944 | Obstlt. | 78 531: 3000m | 15.52 | ||||
08/06/1944 | Obstlt. | 78 674: 3000m | 19.2 | ||||
30/10/1944 | Obstlt. | 17 624: 2000m | 10.05 | ||||
| Aircraft for : Dieter Hrabak | ||
| A list of all aircraft associated with Dieter Hrabak. A profile page including a list of all art prints for the aircraft is available by clicking the aircraft name. | ||
| Aircraft | Info | |
Fw190 
Manufacturer : Fokke-Wulf Production Began : 1940 Retired : 1945 | Fw190 The Focke-Wulf 190 development project began in 1937. Conceived as a hedge against total dependence on the Messerchmitt 109, the 190 was designed by Kurt Tank utilizing a radial engine. This was against generally accepted design criteria in Germany, and many historians believe that the decision to produce a radial engine fighter was largely due to the limited manufacturing capacity for in-line, water-cooled engines which were widely used on all other Luftwaffe aircraft. Despite these concerns, Tanks design was brilliant, and the 190 would become one of the top fighter aircraft of WWII. The first prototype flew in mid-1939. The aircraft had excellent flying characteristics, a wonderful rate of acceleration, and was heavily armed. By late 1940 the new fighter was ordered into production. Nicknamed the butcher bird, by Luftwaffe pilots, early 190s were quite successful in the bomber interceptor role, but at this stage of the war many Allied bombing raids lacked fighter escort. As the war dragged on, Allied bombers were increasingly accompanied by fighters, including the very effective P-51 Mustang. The Allies learned from experience that the 190s performance fell off sharply at altitudes above 20,000 feet. As a result, most Allied bombing missions were shifted to higher altitudes when fighter opposition was likely. Kurt Tank had recognized this shortcoming and began working on a high-altitude version of the 190 utilizing an in-line, water-cooled engine. Utilizing a Jumo 12-cylinder engine rated at 1770-HP, and capable of 2,240-HP for short bursts with its methanol injection system, the 190D, or Long Nose or Dora as it was called, had a top speed of 426-MPH at 22,000 feet. Armament was improved with two fuselage and two wing mounted 20mm cannon. To accommodate the changes in power plants the Dora had a longer, more streamlined fuselage, with 24 inches added to the nose, and an additional 19 inches added aft of the cockpit to compensate for the altered center of gravity. By mid 1944 the Dora began to reach fighter squadrons in quantity. Although the aircraft had all the right attributes to serve admirably in the high altitude interceptor role, it was not generally focused on such missions. Instead many 190Ds were assigned to protect airfields where Me-262 jet fighters were based. This was due to the latter aircrafts extreme vulnerability to Allied attack during takeoff and landing. The 190Ds also played a major role in Operation Bodenplatte, the New Years Day raid in 1945 which destroyed approximately 500 Allied aircraft on the ground. The High Command was impressed with the 190Ds record on this raid, and ordered most future production of the Doras to be equipped as fighter-bombers. In retrospect this was a strategic error, and this capable aircraft was not fully utilized in the role for which it was intended. | |
Me109 
Manufacturer : Messerschmitt Production Began : 1937 Retired : 1945 Number Built : 33984 | Me109 Willy Messerschmitt designed the BF109 during the early 1930s. The Bf109 was one of the first all metal monocoque construction fighters with a closed canopy and retractable undercarriage. The engine of the Me109 was a V12 aero engine which was liquid-cooled. The Bf109 first saw operational service during the Spanish Civil War and flew to the end of World War II, during which time it was the backbone of the Luftwaffe fighter squadrons. During the Battle of Britian the Bf109 was used in the role of an escort fighter, a role for which it was not designed for, and it was also used as a fighter bomber. During the last days of May 1940 Robert Stanford-Tuck, the RAF ace, got the chance to fly an Me109 which they had rebuilt after it had crash landed. Stanford-Tuck found out that the Me109 was a wonderful little plane, it was slightly faster than the Spitfire, but lacked the Spitfire manoeuvrability. By testing the Me109, Tuck could put himself inside the Me109 when fighting them, knowing its weak and strong points. With the introduction of the improved Bf109F in the spring of 1941, the type again proved to be an effective fighter during the invasion of Yugoslavia and during the Battle of Crete and the invasion of Russia and it was used during the Siege of the Mediteranean island of Malta. The Bf109 was the main fighter for the Luftwaffe until 1942 when the Fw190 entered service and shared this position, and was partially replaced in Western Europe, but the Me109 continued to serve on the Eastern Front and during the defence of the Reich against the allied bombers. It was also used to good effect in the Mediterranean and North Africa in support of The Africa Korps. The Me109 was also supplied to several German allies, including Finland, Hungary, Romania, Bulgaria, Croatia, and Slovakia. The Bf109 scored more kills than any other fighter of any country during the war and was built in greater numbers with a total of over 31,000 aircraft being built. The Bf109 was flown by the three top German aces of the war war. Erich Hartmann with 352 victories, Gerhard Barkhorn with 301 victories and Gunther Rall with 275 kills. Bf109 pilots were credited with the destruction of 100 or more enemy aircraft. Thirteen Luftwaffe Aces scored more than 200 kills. Altogether this group of pilots were credited with a total of nearly 15,000 kills, of which the Messerschmitt Bf109 was credited with over 10,000 of these victories. The Bf109 was the most produced warplane during World War II, with 30,573 examples built during the war, and the most produced fighter aircraft in history, with a total of 33,984 units produced up to April 1945. Bf109s remained in foreign service for many years after World War II. The Swiss used their Bf109Gs well into the 1950s. The Finnish Air Force did not retire their Bf109Gs until March 1954. Romania used its Bf109s until 1955. The Spanish Hispanos flew even longer. Some were still in service in the late 1960s. | |
| Squadrons for : Dieter Hrabak | ||
| A list of all squadrons known to have been served with by Dieter Hrabak. A profile page is available by clicking the squadron name. | ||
| Squadron | Info | |
JG52 Country : Germany Click the name above to see prints featuring aircraft of JG52 | JG52 The most successful Luftwaffe fighter-wing of World War II, with a claim total of more than 10,000 victories over enemy aircraft. It was home to the top three scoring Experten of the Luftwaffe, Erich Hartmann, Gerhard Barkhorn and Günther Rall. The unit flew the various marks of the Messerschmitt Bf 109 exclusively through the war. | |
JG54 Country : Germany Click the name above to see prints featuring aircraft of JG54 | JG54 I./JG 54 was initially formed as I./JG 70 near Nuremberg in July 1939, just two short months before hostilities broke out. As was to become tradition within Grunherzgeschwader, the Gruppe took the Nurember coat-of-arms (a veritcally divided shield with a black heraldic bird on the left, and red and white diagonal stripes on the right) to represent the region the unit came from. On September 15, 1939, I./JG 70 was redesignated I./JG 54 The initial unit designation for II./JG 54 was I./JG 138. This unit was raised in 1938 after the Austrian annexation. Naturally many Austrian nationals were recruited when I./JG 138 was formed. The Aspern coat of arms (black lion's head surmounting a white cross on a red field) was taken by the Gruppe for its identity. I./JG 138 was briefly designated I./JG 76 before finally becoming II./JG 54 on April 6, 1940. The III./JG 54 has its roots in Prussia. Initially I./JG 21, the members were drawn from the Jesau region in Prussia. The modified Jesau coat-of-arms (a shield with a Jesau cross with three diving aircraft on a red background, with a white outline on the shield) was adopted as the Gruppe's own. On July 15, 1939, I./JG 21 was redesignated III./JG 54. However, the bureaucratic nature of the young Luftwaffe was such that it was over a year before records would reflect the new designation. Consequently, III./JG 54 fought in Poland and France as I./JG 21. Kommodoren of JG 54 : Major Martin Mettig; 2 Feb 40 to 25 Aug 40. Oberst Hannes Trautloft; 25 Aug 40 to 5 Jul 43. Major Hubertus von Bonin; 6 Jul 43 to 15 Dec 43. Oberstleutnant Anton Mader; 28 Jan 44 to Sep 44. Oberst Dieter Hrabak; 1 Oct 44 to 8 May 45. | |
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