Since I've recently been pondering Bavarian history between WWI and WWII, I decided to google my German grandparents' upstairs tenant before I was born. My parents and I got to take over this apartment on the 2nd floor of my grandparents house after I was born and freed up the space for my grandparents, who no longer needed the rent. He was Wilhelm Wimmer, along with his wife and housekeeper. I don't know how well his family knew my family, but I assume living in the same house for several years means that they did have some exposure to each other. I'd been vaguely aware that he'd had a military career, but I didn't know any details.
Googling, what you get on Wimmer's career is
General der Flieger Wilhelm WIMMER (9 Apr 1889 - 15 May 1973)
Entered the Bavarian Army in 1909, and served as an air officer
during World War I. Demobilized in 1920, but was reactivated in the
Army in 1921, and transferred to the Luftwaffe in 1933.
[he appears to be 'Chef der Fliegertechnik im Heereswaffenamt' in
1932]
1 Sep 1933 - 30 Sep 1935: Section Chief, Air Ministry
1 Oct 1934: Promoted to Oberst)
1 Oct 1935 - 31 May 1936: Chief of Technical Office [T-Amt], Air Ministry
(1 Apr 1936: Promoted to Generalmajor)
1 Jun 1936 - 30 Jun 1938: Senior Air Commander III
(1 Apr 1938: Promoted to Generalleutnant)
1 Jul 1939 - 31 Jan 1939: C.O. 2. Air Division
1 Feb 1939 - 10 May 1940: C-in-C, Luftwaffenkommando East Prussia
(1 Oct 1939: Promoted to General der Flieger)
11 May 1940 - 19 Aug 1940: Acting C-in-C, Luftflotte 1
20 Aug 1940 - 6 Sep 1944: G.O.C. Luftgau Belgium & N. France
6 Sep 1944 - Nov 1944: Reserve status
Nov 1944 - 8 May 1945: Attached to staff of C-in-C of Parachute Troops
Wimmer's claim to fame, as far as it goes, is the 1933-36 period, in which he was part of the Luftwaffe's aircraft development effort, laying down the aircraft that would form the backbone of the Luftwaffe's WWII effort, successful in the first few years, much less successful as aircraft development after 1936 did not lead to aircraft that could maintain Germany's competitive edge. Some of these aircraft are quite well know, in particular the Heinkel He 111, the Junkers Ju 87 or Stuka and the Messerschmitt Bf 109. Wimmer rose to head of aircraft development, T-Amt, in the fall of 1935 -- though there are indications he was Abteilungsleiter for aircraft development before then, since ranks and agency titles for major functions can be quite lowly in the early 1930s -- and was removed by Goering, who found Wimmer 'mulish and pedantic', in the summer of 1936, in favor of Ernst Udet.
Wimmer's career after this is less distinguished. He did participate in the invasion of Poland as commander of the Luftwaffenkommando Ostpreussen and was promoted to commanding general of the
Luftflotte 1, the command in charge of Germany's air defense, until he was removed in the initial phases of the Battle of Britain. The rest of the war he spent in the administrative position of Befehlshaber Luftgau-Kommando Belgien-Nordfrankreich working on logistics and raising French, Belgian and Dutch troops for the Luftwaffe to fight in the East. He was removed from this command in September 1944 due to the disorderly retreat of the Luftwaffe and picked out by Hitler as one of three Luftwaffe generals to be executed for failure to perform their duties, but the military justice system managed to gum up the process sufficiently (as well as identify another Luftwaffe general for execution for looting) to forestall this outcome, despite a series of missives from Goering to stop stalling. (see Command and Leadership in the German Air Force by Richard Suchenwirth)
David Irving reports on a fight between the Luftwaffe's Generalfeldmarschal Erhard Milch and Udet, Wimmer's replacement in aircraft development and procurement, in front of Goering:
Aber Milch ärgerte
Sich immer mehr darüber, daß Göring ihn zu Udets Vorträgen nicht hinzuzog,
obwohl die Dienstanweisung seine Anwesenheit vorschrieb. Er behielt seinen Ärger
für sich, denn er wußte, wie empfindlich Udet auf Kritik reagierte. Milch explodierte
erst an einem frühen Märztag im Jahre 1940, als sie mit Göring von einer
Besichtigung der Einsatzgruppen im Westen zurückkehrten. Im Speisewagen seines
Sonderzuges begann Göring unvorsichtigerweise, den Generalluftzeugmeister
wegen aller Dinge, die sie gesehen hatten, zu loben. Milch verlor die Selbstbeherrschung
und wies darauf hin, daß Udet hier kein Verdienst zukomme: »Das
ist nicht dein Tisch – das ist der Tisch von Wimmer, das hat der gemacht!« Und zu
Göring gewandt: »Es ist doch ausgeschlossen, daß sich einer hier von uns mit
fremden Federn schmückt!« Die He 111 war zuerst von der Lufthansa besteht
worden, und die anderen Flugzeuge und Motoren waren lange vor Udets
Ernennung in Auftrag gegeben worden.
BTW, Milch -- previously Staatssekretär im RLM and the boss of both Wimmer and Udet and also the founding director of Lufthansa in the 1920s -- turns out to have had a Jewish father and a mother of Jewish decent. This became an issue in 1935 and lead to Goerings' famous but possibly apocryphal "Wer Jude ist, bestimme ich."
Ernst Udet was Germany's WWI flying ace most famous after Richthofen. His accession to T-Amt after Wimmer's removal didn't go well for him:
Udet became a major proponent of the dive bomber, taking credit for having introduced it to the Luftwaffe, which was already interested in such designs. By 1936 he had, due to his political connections, been placed in command of the T-Amt, the Reich Air Ministry's development wing. However, he had no real interest in this job, especially the bureaucracy of it, and the pressure led to his addiction to alcohol (brandy and cognac).
When World War II began, his internal conflicts grew more intense. Aircraft production requirements were much more than the German industry could supply, given limited access to raw materials such as aluminium. Göring responded to this problem by simply lying about it, which further upset Udet. After the Luftwaffe's defeat in the Battle of Britain, Göring tried to deflect Hitler's ire by blaming it on Udet. Hitler's attack on the Soviet Union drove Udet further into despair. On November 17, 1941, Udet committed suicide, shooting himself in the head while on the phone to his girlfriend.
In any case, that's what I know now. I assume I've been in the same room with Wimmer, but that's just a guess. [Update: my mother tells me I never encountered Wimmer.]
Wiki writes about the He-111:
The Heinkel He 111 was a German aircraft designed by Siegfried and Walter Günter in the early 1930s in violation of the Treaty of Versailles. Often described as a "Wolf in sheep's clothing", it masqueraded as a transport aircraft, but its purpose was to provide the Luftwaffe with a fast medium bomber. It is perhaps the most famous symbol of the German bomber force (Kampfwaffe) due its distinctive "Greenhouse" nose. The Heinkel became the most numerous and primary Luftwaffe bomber during the early stages of the Second World War. It fared well in all the early campaigns suffering modest losses until the Battle of Britain, when its weak defensive armament left it exposed. Nevertheless, as a combat aircraft it proved capable of sustaining heavy damage and remaining airborne. As the war progressed the He 111 took on the mantle of "workhorse", and was used in a variety of roles on every front in the European Theatre throughout the war. It was used in every conceivable role; as a strategic bomber during the Battle of Britain, a torpedo bomber during the Battle of the Atlantic, a medium bomber and a transport aircraft on the Western Front, Eastern Front and Mediterranean and North African Fronts. Despite being constantly upgraded it became obsolete during the latter part of the war. But the failure of the Luftwaffe to design and produce a worthy successor meant the He 111 continued to be produced until 1944, when piston-engined bomber production was largely halted, in favour of fighter aircraft.
The first He 111 flew on 24 February 1935. About 7,300 produced.
Wiki writes about the Ju 87:
The Junkers Ju 87 or Stuka (from Sturzkampfflugzeug, "dive bomber") was a two-seat (pilot and rear gunner) German ground-attack aircraft of World War II. Designed by Hermann Pohlmann, the Stuka first flew in 1935 and made its combat début in 1936 as part of the Luftwaffe's Condor Legion during the Spanish Civil War.
The aircraft was easily recognizable by its inverted gull wings, fixed spatted undercarriage and its infamous Jericho-Trompete ("Jericho Trumpet") wailing siren, becoming the propaganda symbol of German air power and the Blitzkrieg victories of 1939-1942. The Stuka's design included several innovative features, including automatic pull-up dive brakes under both wings to ensure that the plane recovered from its attack dive even if the pilot blacked out from the high acceleration. Although sturdy, accurate, and very effective, the Ju 87 was vulnerable to modern fighter aircraft, like many other dive-bombers of the war. Its flaws became apparent during the Battle of Britain—poor manoeuvrability, lack of speed and defensive armament meant that the Stuka required a heavy fighter escort to operate effectively.
The Stuka operated with further success after the Battle of Britain, and its potency as a precision ground attack aircraft became valuable to the German war effort in the Balkans Campaign, the African and Mediterranean Theatres and the early stages of the Eastern Front campaigns where Allied fighter resistance was disorganised and in short supply. However, once the Luftwaffe had lost air superiority on all fronts the Ju 87 once again became easy targets for enemy fighter aircraft. In spite of this, and lacking a successor, the type continued to be produced until 1944. By the end of the conflict the Stuka was largely replaced by ground attack versions of the Focke-Wulf Fw 190, but some units, like Sturzkampfgeschwader 2 "Immelmann" operated the Ju 87 to the last day of the war. An estimated 6,500 Ju 87s of all versions were built between 1936 and August 1944.
And finally, the Messerschmitt Bf 109:
The Messerschmitt Bf 109 was a German World War II fighter aircraft designed by Willy Messerschmitt in the early 1930s. It was one of the first true modern fighters of the era, including such features as an all-metal monocoque construction, a closed canopy, and retractable landing gear. The Bf 109 was produced in greater quantities than any other fighter aircraft in history, with a total of 33,984 units produced up to April 1945. Fighter production totalled 47% of all German aircraft production, and the Bf 109 accounted for 57% of all German fighter types produced. A total of 2,193 Bf 109 A-E were built prewar, from 1936 to August 1939. Approximately 1,000 Bf 109 derivatives were manufactured postwar under licence as Czechoslovakian-built Avia S-99 & S-199s and Spanish-built Hispano Aviación HA-1109 and HA-1112 Buchons.
The Bf 109 was the backbone of the Luftwaffe fighter force in World War II, although it began to be partially replaced by the Focke-Wulf Fw 190 from 1941. The Bf 109 was the most successful fighter of World War II, shooting down more aircraft than any of its contemporaries. Originally conceived as an interceptor, it was later developed to fulfill multiple tasks, serving as bomber escort, fighter bomber, day-, night- all-weather fighter, bomber destroyer, ground-attack aircraft, and as reconnaissance aircraft. Although the Bf 109 had weaknesses, including short range and challenging take off and landing characteristics, it stayed competitive with Allied fighter aircraft until the end of the war.
The plane's procurement history is described as:
During 1933 the Technisches Amt (T-Amt), the technical
department of the RLM, concluded a series of research projects into the
future of air combat. The result of the studies was four broad outlines
for future aircraft:
- Rüstungsflugzeug I for a multi-place medium bomber
- Rüstungsflugzeug II for a tactical bomber
- Rüstungsflugzeug III for a two-seat heavy fighter
- Rüstungsflugzeug IV for a single-seat fighter
Rüstungsflugzeug IV was intended to be an interceptor, replacing the Arado Ar 64 and Heinkel He 60
biplanes then in service. While it was intended the R-IV aircraft would
best all others then flying, the requirements were nevertheless not
terribly hard to meet.