World War 2

Junkers Ju.87 Stuka / Breda 201 Picchiatelli

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The reputation of the Junkers Ju 87 Stuka (Sturzkampfflugzeug, or dive-bomber) was made during the Polish campaign in close-support operations across Europe. The Luftwaffe believed it to be virtually invincible, but this was true only after air superiority had been gained, as demonstrated during the Battle of Britain when the Stukas were mauled so severely by the RAF that they were later withdrawn from operations over western Europe.

Designed by Hans Pohlmann, the fuselage has a metal structure with top hat section stringers and stressed skin covered. The gull wings were two metal spars with a flush riveted stressed skin and fitted with double wing ailerons and flaps.

Junkers Ju.87 Stuka Article

Three prototypes were started in 1934, the first with twin vertical tail surfaces and powered by a Rolls-Royce Kestrel V engine rated at 640 hp at 14,000 ft / 4267 m. This Ju 87 V1 was flown at Dessau in the late spring of 1935. During dive tests in 1935 the tail unit of this aircraft collapsed and the aircraft was destroyed. The second prototype, Ju 87 V2, introduced a single fin and rudder and was powered by a 455kW Junkers Jumo 210A, with which the flight test programme was resumed in the late autumn on 1935.

The Ju 87 V2 was powered by the intended Junkers Jumo 210Aa engine, rated at 610 hp at 8530 ft / 2600 m. This aircraft was fitted with dive brakes prior to its delivery to the Rechlin test centre of official ecaluation in March 1936. Attached beneath the wings just aft of the leading edges and outboard of the main undercarriage, these took the form of slats turning through 90 degrees. Prior to commencing the dive, the pilot had to throttle back the engine in order to close the cooling gills, switch over to the sea-level supercharger and turn the propeller to coarse pitch, a series of lines of inclination marked on the starboard front side screen of the cockpit enabling the pilot to estimate the dive angle by aligning the lines with the horizon.

The official evaluation of this aircraft and a further improved third prototype led to a pre-production batch of 10 Ju 87A-0 aircraft with the 477kW Jumo 210Ca engine. The initial Ju 87A-1 production version began to replace Hs 123 biplanes in the spring of 1937.

Ju 87A-1 of Stukageschwader 163 Immelmann in late 1937

The V3 and V4 protypes offered various refinements, the latter introducing a single 7.9mm MG 17 machine gun in the starboard wing and a crutch on swing links which, attached immediately aft of the radiator bath, lowered and swung the bomb, either 551 lb / 250 kg or 1102 lb / 500 kg, forward on release to ensure clearance of the propeller arc.

The first pre-series Ju 87A-0 dive bombers came off the Dessau assembly line before the end of 1936, 10 of these being followed by the series Ju 87A-1 early in 1937.

Late in 1937 three Ju 87A-1 dive-bombers of Stukageschwader 162 Immelmann were despatched to Spain for service under the Legion Condor. These aircraft were powered by the 477-kW (640-hp) Jumo 210Ca and were replaced in October 1938 by five examples of the Ju 87B-1, the first definitive variant of this dive-bomber series with a considerably more powerful engine, improved offensive armament, and revised structural and aerodynamic features including a recontoured fuselage, larger vertical surfaces, cantilever main landing gear units without the struts that braced the Ju 87A’s main units to the fuselage. These aircraft operated with Kampfgruppe 88 into early 1939, validating many of the dive-bomber’s tactical principles.

Before the Pacific War began Japan had imported an example of the Ju.87A for study by the Army. It was placed on display at Tokorozawa Air Base in late 1940. It was thought the Ju.87 would be used in quantity and the allied code name ‘Irene’ was assigned.

The Ju 87A-1 gave way to the A-2 with a Jumo 210Da engine of 680 hp for take-off in 1937, but by then a major re-design accommodated the Jumo 211A engine of 1000 hp for take-off.

Ju-87B-2

The more powerful engine was installed in the pre-series Ju 87B-0, the Jumo 211A giving way in the series model, the Ju 87B-1, to the Jumo 211Da with direct fuel injection and an emergency take-off rating of 1200 hp. The substantial boost in power enabled the Ju 87B-1 to lift a 1102 lb / 500 kg bomb with both crew members in situ whereas the Ju 87A had only been able to carry this weapon when flown as a single-seater. An alternative warload consisted of a 551 lb / 250 kg bomb on the fuselage crutch and four 110 lb / 50 kg bombs on underwing racks. Forward firing armament was increased to two 7.9mm MG 17s with 500rpg, and a single 7.9 mm MG 15 was attached to a flexible mounting in the rear cockpit with 900 rounds.

Five of the first Ju 87B-1s were despatched to Spain in October 1938 with the same success as the Ju87A before them. With the transfer of the assembly line from Dessau to the Weser Flugzeugbau at Berlin-Tempelhof, production increased dramatically, exceeding 60 aircraft monthly by mid-1939, in which year 557 were to be delivered.

Brunete front, Spain

At the beginning of World War II the Luftwaffe had 336 Ju 87B aircraft on strength, and others were supplied to Italy (which named them Picchiatello), Bulgaria, Hungary and Romania. Nine Ju 98B-1 equipped Stukagruppen were included in the Luftwaffe order of battle on 1 September 1939, these possessing 336 aircraft of which 288 were serviceable. Only 31 Ju 87Bs were lost during Polish operations.

The Ju 87B-2 had succeeded the B-1 on the Weser assembly line late in 1939, this incorporating several refinements, such as a broad-bladed propeller, hydraulically-operated radiator cooling gills and ejector exhausts.

Ju 87B-1 of II Gruppe of Stukageschwader 77

Manufactured in parallel was a longer-range Ju 87R, R for Reichweite or range, which, for extended-range missions such as anti-shipping, made provision for substantial addition fuel and oil.

The Polish campaign influenced boosted production and a total of 769 were built during 1940.

Breda also built a number of Junkers Ju 87Bs under license as the Breda 201 Picchiatelli before suspension of production soon after the Italian surrender.

Ju-87D

Ju 87s were deployed extensively on the Eastern Front, initially with great success, but by 1943 they were suffering such severe losses by daylight that they were switched to a night assault role.

Ju-87G with the BK-37s

Later in the war a specialist anti-armour version was produced which brought havoc to the tank armies on the Russian Front.

Ju.87B

When production ended in September 1944 more than 5,700 had been built, the majority after 1940 when their vulnerability without adequate fighter cover had been highlighted in the Battle of Britain. A redesigned and improved Ju 187 was projected in 1943, but following consideration of the design no examples were built.

Production:
1939 – 134 B series
1940 – 603
1941 – 500 delivered
1942 – 960 delivered
1943 – 1672
1944 – 1012

Scale replicas:
Nessunov Ju-87B-2
Percival Proctor (modified)

Gallery

Ju.87 V-1
cn 4921 – The first prototype flew for the first time on 17 Sept 1935 and was later possibly registered D-UBYR
Powered by a 640 hp Rolls Royce Kestrel and fitted with a fixed pitch two blade wooden propeller. Also with the vertical end plate tailplane surface. The aircraft was later destroyed in a crash due to tail flutter.
Length: 33 ft 1.25 in

Ju.87 V-2
cn 4922 – D-UHUH Powered by 610 hp Junkers Jumo 210A with a Hamilton Standard three blade variable pitch metal propeller. This time with the single vertical tail surfaces.
Length: 34 ft 10.75 in

Ju.87 V-3
cn 4923 – D-UKYQ – similar to the V-2
Fitted with special dive brakes under the wings
Length: 35 ft 3 in

Ju.87 V-4
cn 4924 – D-UBIP – with a larger vertical tail and flew for the first time on 20 Jun 1936
Armed with a 7.92mm MG 17 in the starboard wing
The prototype for the A-0 production series

Ju.87 V-5
cn 4925 – B-0 series prototype, first flew 14 Aug 1936

Ju.87 V-6
cn 0870027 – Powered by 1000 hp Junkers Jumo 211A
Also a B-0 series prototype, first flew 14 Jun 1937

Ju.87 V-7
cn 0870028 – Prototype for the B series which first flew on 23 Aug 1937
Powered by 1000 hp Junkers Jumo 211A

Ju.87 V-8
cn 4926 – First flew 11 Nov 1937

Ju.87 V-9
cn 4927 – D-IELZ – First flew 16 Feb 1938, later as WL-IELZ on 16 Oct 1939

Ju.87 V-10
cn 4928 – D-IHFH – First flew 17 Mar 1938
As a fixed wing test aircraft for the C series – TK+HD, as C-1

Ju.87 V-11
cn 4929 – TV+OV – First flew 12 May 1938
Folding wing test type for the C series, as C-0

Ju.87 V-15
cn 0870321 – D-IGDK
crashed during 1942

Ju.87 V-16
cn 0870279 – GT+AX

Ju.87 V-19
cn 4930 – VN+EN
used as a torpedo test aircraft for the E series types during 1941

Ju.87 V-21
cn 0870536 – D-INRF
D series prototype, first flew during February 1941

Ju.87 V-22
cn 0870540 – SF+TY
D series prototype, first flew on 1 March 1941

Ju.87 V-23
cn 0870542 – PB+UB
D series prototype, first flew during April 1941

Ju.87 V-24
cn 0870544 – BK+EE
D series prototype, first flew duringMay 1941

Ju.87 V-25
cn 0870538 – BK+EF
D series tropical variant prototype

Ju.87 V-30
cn 2296
D-5 prototype, first flew 20 June 1943

Ju.87A
210 built

Ju.87A-0
10 pre-production types, first flown November 1936
Engine: Junkers Jumo 210C, 600 hp
Prop: 10 ft 10 in two position adjustable

Ju 87A-1
Engine: Junkers Jumo 210Ca, 477-kW (640-hp).

Ju.87A-1
Production type
Entered service with Sturkampfgeschwader Immelmann August 1937
Engine: Junkers Jumo 210Da, 635 hp
Max speed SL with bombload: 174 mph
Max speed 12,000ft: 199 mph
Max speed 13,120ft with bombload: 180 mph
Service ceiling: 22,960 ft
Range: 620 miles
Wingspan: 45 ft 3.25 in
Length: 35 ft 5 1/6 in
Height: 12 ft 9.5 in
Wing area: 343.38 sq.ft
Empty weight: 5104 lb
Loaded weight: 7496 lb
Armament: 1 x fixed 7.92mm MG 17, 1 x flexible 7.92mm MG 15,
Later armament: 2 x fixed 7.92mm MG 17, 1 x flexible 7.92mm win barrel MG 81z
Bombload: 1 x 550 lb bomb or 1100 lb (with one man crew)
Later bombload: 3968 lb, or 2 x pods of six MG 17 or 2 x 2cm MGFF cannon each, or 2 x packs of 92 – 4.4 lb anti-personnel bombs.
Sirens were also fitted to undercarriage fairings

Ju.87A-2
Engine: Junkers Jumo 210Da, 680 hp

Ju.87B
Larger vertical tail
200 delivered to Italy – known as Picchiatello
Evaluated by the Japanese
Supplied to Bulgaria, Hungary, and Romania
Last B type produce during October 1940
Engine: Junkers Jumo 211A-1, 899 hp
Prop: controlable pitch 11 ft 5.75 in 3-blade
Length: 35.6 ft. (10.85 m.).
Wing span: 45.3 ft. (13.8 m.).
Weight empty: 6,085 lb. (2,760 kg.).
Armament: Two mg in wings, one in rear cockpit.
Bomb load: 1100 lb (500 kg.)
Max speed: 232 m.p.h. (373 km.p.h.).
Range: 370 miles (600 km.).
Crew: pilot & 1 gunner.
One aircraft trialled with 1475 hp Daimler-Benz DB 605 engine

Ju.87B-0
Ten pre-production aircraft built 1938
Engine: Junkers Jumo 211A, 900 hp

Ju.87B-1
1938 – fitted with larger canopy, re-designed cockpit and undercarriage wheel spats
Powerplant: 1 x Junkers Jumo 211Da, 895kW (1,200 hp).
Span: 13.8m (45ft 3.3 in).
Length: 11.1m (36ft 5in).
Max TO weight: 4340 kg (9,560 lb).
Max speed: 238 mph at 13,410 ft.
Max speed SL with bombload: 211 mph
Max speed 16,405ft: 217 mph
Cruise speed: 175 mph
Landing speed: 68 mph
Climb rate to 13,500 ft: 12 min
Service ceiling: 26,250 ft
Height: 12 ft 9.5 in
Wing area: 343.38 sq.ft
Empty weight: 6052 lb
Operational range: 490 miles.
Armament: 2 x 7.92mm Rheinmetall MG 17 mg in wings, 1 x 7.92mm MG 15 mg in rear cockpit
Bombload: 4 x 110 lb underwing racks & 1 x 551 lb or 1 x 1102 lb under fuselage

Ju.87B-1 / U-1
Standard variant

Ju.87B-1 / U-2
Alternative radio equipment

Ju.87B-1 / U-3
Additional armour

Ju.87B-1 / U-4
Similar to U-3 but ski undercarriage

Ju.87B-1 / Trop
Tropicalised variant

Ju.87B-2
Fitted with automatic dive control
Modified undercarriage legs and hydraulically operated radiator cooling flaps
Later internal electrical equipment modified
Engine: Junkers Jumo 211Da, 1100 hp (1200 hp with fuel injection)
Prop: Junkers VS 5, 11 ft 1.75 in dia., 3-blade
Wing span: 45 ft 3.5 in (13.8 m).
Length: 36 ft 1 in (11.0 m).
Height: 12 ft 9.5 in (3.9 m).
Loaded weight: 9321 lb / 11,023 lb max
Max level speed: 237 mph (380 kph).
Service ceiling: 26247 ft / 8000 m
Armament: 2 x 7.92mm Rheinmetall MG 17 mg in wings, 1 x 7.92mm MG 15 mg in rear cockpit
Bombload: 2200 lb (2200 lb as a single seater)
Crew: 2

Ju.87C
87B’s converted for carrier ‘Graf Zeppelin’.
Strengthened, fitted with folding wings, arrester gear, jettisonable undercarriage, inflatable flotation bags under each wing and some carried a two seat rubber dingy.

Ju.87C-0
One only, fitted with 88mm recoilless gun
Damaged while testing

Ju-87C-1
Armed with two wing mounted MG 17 machine guns and an aft firung MG 15 machine gun.
Project abandoned and those being built converted to B-2s

Ju.87D
Ground attack and dive bomber, two crew
Introduced during late 1940
Engine coolant radiator now under wing.
Oil coolant radiator replaces engine coolant radiator
Redesigned engine cowling, cockpit canopy, undercarriage fairings and improved armour protection.
Sirens fitted to undercarriage
Engine: Junkers Jumo 211J-1, 1350 hp
Propeller: VDM 3-blade controllable pitch
Wingspan: 45 ft 3.5 in
Length: 37 ft 8.75 in
Take-off weght: 12,600 lb
Max speed: 255 mph
Armament: 2 x 7.92mm MG 81 mg
Bombload: 1 x 1100 lb under fuselage or 1 x 550 lb under fuselage & 4 x 110 lb under wings
Some fitted with twin 37mm (flak) cannon, revised canopy, simplified landing gear and larger vertical tail.
Some 6000 built.

Ju-87D-1
Engine: 1 x Junkers Jumo 211J-1, 1410 hp / 1051kW
Wingspan: 13.80 m / 45 ft 3 in
Length: 11.50 m / 37 ft 9 in
Height: 3.90 m / 12 ft 10 in
Wing area: 31.90 sq.m / 343.37 sq ft
Max take-off weight: 6600 kg / 14550 lb
Empty weight: 3900 kg / 8598 lb
Cruise speed: 195 mph
Endurance max load: 2 hr
Max endurance: 4 hr
Range 1100 lb load: 370 miles
Loaded weight: 12,600 lb normal / 14,550 lb max
Max. speed: 410 km/h / 255 mph at 12,600 ft / 3480 m
Service ceiling: 7300 m / 23,950 ft
Climb to 16,405 ft / 5000m: 19 min 49 sec
Range w/max.fuel: 1535 km / 954 miles
Armament: 4 x 7.92mm MG 81 mg
Bombload: 3968 lb / 1800 kg under fuselage
Crew: 2

Ju.87D-1 / Trop
Tropicalized with filters and desert survival equipment

Ju.87D-2
Strengthened, sirens removed and fitted with glider towing equipment

Ju.87D-3
Different armament and added armour protection
Trialled with over-wing passenger pods (pods to be released and descend by parachute – never tested)

Ju.87D-4
Able to carry a torpedo
Armament: 6 x MG 81 in under-wing WB81 weapon containers.

Ju.97D-5
Longer span, no dive brakes, jettisonable landing gear
Max speed: 250 mph
Service ceiling: 23,900 ft
Wingspan: 49 ft 2.5 in
Length:
Height:
Wing area:
Empty weight:
Loaded weight: 14,550 lb

Ju.87D-6
Simplified version similar to D-5 – not produced

Ju.87D-7
Night ground attack type
Engine: Junkers Jumo 211P, 1500 hp
Max speed 15,745ft: 248 mph
Cruise speed: 187 mph
Wingspan: 49 ft 2.5 in
Length: 37 ft 8.75 in
Height: 12 ft 9.5 in
Wing area: 362.6 sq.ft
Empty weight: 8690 lb
Loaded weight: 13,010 lb
Armament: 2 x 20mm MG 151 cannon in wings

Ju.87D-8
Daytime version of D-7

Ju.87E
Proposed two seat, catapult launched dive bomber. Able to carry bombs or torpedo. Not built.

Ju 87F
Experimental version with larger tyres, uprated engine
Modified airframe, greater wingspan
Engine: Junkers Jumo 213, 1750 hp

Ju 87G
Anti-tank variant of D-3, with dive brakes deleted during late 1942
Armament: 2 x 37mm BK (Flak 18) under wing cannon & 1 x 7.92mm MG 81 mg aft cockpit

Ju 87G-1
Anti-tank, glider tug, & transport duties
Entered service 1942
Engine: Junkers Jumo 221J-1, 1400 hp
Max speed: 195 mph
Cruise speed: 120 mph
Wingspan: 49 ft 2.5 in
Length: 37 ft 8.75 in
Height: 12 ft 9.5 in
Wing area: 362.6 sq.ft
Empty weight: 10,584 lb
Loaded weight: 14,550 lb

Ju 87G-2
Improved version

Ju 87H
Ju 87D converted as two seat dual trainers
Many had armament removed and bulged side blister pods in rear canopy

Ju 87R
Ju 87Bs converted to long range anti-ship
Entered service 1940
Engine: Junkers Jumo 211D

Ju 87R-1
Larger fuel tanks, 2 x 33 Gal drop tanks – outer wing position
Bombload: 1 x 551 lb
One trialled as cargo transport with container on main bomb crutch
Range: 875 miles

Ju 87R-2
Increased range

Ju 87R-3
Experimental glider tug with minor equipment changes

Ju 87R-4
Last R type, produced during October 1941
Engine: Junkers Jumo 211J

Junkers Ju.86

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The Junkers Ju 86, developed as a 10-passenger airliner and four-seat bomber, was designed around the Junkers Jumo 205 diesel engine. The first of five prototypes was flown during 1934, its performance proving disappointing but, nevertheless, the type entered production as both airliner and bomber in late 1935. Initial deliveries of Ju 86A-1 pre-production bombers were made in February 1936 and the first Ju 86B pre-production transport for Swissair was delivered in April 1936.

Junkers Ju.86 Article

Five Ju 86D-1 bombers with improved Jumo 205C engines served with the Legion Condor during the Spanish Civil War, but the powerplant did not stand up well to combat conditions and the aircraft proved markedly inferior to the Heinkel He 111. Military export orders included the Ju 86K-1 for South Africa and Sweden, where Saab subsequently licence-built the type as the SAAB B3; the Ju 86K-2 for Hungary, which built 66; and the Ju 86K-6 for Chile and Portugal. The Ju-86 was also powered by 800 HP. Pratt & Whitney radial engines. They were used by S.A.A.

Ju-86K-5

Luftwaffe dissatisfaction with the capability of the Ju 86D led to the far more reliable Ju 86E-1 with B.M.W. 132F radial engines and the Ju 86E-2 with B.M.W. 132Ns; improvements introduced during production brought re-designation of the last 40 Ju 86Es on the production line as Ju 86G-1 aircraft, with round glazed noses; production ended in 1938. However, in 1939 two Ju 86D airframes were used for conversion as the Jumo 207A-engined prototypes of a high-altitude version with a two-seat pressurised cabin. Successful trials led to two initial production versions, the Ju 86P-1 bomber and Ju 86P-2 reconnaissance aircraft. The latter had a ceiling of about 12800m, and in an effort to gain more altitude a high aspect ratio wing spanning 32.00m was introduced to produce the Ju 86R-1 reconnaissance aircraft and Ju 86R-2 bomber. Only a few reached service, but one demonstrated a ceiling of 14400m.

The Ju 86P high altitude reconnaissance variant modified from the Ju 86D by fitting a pressurised cabin for a crew of two. The cabin was a dry-air sandwich type, one wall construction of dural and one of Plexiglas. This could maintain internal pressure at 3000m. Crew entry was gained by a circular hatch which was controlled internally by a handle operating two geared arms in the belly framework of the cockpit. This variant was powered by two 950 hp Jumo 207 A-1 engines and fitted with new outer wing panels which enabled the type to attain altitudes in the region of 11,000m / 36,000 ft

Spitfires succeeded in shooting down at least two Ju 86 at extreme altitudes. In one example, a significantly lightened Spitfire Mk V shot down a Ju 86P at 41,994 feet (12,800 metres) near Cairo.

The Ju 86 R-1 was an improved version of the Ju 86 P with a wingspan of over 30m / 100ft which was powered by two 1000 hp Jumo 207 Diesel engines driving four blade propellers which gave it a service ceiling of around 14,500m / 47,500ft.

During the spring of 1942, conversion of a small number of Ju 86 Ps to R standard was begun at Junkers’ Dessau factory. The sub-type had new outer wing panels and Jumo 207 B-3 diesel engines with GM 1 power-boosting. Like many other Junkers designs of the period, the aircraft retained the distinctive trailling-ege slats in place of conventional elevators.

Development of the Ju 86R-3 with supercharged Jumo 208 engines and of the proposed Ju 186 four-engined high-altitude bomber based on the Ju 86 were abandoned. A six-engined Ju 286 high-altitude bomber did not progress beyond the initial planning stage.

Ju.86P-1

The South African Air Force sent 17 Junkers Ju 86 bombers and 10 Junkers Ju 52 and 53m transport aircraft to intervene in the fighting in Italian East Africa in 1940. The SAAF won its first victory when it bombed the Italian air base of Yavello (southern Ethiopia) on 19 June 1940. Three Ju 86s, operated by 11 and 12 Squadrons, and two Hawker Hurricanes under Capt. Truter, successfully shot down a Fiat CR.42.

SAAF Ju 86 Z-7

Gallery

Variants:

A
Fuel capacity: 330 gallon

D
Fuel capacity: 360 gallon
Empty weight: 11,354 lb
Disposable load: 6416 lb

Ju-86D-1
Engines: 2 x Junkers Jumo 205C-4, 447kW
Max take-off weight: 8200 kg / 18078 lb
Loaded weight norm: 17,760 lb
Empty weight: 5150 kg / 11354 lb
Wingspan: 22.50 m / 73 ft 10 in
Length: 17.87 m / 57 ft 8 in
Height: 5.06 m / 16 ft 7 in
Wing area: 82.00 sq.m / 882.64 sq ft
Max. speed: 325 km/h / 202 mph
Cruise speed: 170 mph
Ceiling: 5900 m / 19350 ft
Range w/max.fuel: 1500 km / 932 miles
Armament: 3 x 7.92mm machine-guns, 800kg of bombs
Crew: 4

E
Range: 746 miles

E-1
Loaded weight max: 18,080 lb
Max speed SL: 202 mph
Cruise speed: 174 mph
Landing speed: 66 mph
Rate of climb: 918 fpm
Service ceiling: 22,310 ft

E-4
Empty weight: 11,464 lb
Disposable load: 6416 lb

G-1
Wingspan: 73 ft 9.5 in
Length: 56 ft 5 in
Length: 16 ft 7.25 in
Wing area: 882.6 sq.ft
Empty weight: 12,040 lb
Disposable load: 6416 lb
Loaded weight: 18,127 lb
Max speed SL: 205 mph
Max speed 13,120ft: 236 mph
Cruise speed: 210 mph
Service ceiling: 25,255 ft
Range: 870 miles

Ju.86H – A development of the D series as a high altitude bomber / reconnaissance type, which became the P series.

Ju.86K – Powered by two 905 hp Bristol Mercury XIX radials or Pratt & Whitney Hornet radials.
Forty for Sweden built by Junkers and sixteen built by Saab (first one delivered on 18 Dec 1936 and the last on 3 Jan 1941.
Armed with a 7.9mm manually operated mg in nose turret. Another mg in the open cockpit above the fuslage aft, plus another in a dust bin turret beneath the fuselage.
Bomb load: 2205 lb.

Engines: Junkers Jumo 205, 700 hp
Wingspan: 73 ft 8 in
Length: 57 ft 4 in
Height: 15 ft 7 in
Top speed: 224 mph
Range: 1500+ mi

Engines: BMW 132 DC, 880 hp
Top speed: 238 mph
Wingspan: 73 ft 8 in
Length: 57 ft 4 in
Height: 15 ft 7 in
Top speed: 224 mph
Range: 1500+ mi

K-1 – For Sweden (as the B 3) who built the type under licence.
Powered by two 875 hp Pratt & Whitney Hornet radials.
c/n 0856/131 – cn 0957/132, cn 0958/133

K-2 – For Hungary who produced 66, mostly powered by Gnome Rhone 14K Mistral-Major radials.
Serials HA-JBA to HA-JCA & HA-XIA / B 301 to B 362 & G 211 to G 213

K-3 – For South Africa Airways

K-4 – 20 licence built in Sweden, designated B 3A
Powered by two 820 hp Bristol Pegasus III radials

K-5 – 16 aircraft similar to the K-4, also Swedish built, designated B 3B
Powered by two 920 hp Bristol Pegasus XII radials
Serials 134 – 136 to 170

K-6 – For the Chilean Air Force (J-1 to J-12) and Portugal (cn 0960 to 0969 – 250 to 259)

K-9 – Powered by Gnome Rhone radials

K-13 – Bomber type built by Sweden with Polish and Swedish built Pegasus engines

K-16 – Built by SAAB for the Swedish Air Force (C 1 to C 16) and designated – B 3C powered by two 980 hp Bristol Pegasus XXIV or – B 3D powered by two 835 hp PZL engines

Ju.86P – high altitude pressurised bomber / reconnaissance type with a crew of 2

PV-1 – D-AUHB – prototype for the P serieswhich first flew during Jan/Feb 1940
Powered by two supercharged 900 hp Junkers-Jumo 207A diesel engines

PV-2 – Similar to the PV-1 and flew for the first time during Mar 1940

PV-3 – with a greater wingspan
Wingspan: 83 ft 11 7/8 in

P
Max speed 39,000ft: 242 mph

P-1 – As a reconnaissance / bomber type, powered by two 1000 hp Junkers Jumo 207
Later armed with one remotely controlled aft firing 7.92mm MG 17 and able to carry four SC 250 bombs internally
Wingspan: 74 ft 0 in
Length: 54 ft 0 in
Height: 15 ft 5 in
Wing area: 990 sq.ft
Empty weight: 14,560 lb
Disposable load: 6416 lb
Loaded weight: 22,930 lb
Max speed 19,685ft: 224 mph
Cruise speed: 160 mph
Service ceiling: 36,360 ft
Range: 625 miles

P-2 – As an unarmed two seat high altitude photo reconnaissance type, fitted with a pressurised cabin carrying three cameras

P-3 – One only – cn 561-V-37 – as a high altitude bomber type which first flew Nov 1941
Powered by two 1475 hp Junkers Jumo diesel two stage supercharged engines. The two stage supercharger was powered by a supercharged 1475 hp Daimler-Benz DB 605T engine within the fuselage
Service ceiling: 52,480 ft

Ju.86R – A higher altitude reconnaissance type, with greater wing span an increased fuel capacity. Prototype converted from a P type, flying February 1942

R
Height: 15 ft 5 in
Max speed: 261 mph

R-1 – Reconnaissance type
Wingspan: 104 ft 11.75 in
Length: 54 ft 0 in
Wing area: 1045 sq.ft
Empty weight: 14,950 lb
Disposable load: 6416 lb
Loaded weight: 25,420 lb
Max speed 44,935ft: 155 mph
Cruise speed: 205 mph
Landing speed: 63 mph
Rate of climb: 900 fpm
Service ceiling: 47,240 ft
Range: 980 miles

R-2 – Bomber / Reconnaissance type

R-3 – Proposed version to operate at even higher altitudes
Powered by two 1500 hp Junkers Jumo 208 supercharged diesel engines
The superchargers were powered by Daimler-Benz 605 engine inside the fuselage which was also supercharged.

Ju.86Z – Civil type
Mainly saw service on the Russian front and were usually unarmed.

Z-1 – c/n 0951 HB-IXE for Swissair – initially powered by Junkers Jumo engines.
c/n 0647 ZS-A for South Afrcan Airways.
Engines: Jumo
Range: 1555 miles

Z-2 HB-IXE – later re-engined with BMW 132 Dc radial engies and re-registered HB-IXA
HB-IXI also owned by Swissair.
Seventeen for the Manchurian Railways powered by BMW engines
Engines: BMW
Climb to 13,200ft: 16 min
Range: 935-1242 miles

Z-3 – Five aircraft for South African Airways SAA, powered by 750 hp Rolls-Royce Kestrel engine
‘Louis Trichardt’ ZS-AGE

Z-7 – Seventeen civil type for South African Airways (cn 0065 ZS-ANI) and one bomber for South African Air Force, during 1937
Initially powered by 745 hp Rolls-Royce Kestrel engines, but these were later changed to Pratt & Whitney radials.
The type was also supplied to Sweded – cn 0959 Svalan’ SE-BAE – powered by Bristol engines – later impressed into the Swedish Air Force as Tp 9 No 911 during 1940
Sweden also procuced a few manufactured under licence
Two for Lloyd Aereo Boliviano of Bolivia (cn 0013 ‘Illimani’ CB-23) during 1937, later impressed into the Bolinian Air Force during 1941
They also served with – Australia, Austria, Chile (3 – Z-1s), China (5), Germany, Hungary, Japan, Manchukuo, Portugal, Romania, Spain (2), and Switzerland.

390 were produced

Junkers Ju.52/3m

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The original prototype (flown in May 1932) was a Ju 52 redesigned to be powered by three engines. Most early civil examples had the 447kW BMW Hornet engine, made under Pratt & Whitney licence; but the vast bulk of later sub-types had the derived engine known as the BMW 132, rated at 507-618kW.

Junkers Ju.52/3m Article

Like the original single-engined Ju 52, the tri-motor transport had a structure wholly of light alloy with corrugated skin and a very large cantilever wing-with patented ‘double wing’ flaps and ailerons giving great lift at low airspeeds. The fixed landing gear was almost unbreakable and on a few examples had spats; float-seaplane and ski versions were not uncommon.

The Ju 52/3m was by far the leading European civil airliner of the 1930s, seating 15 to 17 in single seats each side of the central aisle. It carried more than 75% of Luft-Hansa’s Europe-wide traffic in the 1930s, the airline using at least 120. Exported civil models had Wasp, Hornet and Pegasus engines, and a small number in Germany had Jumo diesels.

Thirty airlines in 25 countries made it their standard medium range airliner and it equipped the new Luftwaffe’s transport squadrons. Yet the Luftwaffe also adopted the Ju 52 as an auxiliary bomber (Behelfskampfflugzeug) in Octo¬ber 1933, and because of problems in the development of the Do 11 bomber, the Ju52 equipped many of the Luftwaffe’s bombing units as well as its transport squadrons in the mid 1930s.
Within a week of the Spanish Civil War’s start, 20 such aircraft were placed at the Nationalists’ disposal, being employed initially to ferry men and supplies from Morocco to mainland Spain. Nine aircraft were then diverted to form a bomber unit. From November 1936 the Legion Condor arrived in Spain, and its Kampfgruppe 88 bomber component had three Staffein each fielding 12 improved Ju 52/3m g4e aircraft. From February 1937 KG/88 received more modern bombers, and 55 Ju 52/3m g4e aircraft were passed to the Spanish, who used them as bombers up to the end of the war, when 23 remained on strength with 1- and 2-0-22.

In the Spanish civil war, Soviet planes went into action for the first time on 4 November 1936, repulsing Junkers 52 bombers attacking Madrid.

Based on reports that the Japanese Army used Ju.52 transports the allied code name ‘Trixie’ was assigned. Lufthansa Ju.52 3/M D-ANJH visited Japan in May 1939 to generate sales in Japan but the type was never selected for military service.

The Ju 52/3m first entered service with the Luftwaffe as the Ju 52/3m g3e bomber transport, a hybrid type providing the fledgling German bomber arm with a limited offensive capability and, more importantly, operating experience with modern multi-engined monoplanes. In 1935 the first 3mg3e bombers reached the Luftwaffe, with 1,500kg of bombs and MG 15 machine-guns in a dorsal cockpit and ventral ‘dustbin’. In 1936 about half the total production (450) of this model were serving as transports or bombers with the Condor Legion in Spain.

Total production of all models was about 4,845 on German account, 575 of which were completed before 1940. German plants then made a further 2,659, the rest comprising output by Amiot for the Luftwaffe. The latter was continued post-war by the AAC which delivered 400 by 1947 with the designation AAC.1. A further 170 were built by CASA in Spain as the C-352.

CASA C-352

More than 3,500 served with the Luftwaffe, nearly all in the transport role with the popular names ‘Tante Ju’ (Auntie Ju) and ‘Iron Annie’. The most-produced wartime types were the 3mg5e, 7e, 8e and 14e, though differences were confined to such features as armament, loading arrangements, autopilot, glider couplings and crew armour. There were several non-transport versions, such as the g6eMS with a degaussing ring for exploding mines.

The Ju 52 ‘Minensuch’ variant had a 14m diameter current-carrying ferrous ring under the airframe, to create a magnetic field that triggered submerged naval mines.

After 1945 BEA used a fleet on internal services and the Spanish T.2B version was not withdrawn until 1975. One of the last, with the Swiss Air Force, was still active in 1979.

Ju.52/3m Recovery January 1984

Gallery

Ju 52/3
Engines 3 x 770 hp BMW 132H
Length 62 ft. (18.9 m.)
Wing span 95.9 ft (29.2 m)
Weight empty 14,325 lb. (6,500 kg.)
Armament up to 4 machine guns (Troop transport)
Max cruise 160 m.p.h. (260 kph)
Ceiling 19,000 ft. (5,800 m.) fully loaded
Range 550 miles (885 km)
Crew: 2.
Pax cap: 17 troops

Junkers Ju 52/3M Tante Ju
Engines: 3 x BMW 132 A/3, 819 hp
Length: 62.008 ft / 18.9 m
Height: 20.013 ft / 6.1 m
Wingspan: 95.965 ft / 29.25 m
Wing area: 1189.422 sq.ft / 110.5 sq.m
Max take off weight: 23152.5 lb / 10500.0 kg
Weight empty: 14531.0 lb / 6590.0 kg
Max. weight carried: 8621.6 lb / 3910.0 kg
Max. speed: 143 kt / 264 km/h
Initial climb rate: 787.4 ft/min / 4.0 m/s
Service ceiling: 16732 ft / 5100 m
Wing loading: 19.48 lb/sq.ft / 95.0 kg/sq.m
Range: 648 nm / 1200 km
Endurance: 7 h
Crew: 3
Payload: 17 Pax

Ju 52/3m g3e
Engines: 3 x BMW 132A-3, 541 kW (725 hp).
Span: 29.24m (95ft11.5in).
Length: 18.9m (62ft).
Height: 5.55 m / 18 ft 3 in
Wing area: 110.50 sq.m / 1189.41 sq ft
Max T/O weight: 10500 kg (23,146 lb).
Empty weight: 5720 kg / 12611 lb
Max speed: 165 mph at sea level.
Ceiling: 5900 m / 19350 ft
Range w/max.fuel: 1300 km / 808 miles
Operational range: 620 miles.
Crew: 3
Armament: up to 5×7.92-mm (0.312-in) mg plus 1500 kg (3,307 lb) bombs.

Ju 52
Engines: 3 x BMW 132D, 850 hp
Wingspan: 95 ft 11 in
Length: 62 ft 0 in
Height: 14 ft 10 in
Top speed: 165 mph
Range: 850 mi at 138 mph

Junkers / Junkers-Fokker-Werke AG / Junkers Flugzeugwerke AG / Junkers Flugzeug und Motorenwerke AG

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Professor Hugo Junkers (1859-1935) became enthusiastically interested in aircraft development and worked for several aero-engine manufacturers. Convinced that all metal structure was the ultimate answer to successful aircraft design, he produced the experimental J.1 “Blechesel” (Tin Donkey) to exemplify his 1910 patent for a cantilever all-metal wing. The J.1 flew on December 12, 1915, giving unexpectedly stable performance.

Hugo Junkers Article

Six J 2s were then built, but when J 4 ground-attack biplane was ordered for German Army, he was not geared for mass production. Thus, Junkers-Fokker-Werke was formed at Dessau on October 20,1917, with equal shares held by Junkers and Anthony Fokker. Conflicts of personality caused Fokker and Junkers to separate in 1918, and the Junkers re-formed following April as Junkers FlugzeugwerkeAG at Dessau April 24,1919, first concentrating on all-metal civilian transports such as F13 four-passenger monoplane (more than 350 built).

Representatives of the Junkers Flugzeugwerke (Jfa), the German Government (Reichswehrsministerium, RWM) and the Soviet Government (Trotsky) signed a final agreement on November 26, 1922, and a former motor car factory at Fili, situated south of Moscow, was taken over by Jfa and expanded. Back in the Dessau design office headed by Dipi Ing Emst Zindel, work had begun during 1922 on three new military types intended for production at Fili the J20 two seat low wing reconnaissance floatplane and the J21 two seat reconnaissance and J22 single seat fighter parasol wing aircraft. The parasol wing configuration of the two last mentioned types turned out to be a failure, even though the J21 was built in quantity at Fili.

Junkers established a Swedish subsidiary, AB Flygindustri, near Malmo, and formed Junkers Motorenbau GmbH for production of aero engines. After death of Hugo Junkers the company became state-owned and, amalgamating with the aeroengine firm, became Junkers Flugzeug und Motorenwerke AG in 1936, then the largest aviation company in the world. For German rearmament program, Junkers built factories in many other parts of Germany, and in Czechoslovakia and France.
Avions Metalicos Junkers was founded at Madrid in 1923 to provide facilities for the construction of Junkers aircraft in Spain. A two-seat all-metal monoplane was in production in 1924.

Major types produced included G24 and G31 airliners of 1925/1926: W33 and W34 cargo transports, used also as trainers by Luftwaffe; the G38 “flying wing”of 1928 (prototype flew November 6,1929; production models carried 34 passengers plus seven crew). Some used as military transports in early stages of Second World War. On October 13,1930 came the first flight of famous Ju 52 cargo transport. Three-engined Ju 52/3m based on latter used in wide variety of roles before and during Second World War, production totalling more than 4,850. Prewar production continued with Ju 60 and Ju 160 airliners, Ju 86 bomber, transport and trainer, and Ju 87 dive-bomber in many versions. The 87 was followed by the Ju 88/188/388 family of twin-engined bombers. The Ju 90/290/390 family began as four-engined 38/40-seat airliners, converted as heavy transport/reconnaissance types in Second World War. Junkers was among first companies to produce military jet aircraft. Two prototypes of its Ju 287 with forward swept wings were captured by Russians in 1945.

After Second World War aircraft production ended, Junkers joined with Messerschmitt in 1966, and with absorption of small aero-engine plant by Messerschmitt group in 1975, the Junkers name disappeared entirely.

Johnson Rocket 185

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This high-performance, three-seat, cabin monoplane was first built in 1946 by Johnson Aircraft, Inc. and was ultimately manufactured in small numbers. The quick and light aircraft was built of all-metal construction with a fabric-covered fuselage. Two persons are seated side-by-side with full dual controls while the third is seated centrally just behind the front seats. In 1950, Aircraft Manufacturing Co. acquired the rights to produce a refined four-seat version of the Rocket, which it called the Texas Bullet.

The original Rocket was powered by a 185-hp four cylinder Lycoming engine; the Texas Bullet changed over to a Continental of the same rating. Also, the fabric covering of the Rocket was traded for an all-metal, flushriveted skin, and a redesigned tail was added. Overall, the new refinements added only 100 pounds to the empty weight, and 50 pounds were added to the fully loaded weight. Exhaust gasses from the engine of the Rocket and Bullet were led into a unique “jet assist” cylinder below the fuselage. It was claimed that the device converted engine exhaust into useful thrust at speeds faster than 40 mph. Also, both aircraft made use of a Hartzell hydro-selective two-blade variable-pitch propeller.

The Rocket 185 received its Approved Type Certificate in April 1946.

Owner Orval Fairbairn, Mountain View, CA. Lycoming O-435-1

Engine 185-hp Lycoming/185-hp Continental.
Gross wt. 2,250 lb
Empty wt. 1,550 lb
Fuel capacity 55 gal
Top speed 207 mph
Cruise 185 mph
Stall 50 mph
Initial climb rate 900 fpm
Ceiling 24,500 ft
Takeoff run 600 ft
Landing roll 400 ft
Seats 4.

Johnson Aircraft Inc

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Johnson had designed the Rocket cabin monoplane in 1941, with molded plastic plywood construction and Lycoming engine. In 1945 Johnson Aircraft developed at Fort Worth, Texas, the Rocket 140 and 185 retractable-gear low-wing cabin monoplanes.

Rocket Aircraft Corporation was formed in 1946 by take-over of Johnson Aircraft Inc. of Fort Worth, Texas, developing from the Rocket the four-seat Bullet 125. This was built under license by Texas Aircraft Manufacturing Company, later being acquired by that company and renamed Texas Bullet.

Jendrassik Cs-1

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Cs-1

The Jendrassik Cs-1 was the world’s first working turboprop engine. It was designed by Hungarian engineer György Jendrassik in 1937, and was intended to power a Hungarian twin-engine heavy fighter, the RMI-1.

The engine was designed by György Jendrassik in 1937 and built at Ganz Works. It ran for the first time in 1940, but problems with combustion stability limited the power to 400 hp, from the design goal of 1,000 hp. There was nothing inherently wrong with the design, however, and continued work on the flame cans should have allowed it to develop to full power.

All work on the engine was later stopped when the Hungarian Air Force selected the Messerschmitt Me 210 for the heavy fighter role, and the engine factory converted over to the Daimler-Benz DB 605 to power it. The prototype RMI-1 was later fitted with these engines in 1944.

Jendrassik

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György Jendrassik (1898 Budapest – 1954 London), Hungarian physicist and mechanical engineer.

Jendrassik completed his education at Budapest’s József Technical University, then at the University of Berlin attended lectures of the famous physicists Einstein and Planck. In 1922 he obtained his diploma in mechanical engineering in Budapest. From 1927 he worked at Ganz Rt, where he helped to develop diesel engines. He designed the world famous Jendrassik Cs-1 turboprop engine, of which the first few pieces were made with single and double cylinders; later, the 4- and 6-cylinder four-stroke versions were developed, without compression and with mixing chamber. The world’s first turboprop was the Jendrassik Cs-1, designed by the Hungarian mechanical engineer György Jendrassik. It was produced and tested in the Ganz factory in Budapest between 1939 and 1942. It was planned to fit to the Varga RMI-1 X/H twin-engined reconnaissance bomber in 1940, but the program was cancelled.

Later on he was active in improving gas turbines and in order to speed up research, he established the Invention Development and Marketing Co. Ltd. in 1936. His reputation continued to grow, and he became the factory’s managing director from 1942 to 1945. In recognition of his scientific work he was elected in 1943 corresponding member of the Hungarian Academy of Sciences. After the war he was not able to continue developing gas turbines. Political distrust surrounded him, and therefore he did not return from one of his travels abroad. He lived in Argentina for a while, then settled in England, where he established his own workshop, becoming in addition a consultant to the Power Jets company. The number of his inventions on record in Hungary is 77. His last invention of great importance was the pressure-compensating device.

Jarvis Jaybird

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The design was originally by the Jarvis Manufacturing Co (as Jaybird) and first flew on 1 February 1946 with a 65hp Lycoming O-145-B engine and fixed tricycle gear. The Jaybird features a pod nacelle with a pusher engine.

The Jarvis Jaybird design was acquired by Volmer Jensen as homebuilt project soon after World War II and became the VJ-21 Jaybird with retractable wheels and 75hp Continental A75 engine.

Engine: 65hp Lycoming O-145-B
Cruise speed: 110 mph
Top speed: 125 mph
Landing speed: 40 mph
Range: 400 mi
Seats: 2 side-by-side
Wingspan: 45 ft
Length: 24 ft
ROC: 700 fpm
TO to 50ft: 960 ft
Price: $2500

Jamieson Corp

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USA
Formed late 1940s as Jamieson Aircraft Company Inc. to develop and produce the J-2-L1 Jupiter, a small, three seat low-wing monoplane with retractable landing gear and a vee tail. Name changed in middle/late 1950s, and in December 1958 flew prototype of a four-seat, single tailed development of Jupiter known as the Take 1. This was certificated in mid-1963 and limited production of an improved model, the Jamieson “J,” soon began.