Junkers Ju 52 - WikiHQ

The Junkers Ju 52, best known in its Ju 52/3m form (nicknamed Tante Ju ("Aunt Junkers") and Iron Annie) is a transport aircraft that was designed and manufactured by German aviation company Junkers. First introduced in 1930 as a civilian airliner, it was adapted into a military transport aircraft by Nazi Germany.

Development of the Ju 52 commenced in the late 1920s, headed by German aeronautical engineer Ernst Zindel. The aircraft's design incorporated a corrugated duralumin metal skin as a strengthening measure, which was a material design pioneered by Junkers and used on many of their aircraft, including the popular Junkers F 13 1920s, the record-setting Junkers W 33, and Junkers W34. The corrugation was both a strength and a weakness; it provided increased structural strength but also increased aerodynamic drag. But more importantly it allowed the practical use of aluminum before newer alloys were developed.

The Ju 52's maiden flight was performed on 13 October 1930. It was initially designed with a single-engine version and a trimotor version; the single-engine version was to be the freighter while the trimotor was the passenger airliner. In the long run, the trimotor configuration was produced in far greater numbers. The primary early production model, the Ju 52/3m, was principally operated as a 17-seat airliner or utility transport aircraft by various civil operators during the 1930s. Starting in 1933, the Nazi regime that had taken power in Germany demanded that Junkers produce military versions of the Ju 52. Thousands of Ju 52s were procured as a staple military transport of the Luftwaffe. The Ju 52/3mg7e was the principal production model.

The Ju 52 was in production between 1931 and 1952. In a civilian role, it flew with over 12 airlines, including Swissair and Deutsche Luft Hansa, as both a passenger carrier and a freight hauler. In a military role, large numbers flew with the Luftwaffe, being deployed on virtually all fronts of the Second World War as a troop and cargo transport; it was also briefly used as a medium bomber. Additionally, the type was deployed by other nations' militaries in conflicts such as the Spanish Civil War, the Chaco War, the First Indochina War, and the Portuguese Colonial War. During the postwar era, the Ju 52 had a lengthy service life with numerous military and civilian operators; large numbers were still in use by the 1980s. Even in the 21st century, several aircraft have remained operational, typically used for heritage aviation displays and aerial sightseeing.

Development

Origins

thumb|An early version had one engine, and the three engine version was also developed. Trimotors were popular in the 1920s including models from Fokker and Ford (see [[Fokker F.VII|Fokker Trimotor, Ford Trimotor).]]

thumb|The more familiar three radial engine configuration

The Ju 52 was designed starting in 1925, in two versions, a single engine version for freight transport (Ju-52/1m) and trimotor passenger version for 17 (Ju 52/3m), both as civilian versions. Both designs were overseen by the German aeronautical engineer Ernst Zindel, the design team being based at the Junkers works at Dessau. A driving force in the project was the commercial prospects presented by the German airline Deutsche Luft Hansa. Work on turning the design into a prototype started in 1928.

On 13 October 1930, the first prototype, designated Ju 52ba, performed the type's maiden flight; it was initially powered by a single Junkers-built liquid-cooled V-12 engine, capable of generating up to . While these initial aircraft had been powered by a single engine, Junkers decided to develop the Ju 52 into a trimotor configuration. Accordingly, the Ju 52/3m (drei motoren—"three engines") was developed, being powered by an arrangement of three radial engines.

Militarized versions

thumb|One of the many unique military variants; here is a minesweeping version (note ring), 1942.

During 1934, work commenced on a militarised model of the Ju 52/3m, designated Ju 52/3mg3e, on behalf of the then-secret Luftwaffe. Successive models saw other improvements, such as revised glazing, newer engines, undercarriage strengthening, and increased take-off weight. The final wartime model to be developed, designated Ju 52/3mg14e, featured improved armour protection for the pilot and a bolstered defensive armament.

From mid-1943 onwards, the Luftwaffe began to make less use of the Ju 52, interest having waned in the type. As such, German production of the Ju 52 was terminated during 1944; Smith claims that a total of 3,234 aircraft of various models were constructed during the conflict.

In the postwar era, manufacture of the Ju 52 resumed, albeit in foreign countries. could carry and had a maximum weight of . It was commonly used to supply mining and other operations in remote areas with equipment that was too big and heavy for other aircraft then in use. The Ju 52/1m was able to land on wheels, skis, or floats (as were all Ju 52 variants). during the pre-war era, it was flown on various routes from Germany on routes in Europe, Asia, and South America.

Military use 1932–1945

The Colombian Air Force used three Ju 52/3mde bombers equipped as floatplanes during the Colombia-Peru War in 1932–1933. After the war, the air force acquired three other Ju 52mge as transports; the type remained in service until after the end of the Second World War.

Bolivia acquired four Ju 52s in the course of the Chaco War (1932–1935), mainly for medical evacuation and air supply. During the conflict, the Ju 52s alone transported more than 4,400 tons of cargo to the front.

In 1934, Junkers received orders to produce a bomber version of the Ju 52/3m to serve as interim equipment for the bomber units of the still-secret Luftwaffe until it could be replaced by the purpose-designed Dornier Do 11. Two bomb bays were fitted, capable of holding up to of bombs, while defensive armament consisted of two 7.92 mm MG 15 machine guns, one in an open dorsal position, and one in a retractable "dustbin" ventral position, which could be manually winched down from the fuselage to protect the aircraft from attacks from below. The bomber could be easily converted to serve in the transport role. The Dornier Do 11 was a failure, however, and the Junkers ended up being acquired in much larger numbers than at first expected, with the type being the Luftwaffe's main bomber until more modern aircraft such as the Heinkel He 111, Junkers Ju 86 and Dornier Do 17 entered into service.

The Ju 52 was used in military service in the Spanish Civil War against the Spanish Republic. It was one of the first aircraft to be delivered to the Nationalist faction in July 1936, with 20 Ju 52/3m g3e bombers being delivered to the Nationalist forces by Germany within a week of the start of the war. Their first use was to help airlift Franco's Army of Africa from Morocco to the Spanish mainland, bypassing a Spanish republican naval blockade. Between 20 July and the end of August 1936, Ju 52s carried out 461 transport flights, ferrying 7,350 troops together with weapons and equipment, with 5,455 more troops carried in September and a further 1,157 troops carried by the time the airlift ended early in October. According to Smith, the Ju 52 gained a formidable reputation; the type having been reportedly used in practically every major military engagement in support of Nationalist forces. The type's final sortie in the theatre was performed on 26 March 1939. By the end of the conflict, Ju 52s had accumulated 13,000 operational hours and had performed 5,400 offensive missions and dropped over 6,000 bombs. during the invasion of Poland in September 1939. The Luftwaffe instead relied on the Ju 52 for transport roles during the Second World War, including paratroop drops.

Second World War

During its service with Luft Hansa, the Ju 52 had proved to be an extremely reliable passenger airplane. This positive experience contributed to its adoption by the Luftwaffe as a standard aircraft model. In 1938, the 7th Air Division had five air transport groups with 250 Ju 52s. The Luftwaffe had 552 Ju 52s at the start of the Second World War. Though it was built in large numbers, the Ju 52 was technically obsolete. Between 1939 and 1944, 2,804 Ju 52s were delivered to the Luftwaffe (1939: 145; 1940: 388; 1941: 502; 1942: 503; 1943: 887; and 1944: 379). The production of Ju 52s continued until around the summer of 1944; when the war came to an end, 100 to 200 were still available.

Lightly armed, and with a top speed of only 265 km/h (165 mph) — half that of a contemporary Hurricane — the Ju 52 was very vulnerable to fighter attack,

and an escort was always necessary when flying in a combat zone.

Denmark and Norway campaign

The first major operation for the aircraft after the bombing of Warsaw was at the start of Operation Weserübung, the attack on Denmark and Norway on 9 April 1940. 52 Ju 52s from 1. and 8. Staffel in Kampfgeschwader 1 transported a company of Fallschirmjäger (paratroopers) and a battalion of infantry to Aalborg in northern Jutland. These troops captured the airfield there, vital to support later operations in southern Norway. Several hundred Ju 52s were also used to transport troops to Norway in the first days of that campaign.

During the Norwegian campaign, the Luftwaffe's Ju 52s performed a total of 3,018 sorties, 1,830 of which carried troops while the remainder transported cargo and various supplies.

thumb|A minesweeper Ju 52/3m MS (Minensuch) equipped with degaussing ring

The seaplane version, equipped with two large floats, served during the Norwegian campaign in 1940, and later in the Mediterranean theatre.

Some Ju 52's, both floatplanes and land planes, were used as minesweepers, known as Minensuch — literally, "mine-search" aircraft in German. These aircraft were fitted with a diameter current-carrying degaussing ring under the airframe to create a magnetic field that triggered submerged naval mines. They were usually designated by an -"MS" suffix, like similarly equipped Bv 138 MS trimotor flying boats.

During the opening days of the Netherlands campaign, many German aircraft were shot down by Dutch AA-fire; a total of 125 Ju 52s were lost and 47 damaged; author Hooton considered these losses to have been relatively costly for the Luftwaffe. Although transport operations with the Ju 52 were noticeably curtailed after the initial days of the invasion, the type continued to aerially supply forward ground troops.

During August 1940, Nazi German decided to base large numbers of Ju 52s at airfields in the Lyon, Lille, and Arras areas. Luftwaffe transport units were deliberately held at a state of readiness for Operation Sea Lion, the envisioned invasion of the British Isles; however, this operation was never attempted, in part due to the Luftwaffe being unable to secure aerial supremacy during the Battle of Britain. That began two catastrophic weeks in which more than 140 aircraft were lost in air interceptions, culminating on 18 April with the "Palm Sunday Massacre" in which 24 Ju 52s were shot down, and another 35 staggered back to Sicily and crash-landed.

Stalingrad

thumb|Ju 52 approaching Stalingrad, 1942

Many Ju 52's were shot down by antiaircraft guns and fighters while transporting supplies, most notably during the desperate attempt to resupply the trapped German Sixth Army during the final stages of the Battle of Stalingrad in the winter of 1942–1943.

From 24 November 1942 to 31 January 1943, 488 aircraft were recorded as lost (this number included 266 Ju 52, 165 He 111, 42 Ju 86, 9 Fw 200, 5 He 177 and 1 Ju 290) and about 1,000 flight personnel.

Hitler's personal transport

Hitler used a Deutsche Luft Hansa Ju 52 for campaigning in the 1932 German election, preferring flying to train travel. After he became Chancellor of Germany in 1933, Hans Baur became his personal pilot, and Hitler was provided with a personal Ju 52. Named Immelmann II after the First World War ace Max Immelmann, it carried the registration D-2600. As his power and importance grew, Hitler's personal air force grew to nearly 50 aircraft, based at Berlin Tempelhof Airport and made up mainly of Ju 52s, which also flew other members of his cabinet and war staff. In September 1939, at Baur's suggestion, Immelmann II was replaced by a four-engine Focke-Wulf Fw 200 Condor, although Immelman II remained his backup aircraft for the rest of the Second World War.

Chiang Kai-shek's personal transport

thumb|Ju 52 of Eurasia, 1930s in China

Eurasia was a major Chinese airliner company in the 1930s and operated at least seven Ju 52/3ms. A further example, sent out as a demonstrator to Eurasia, was purchased by the Chinese Nationalist Party government and became Chiang Kai-shek's personal transport.

Postwar use

thumb|left|Ju 52 HB-HOS on sightseeing tour at Degerfeld [[Aerodrome|airfield (2016)]]

thumb|left|Skydivers [[Letalski center Maribor, Maribor Airport, 1960]]

thumb|Ju 52/3m of [[British European Airways in 1947]]

thumb|French-built AAC.1 of STA at [[Manchester Airport in 1948: This aircraft is preserved in Belgrade.]]

thumb|Junkers C-79, s/n 42-52883, at [[Panamá Pacífico International Airport|Howard Field, Panama Canal Zone, late 1942 with the USAAF 20th Transportation Squadron, Sixth Air Force]]

Various Junkers Ju 52s continued in military and civilian use following World War II. In 1956, the Portuguese Air Force, which was already using the Ju 52s as a transport plane, employed the type as a paratroop drop aircraft for its newly organized elite parachute forces, later known as the Batalhão de Caçadores Páraquedistas. The paratroopers used the Ju 52 in several combat operations in Angola and other Portuguese African colonies before gradually phasing it out of service in the 1960s.

The Swiss Air Force also operated the Ju 52 from 1939 to 1982, when three aircraft remained in operation, probably the last and longest service in any air force. Museums hoped to obtain the aircraft, but they were not for sale. They are still in flying condition and together with a CASA 352 can be booked for sightseeing tours with Ju-Air.

During the 1950s, the Ju 52 was also used by the French Air Force during the First Indochina War as a bomber. The use of these Junkers was quite limited.

The Spanish Air Force operated the Ju 52, nicknamed Pava, until well into the 1970s. Escuadrón 721, flying the Spanish-built versions, was employed in training parachutists from Alcantarilla Air Base near Murcia.

Some military Ju 52s were converted to civilian use. For example, British European Airways operated 11 ex-Luftwaffe Ju 52/3mg8e machines, taken over by the RAF, between 1946 and retirement in 1947 on intra-U.K. routes before the Douglas DC-3 was introduced to the airline. Various Soviet agencies used the Ju 52 through to 1950.

In Yugoslavia the Ju-52 was in use by Yugoslav Air Force, which also heavily financed flying clubs such as Letalski center Maribor and supported many parachuting sports activities with them. Yugoslav plane number 208 dropped paratroopers for the last time in 1960 at Maribor Airport and today is preserved in the Aeronautical Museum Belgrade.

A Ju 52 and a Douglas DC-3 were the last aircraft to take off from Berlin Tempelhof Airport before all operations ceased there on 30 October 2008.

Other versions

Most Ju 52s were destroyed after the war, but 585 were built after 1945. In France, the machine had been manufactured during the war by the Junkers-controlled Avions Amiot company, and production continued afterwards as the Amiot AAC 1 Toucan. In Spain, Construcciones Aeronáuticas SA continued production as the CASA 352 and 352L. Four CASA 352s are airworthy and in regular use today.

New Generation

In April 2022, 90 years after the first flight of the Ju 52/3m, the Swiss Junkers Flugzeugwerke AG announced the successor model of the Ju 52, the Ju 52 New Generation. The Ju 52 New Generation will be able to carry 14 passengers and will have modern RED A03 engines and modern avionics. The market launch is not expected before 2025.

Variants

Data from Junkers Aircraft & Engines 1913–1945

Civil variants

;Ju 52

:Prototype of the single-engined transport aircraft, of twelve laid down only six were completed as single-engined aircraft. First flight: 3 September 1930, powered by a BMW VIIaU engine.

;Ju 52/1mba

:The prototype Ju 52, (c/n 4001, regn D-1974), redesignated after being re-engined with a single Junkers L88 engine

;Ju 52/1mbe

:Aircraft powered by BMW VIIaU

;Ju 52/1mbi

:The second prototype, (c/n 4002, regn D-2133), fitted with a Armstrong Siddeley Leopard engine

;Ju 52/1mca

:D-1974 fitted with drag flaps and refitted with a BMW VIIaU

;Ju 52/1mcai

:D-2356, (c/n 4005), crashed in May 1933

;Ju 52/1mce

:D-USON (c/n 4003) used as a target tug. D-2317, (c/n 4004), converted to a torpedo bomber in Sweden as the K 45

;Ju 52/1mci

:The second prototype fitted with long stepped floats, flying from the River Elbe on 17 July 1931

;Ju 52/1mdi

:The second prototype after having the floats removed and undercarriage reinstated, registered as D-USUS from 1934

;Ju 52/1mdo

:D-1974 fitted with a Junkers Jumo 4 engine as a testbed, reregistered as D-UZYP from 1937

;Ju 52/3m

:Three-engined prototype, powered by three Pratt & Whitney R-1340 Wasp engines, first flight: 7 March 1932

;Ju 52/3mba

:VIP version for the president of the Fédération Aéronautique Internationale, Romanian prince George Valentin Bibescu, powered by a Hispano-Suiza 12Mb engine in the nose and two Hispano-Suiza 12Nb engines (one on each wing)

;Ju 52/3mce

:Three-engined civil transport aircraft, powered by three Pratt & Whitney Hornet or BMW 132 engines

;Ju 52/3mci

:Planned version for Sweden, powered by Pratt & Whitney Wasp engines, not built

;Ju 52/3mde

:Seaplane version for Bolivia and Colombia, converted from Ju 52/1m

;Ju 52/3mfe

:Improved version, with chassis reinforcements and NACA cowlings on the outer engines, powered by three BMW 132A-3 engines

;Ju 52/3mf1e

:Trainer version for DVS

;Ju 52/3mge

:Airliner version, powered by BMW Hornet 132A engines

;Ju 52/3mho

:Two aircraft powered by Junkers Jumo 205C diesel engines, used only for testing

;Ju 52/3mkao

:Version powered by two BMW 132A and one BMW 132F or BMW 132N as a testbed

;Ju 52/3ml

:Powered by three Pratt & Whitney R-1690-S1EG engines

;Ju 52/3mlu

:Airliner version for Italy, powered by Piaggio Stella X engines, later re-engined with Alfa Romeo 126RC/34 engines

;Ju 52/3mmao

:Similar to kao except with NACA cowling

;Ju 52/3mnai

:Airliner version for Sweden and Great Britain, powered by Pratt & Whitney Wasp engines

;Ju 52/3mreo

:Airliner version for South America, powered by BMW 132Da/Dc engines

;Ju 52/3msai

:Airliner version for Sweden and South Africa, powered by Pratt & Whitney Wasp engines

;Ju 52/3mte

:Airliner version, powered by three BMW 132K engines

;Ju 52/3mZ5

:Export version for Finland, powered by BMW 132Z-3 engines

Military variants

;Ju 52/3mg3e

:Improved military version, powered by three BMW 132A-3 (improved version of the Pratt & Whitney R-1690 Hornet) radial engines, equipped with an improved radio and bomb-release mechanism. Later versions had a tailwheel that replaced the tailskid.

;Ju 52/3mg4e

:Military transport version, the tailskid was replaced by a tailwheel.

;Ju 52/3mg5e

:Similar to g4e, but powered by three BMW 132T-2 engines, it could be fitted with interchangeable floats, skis, and wheeled landing gear.

;Ju 52/3mg6e

:Transport version equipped with extra radio gear and autopilot, could also be fitted with a degaussing ring

;Ju 52/3mg7e

:Transport version, capable of carrying 18 troops or 12 stretchers, featured autopilot and larger cargo doors

;Ju 52/3mg8e

:Similar to g6e, but with improved radio and direction finding gear, a few were fitted with floats.

;Ju 52/3mg9e

:Tropical version of g4e for service in North Africa, fitted with glider towing gear and strengthened undercarriage

;Ju 52/3mg10e

:Similar to g9e, but could be fitted with floats or wheels, lacked deicing equipment

;Ju 52/3mg11e

:Similar to g10e, but fitted with deicing equipment

;Ju 52/3mg12e

:Land transport version, powered by three BMW 132L engines

;Ju 52/3m12e

:Civilian version of Ju 52/3mg12e for Luft Hansa

;Ju 52/3mg13e

:No details are known.

;Ju 52/3mg14e

:Similar to g8e, but with improved armor, last German production version

thumb|Preserved AAC 1 showing corrugated skin, at Duxford, 2001

;A.A.C. 1 Toucan

:Postwar French version of g11e, 415 built

;CASA 352

:Postwar Spanish version, 106 built

;C-79

:Designation assigned to a single example operated by the United States Army Air Forces

;D52

:Designation used by the Czechoslovak Air Force

;T2B

:Designation used by the Spanish Air Force

;Tp 5

:Designation used by the Swedish Air Force

;K 45c: A single Ju 52/1mce (c/n 4004) was delivered to the Junkers factory at Limhamn in Sweden, where it was converted to a torpedo bomber as the K 45c.

Operators

thumb|CASA 352 (license-built Junkers Ju 52/3m) in Ju-Air markings at [[Zürich airport]]

Accidents and incidents

Surviving aircraft

Airworthy

alt=Military Aviation Museum CASA 352 in German markings|thumb|CASA 352L in flight over the Military Aviation Museum

;France

T.2B-212 – Ju 52/3m airworthy with Amicale J.B. Salis in Cerny, Essonne.

;South Africa

T.2B-273 – CASA 352L airworthy at the South African Airways Museum Society in Germiston, Gauteng. Bought from England in 1981 to celebrate the 50th anniversary of South African Airways.

;United States

T.2B-176 – CASA 352L airworthy at the Military Aviation Museum in Virginia Beach, Virginia. Formerly owned by Commemorative Air Force, operated by MAM since August 2010. Converted to Pratt & Whitney R-1340 geared engines, fitted with 3-blade propellers.

On display

;Argentina

T-158 – Ju 52/3mge in storage at the Museo Nacional de Aeronáutica de Argentina in Morón, Buenos Aires.
6134 – Ju 52/3mg4e on static display at the in Dessau, Saxony-Anhalt. It was previously owned by aviation author Martin Caidin and has been refitted with Pratt & Whitney R-1340 engines.

;Norway

6306 – Ju 52/3mg3e on static display at the Norwegian Aviation Museum in Bodø, Nordland.

;United States

T.2B-244 – CASA 352L in storage at the National Museum of the United States Air Force in Dayton, Ohio. The aircraft was donated to the museum by the Spanish government in 1971.
T.2B-255 – CASA 352L on static display at the Steven F. Udvar-Hazy Center of the National Air and Space Museum in Chantilly, Virginia.
A-703 – Ju 52/3mg4e under restoration to airworthy with Ju-Air in Dübendorf, Zürich. Aircraft Profile No. 177: The Junkers Ju 52 Series

|prime units?=met

|crew=Two

|capacity=17 passengers

|length m=

|length ft=62

|length in=

|length note=

|span m=

|span ft=96

|span in=

|span note=

|height m=

|height ft=18.2

|height in=

|height note=

|wing area sqm=

|wing area sqft=1189.4

|wing area note=

|aspect ratio=

|airfoil=

|empty weight kg=

|empty weight lb=12610

|empty weight note=

|gross weight kg=

|gross weight lb=20944

|gross weight note=

|max takeoff weight kg=10500

|max takeoff weight lb=23146

|max takeoff weight note=

|fuel capacity=

|more general=

|eng1 number=3

|eng1 name=BMW 132A-3

|eng1 type=9-cylinder air-cooled radial piston engines

|eng1 kw=510

|eng1 hp=

|eng1 note=for take-off ()

|power original=

|more power=

|prop blade number=2

|prop name=fixed-pitch propeller

|prop dia m=

|prop dia ft=

|prop dia in=

|prop note=

|max speed kmh=265.5

|max speed mph=

|max speed kts=

|max speed note=at sea level

::: at

|max speed mach=

|cruise speed kmh=246

|cruise speed mph=

|cruise speed kts=

|cruise speed note=maximum continuous at

::: economical cruise

|stall speed kmh=

|stall speed mph=

|stall speed kts=

|stall speed note=

|never exceed speed kmh=

|never exceed speed mph=

|never exceed speed kts=

|never exceed speed note=

|range km=1000

|range miles=

|range nmi=

|range note=

|combat range km=

|combat range miles=

|combat range nmi=

|combat range note=

|ferry range km=

|ferry range miles=

|ferry range nmi=

|ferry range note=

|endurance=

|ceiling m=

|ceiling ft=19360

|ceiling note=

|g limits=

|roll rate=

|glide ratio=

|climb rate ms=3.9

|climb rate ftmin=

|climb rate note=

|time to altitude= in 17 minutes 30 seconds

|lift to drag=

|wing loading kg/m2=83.35

|wing loading lb/sqft=

|wing loading note=

|disk loading kg/m2=

|disk loading lb/sqft=

|disk loading note=

|fuel consumption kg/km=

|fuel consumption lb/mi=

|power/mass=7.95 kg/kW

|thrust/weight=

|guns=* 1 × MG 15 machine gun or MG 131 machine gun in a dorsal position

1 × MG 15 machine gun in a semi-retractable dustbin turret

|bombs=up to of bombs

|more performance=

|avionics=

References

Citations

Bibliography

Afonso, Aniceto and Carlos de Matos Gomes. Guerra Colonial (in Portuguese). Lisbon: Editorial Notícias, 2000. .
Andersson, Lennart. "Chinese 'Junks': Junkers Aircraft Exports to China 1925-1940". Air Enthusiast, No. 55, Autumn 1994, pp. 2–7.