By
1932, the German airline, Lufthansa, had sufficiently recovered from
the economic woes of the 1920’s to put in service a three-engine
civil transport plane, the Junkers Ju 52/3m.Based on a short-lived
single engine model, the Ju 52 first flew in April
1931 and quickly became the workhorse of both the airline and the
reviving Luftwaffe, with a standard passenger-carrying load of 17.
During the Spanish Civil War, the Ju 52 ferried more than 10,000
Moorish troops from Morocco to Spain, as well as dropping 6000 tons
of bombs.
With three BMW engines of 725 horsepower each, the Ju 52 had a
maximum speed of 171 mph and a range of 800 miles. For air defense
and tactical ground support the bomber carried two 7.92 machineguns
and could be fitted with a variety of bomb racks as the need arose;
the plane's trademark corrugated skin produced a very solid airframe.
By the beginning of World War Two over 1,000 Ju 52’s were in
service; eventually a total of 5,000 planes would fly the Nazi colors
performing every imaginable mission from troop transport to
mine-laying on all fronts. During the war some thirteen ‘variations
on a theme’ saw improved radios, interchangeable float/ski/wheel
landing gear (indicating the wide range of Luftwaffe requirements),
better armor and engines, and heavier defensive armament.
In Spain, Casa built 170 Ju 52s for the Spanish air force, under the
designation Casa 352, and even France built the airplane,
under the designation AAC.1 Toucan.
Demonstrating the plane’s strength, three aircraft sold to Swiss
Air remained in service until 1981 and are still flying in private
hands today. Several others still fly charter and sightseeing flights
throughout the world. (1)
Design and development
The
Ju 52 was similar to the company's previous Junkers
W 33, although larger.
In 1930, Ernst Zindel and
his team designed the Ju 52 at the Junkers works
at Dessau.
The aircraft's unusual corrugated duralumin metal
skin, pioneered by Junkers during World
War I, strengthened the
whole structure.
The
Ju 52 had a low cantilever wing,
the midsection of which was built into the fuselage,
forming its underside. (2) It
was formed around four pairs of circular cross-section
duralumin spars with
a corrugated surface that provided torsional stiffening. A narrow
control surface, with its outer section functioning as the aileron,
and the inner section functioning as a flap,
ran along the whole trailing
edge of each wing
panel, well separated from it. The inner flap section lowered the
stalling speed and the arrangement became known as the Doppelflügel,
or "double wing". (3)
Lufthansa's 21st-century airworthy heritage Ju 52/3mg2e (Wk-Nr 5489) in flight, showing the Doppelflügel, "double wing" trailing edge control surfaces. |
The
outer sections of this operated differentially as ailerons,
projecting slightly beyond the wingtips with control horns. The
strutted horizontal stabilizer carried
horn-balanced elevators which
again projected and showed a significant gap between them and the
stabilizer, which was adjustable in-flight. All stabilizer surfaces
were corrugated.
The
fuselage was of rectangular section with a domed decking, all covered
with corrugated light alloy. There was a port side passenger door
just aft of the wings, with windows stretching forward to the
pilots' cockpit.
The main undercarriage was
fixed and divided; some aircraft had wheel fairings,
others not. There was a fixed tailskid, or a later tailwheel. Some
aircraft were fitted with floats or skis instead of the main wheels.
In
its original configuration, designated the Ju
52/1m, the Ju 52
was a single-engined aircraft, powered by either a BMW or Junkers
liquid-cooled engine. However, the single-engine model was
underpowered, and after seven prototypes had
been completed, all subsequent Ju 52s were built with three radial
engines as the Ju
52/3m (drei motoren —
"three engines"). Originally powered by three Pratt
& Whitney R-1690 Hornet radial
engines, later production models mainly received 574 kW
(770 hp) BMW 132 engines,
a licence-built refinement of the Pratt & Whitney design. Export
models were also built with 447 kW (600 hp) Pratt
& Whitney R-1340 Wasp and
578 kW (775 hp) Bristol
Pegasus VI engines.
The two wing-mounted radial engines of the Ju 52/3m had
half-chord cowlings and
in planform view (from above/below) appeared to be splayed outwards,
being mounted at an almost perpendicular angle to the tapered wing's
sweptback leading edge. The central engine had a cowling like
a Townend ring as
the fuselage behind it was increasing in diameter, though some later
aircraft had deeper cowlings. Production Ju 52/3m aircraft flown by
LuftHansa before World War II, as well as Luftwaffe-flown Ju 52s
flown during the war, usually used an air-start
system to turn over
their trio of radial engines, using a common compressed air supply
that also operated the main wheels' brakes.
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 World
War II.
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.
(4)
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. (5) Two
bomb bays were fitted, capable of holding up to 1,500 kg
(3,300 lb) of bombs, while defensive armament consisted of two
7.92mm 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. (6)
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. (7)(8)
The Ju 52 first saw military service in the Spanish
Civil War against
the Spanish Republic.
It was one of the first aircraft delivered to the fraction of the
army in revolt in July 1936 as both a bomber and transport. In the
former role, it participated in the bombing
of Guernica. No more of
the bomber variant were built after this war, though it was again
used as a bomber during the bombing
of Warsaw (9) during
the Invasion of Poland of
September 1939. The Luftwaffe then
relied on the Ju 52 for transport roles during World War II,
including paratroop drops.
World War II
While
in use by the Deutsche Lufthansa the
Ju 52 had proved to be an extremely reliable passenger airplane and
was, therefore, adopted 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 World War II.
Even though it was built in great 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 approximately the
summer of 1944; when the war came to an end, there were still 100 to
200 available.
Fallschirmjäger jumping from Ju 52 |
Heavy
losses in combat
The
first major operation for the aircraft was in Operation
Weserübung, the attack
on Denmark and Norway on 9 April 1940. Fifty-two Ju 52s from 1. and
8. Staffel in Kampfgeschwader 1 transported a company of
Fallschirmjäger and a battalion of infantry to the northern part of
Jutland, and captured the airfield at Aalborg,
vital to support the operation in southern Norway. Several hundred Ju
52s were used to transport troops to Norway in the first days of this
campaign.
The
Netherlands
Later,
Ju 52's participated in the attack on the Netherlands on
10 May 1940, where they were deployed in the first large-scale air
attack with paratroops in history during the Battle
for The Hague. No fewer
than 295 Ju 52s were lost in that venture and in other places in the
country, due to varying circumstances, among which were accurate and
effective Dutch anti-aircraft defenses and German mistakes in using
soggy airfields not able to support the heavy craft. (10) On
10 May alone, 278 were downed or disabled, making this day unequaled
in military history as no-where else were so many planes lost of one
type on one day, including the Battle
of Britain. (In total on
that day, 512 planes went down, another never challenged world
record). (11)
Thus,
almost an entire year's production was lost in one day in the
Netherlands. The lack of sufficient numbers of aircraft most probably
heavily influenced the decision not to invade England following the
Battle of Britain. (10)
After
Holland
After
the campaign in the West, the air transport units were brought up to
their pre-Holland strength and were assembled at airfields in the
Lyon, Lille, and Arras areas in August 1940. (12) Probably
this was done using new and repaired aircraft augmented by other
transport planes like the FW-200
Condor and the Ju
90.
A Ju 52 approaching Stalingrad, 1942 |
During
the North African Campaign,
the Ju 52 was the mainstay reinforcement and resupply transport for
the Germans, starting with 20 to 50 flights a day
to Tunisia from Sicily in
November 1942, building to 150 landings a day in early April as the
Axis situation became more desperate. The Allied air forces developed
a counter-air operation over a two-month period and
implemented Operation Flax on
5 April 1943, destroying 11 Ju 52s in the air near Cap
Bon and many more
during bombing attacks on its Sicilian airfields, leaving only 29
flyable. (13) That
began two catastrophic weeks in which more than 140 were lost in air
interceptions, (14) culminated
on 18 April with the infamous "Palm
Sunday Massacre" in
which 24 Ju 52's were shot down and another 35 staggered back to
Sicily and crash-landed. (15)
A minesweeper Ju 52 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 landplanes, were also used as minesweepers,
known as Minensuch —
literally, "mine-search" aircraft in German — fitted
with a 14 m diameter current-carrying degaussing ring
under the airframe to
create a magnetic field that triggered submerged naval
mines. (16)
Hitler's
personal transport
Hitler
used a Deutsche LuftHansa Ju 52 for campaigning in the 1932 German
election, preferring flying to transport by train. After he
became Chancellor of Germany in
1933, Hans Baur became
his personal pilot, and Hitler was provided with a personal Ju 52.
NamedImmelmann
II after
the World War I ace Max
Immelmann, it carried
the registration D-2600. (17) As
his power and importance grew, Hitler's personal air force grew to
nearly 50 aircraft, based at Berlin
Tempelhof Airport and
made up of mainly Ju 52s, which also flew other members of his
cabinet and war staff. In September 1939 at Baur's suggestion, his
personal Ju 52 Immelmann
II was
replaced by the four-engine Focke-Wulf
Fw 200 Condor,
although Immelman
II remained
his backup aircraft for the rest of World War II.
Hitler´s
transport, Junkers JU 52. Flying over Nürnberg.
|
Chiang
Kai-shek's personal transport
Eurasia was the main Chinese
Airliner Company in the 1930s and Ju 52 was the main airliner plane.
One of them was commandeered by the Chinese Nationalist Party
Government and became Chiang Kai-shek's personal transport.
Compiled by Luis German Dzib Aquilar
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