Junkers Ju 290
Ju 290 | |
---|---|
Captured Ju 290A-7 in flight with American FE markings | |
Role | Maritime patrol, Transport, Heavy bomber |
Manufacturer | Junkers |
Designer | Konrad Eicholtz[1] |
First flight | 16 July 1942 (Ju 290 V1) |
Introduction | August 1942 |
Primary users | Luftwaffe Spain (Post war) |
Produced | 1942–1946 |
Number built | 65[2] |
Developed from | Junkers Ju 90 |
Variants | Junkers Ju 390 |
The Junkers Ju 290 was a large German, four-engine long-range transport, heavy bomber and maritime patrol aircraft used by the Luftwaffe late in World War II. It was developed from an airliner.
Design and development
The Junkers 290 was developed directly from the Ju 90 airliner, versions of which had been evaluated for military purposes, and was intended to replace the relatively slow Focke-Wulf Fw 200 Condor, which by 1942 was proving increasingly vulnerable when confronted with Royal Air Force aircraft. The Fw 200's airframe lacked sufficient strength for the role in any case. The Ju 290 was also intended to meet the need for large transport aircraft. A bomber version, the A-8, was planned, but never built.[3] Design was headed by Konrad Eicholtz.[1]
The development programme resulted in the Ju 290 V1 prototype BD+TX, which first flew on 16 July 1942. It featured a lengthened fuselage, more powerful engines, and a Trapoklappe - a hydraulically operated rear loading ramp. Both the V1 and the first eight A-1 production aircraft were unarmed transports. The need for heavy transports saw the A-1s pressed into service as soon as they were completed. Several were lost in early 1943, including one taking part in the Stalingrad Airlift, and two flying supplies to German forces in Tunisia, and arming them became a priority.[citation needed]
The urgent need for Ju 290s in the long-range maritime
The A-3 version followed shortly after with additional navigational equipment and heavier defensive armament. It was fitted with two hydraulically powered HDL 151 dorsal turrets armed with 20 mm MG 151 cannons, with a further 20 mm MG 151 and a 13 mm (.51 in) MG 131 machine gun fitted in a typically German Bola gondola[a] directly underneath the forward dorsal gun turret, and a 20 mm MG 151 fitted in the tail operated by a gunner in a prone position. Two 13 mm (.51 in) MG 131s were also fitted in waist positions (Fensterlafetten). The A-3, along with the A-2, also featured large fuselage auxiliary fuel tanks. Both retained the rear loading ramp so that they could be used as transports if required.[citation needed] The A-5 variant was fitted with a further increase in armour protection, dual 13mm MG 131 in a rear-facing position in the gondola.[4] and had two dorsal turrets, operating either a 20mm MG 151/20 or a 15mm MG 151/15. The last A-5, W. Nr. 0180, carried two 20mm MG 151 cannon in lieu of the smaller MG 131.[5] The A-5 had the capability of launching guided munitions such as the Fritz X.[1]
The improved A-7 version appeared in spring 1944 with 13 completed, of which 10 served with the long-range reconnaissance group, Fernaufklärungsgruppe (FAGr) 5. Some A-7s and some A-4s were fitted with a detachable nose turret armed with a 20 mm MG 151/20 for added defense against frontal attack. No bombs were carried, as it was intended that the A-5 and A-7 would be fitted with the FuG 203 Kehl radio guidance system to launch guided Fritz X and Hs 293 anti-ship glide bombs.[citation needed]
Production lines were set up at the Letov aircraft factory in Prague for combat versions of the aircraft, commencing with the Ju 290A-2, which carried the Hohentwiel maritime search radar for its patrol role. Minor changes in armament distinguished the A-3 and A-4, leading to the definitive A-5 variant. The A-6 was a 50-passenger transport aircraft.[citation needed]
Griehl (2006) claims that, starting in September 1944, three more Ju 290s were constructed for "special purposes" by Junkers. RLM records show that production of the Ju 290 was halted in mid-1944, so those Ju 290s might have been unfinished airframes, one of which became the Letov L.290 Orel.[6][7]
The B-1 was a high-altitude heavy bomber that was the last variant to be built; a B-2 version was also under development.[8]
Operational history
A special long-range reconnaissance group, FAGr 5 (Fernaufklärungsgruppe 5), had been formed on 1 July 1943 and during the late summer of 1943 three of the new Ju 290A-2s were delivered to its 1 Staffel, which became operational at Mont-de-Marsan near Bordeaux on 15 October of that year. They flew their first operational missions in November 1943, shadowing Allied convoys in cooperation with U-boats, often remaining airborne for up to 18 hours.[citation needed]
Five Ju 290A-3 aircraft with more powerful
In November 1943, a second Staffel was activated and, with a range of over 6,100 km (3,790 mi) the Ju 290s ranged far out over the Atlantic, relaying sightings of Allied convoys to U-boats. 11 Ju 290A-5s with increased armour, heavier armament and
Towards the end of 1943, Admiral Dönitz demanded that the entire output of Ju 290s be made available for support of the German U-boat campaign. However, only 20 were assigned for this purpose. Even though both Hitler and Dönitz demanded an increase, the Luftwaffe General Staff declared it was unable to assign any more for naval reconnaissance purposes. The General Staff argued that there could be no increase in output so long as the Luftwaffe was not conceded "precedence in overall armaments".[citation needed]
In the spring of 1944, after Albert Speer had taken over the direction of air armaments, the Oberkommando der Luftwaffe (Luftwaffe High Command) boldly announced that production of the Ju 290 was to be suspended despite it being urgently needed for maritime reconnaissance; suspending production meant that resources could instead be diverted to building fighters. At that point in time, Speer's position was weak and Hermann Göring (head of the Luftwaffe)was trying to find allies to help him strip Speer of his power, and the Luftwaffe was not prepared to offer the Navy more than "goodwill".[9]
On 26 May 1944, shortly after daybreak, a Hawker Sea Hurricane, piloted by Sub-lieutenant Burgham from the escort carrier HMS Nairana protecting a convoy, shot down Ju 290 (9V+FK) of FAGr 5 over the Bay of Biscay. The afternoon of the same day, Sub-lieutenants Mearns and Wallis attacked two more Ju 290s. Mearns shot down 9V+GK piloted by Kurt Nonneberg, which ditched in the sea. The other Ju 290 disappeared on fire into cloud and was assumed to have crashed.[10][11]
As the
Ju 290 A-5, works number 0178, D-AITR, Bayern of Luft Hansa flew to Barcelona on 5 April 1945, piloted by Captain Sluzalek. The aircraft suffered damage to its landing gear on landing and was repaired with parts brought from Germany by a Lufthansa Fw 200. It remained in Spain because the Spanish Government ordered that regular Luft Hansa flights on route K22 be terminated from 21 April and was turned over to the Spanish authorities.[13]
Flights to Japan
Following the invasion of the Soviet Union in June 1941, plans were made to connect Germany and Japan by air using Luftwaffe aircraft modified for very long range flights. Commercial flights to the Far East by Lufthansa were no longer possible, and it had become too dangerous for ships or U-boats to make the trip by sea. Field Marshal Erhard Milch authorised a study into the feasibility of such direct flights. Various routes were considered, including departing from German-occupied Russia and Bulgaria. Nautsi, near Lake Inari in the north of Finland, was finally selected as the optimum starting point for a great circle route along the Arctic Ocean then across eastern Siberia, to refuel in Manchuria before completing the flight to Japan.[citation needed]
In 1943, the Ju 290 was selected for the flights and tests began in February 1944 of a Ju 290 A-5 (works number 0170, Stammkennzeichen factory code of KR+LA) loaded with 41 tonnes (45 tons) of fuel and cargo. Three Ju 290 A-9s (works numbers 0182, 0183 and 0185) were modified for long-range work at the Junkers factory in March 1943. The plan was eventually put on indefinite hold after the Japanese failed to agree on a route, as they did not want to provoke the Soviet Union by an overflight of Siberia, and the three aircraft were eventually transferred to KG 200 without any attempt at a long-range flight to Japan.[citation needed]
The idea for a flight to Japan was revived again in December 1944 to transport Luftwaffe General
KG 200
The Luftwaffe Special Operations squadron,
Variants
Hitler's personal transport
On 26 November 1943, Ju 290 A-5, no. 0170, along with many other new aircraft and prototypes, was shown to Adolf Hitler at
The aircraft was fitted with a special passenger compartment in the front of the aircraft for Hitler, which was protected by 12 mm (.5 in) armour plate and 50 mm (2 in) bulletproof glass. A special escape hatch was fitted in the floor and a parachute was built into Hitler's seat; in an emergency it was intended that he would put on the parachute, pull a lever to open the hatch, and roll out through the opening. This arrangement was tested using life-size mannequins.[citation needed][19]
Hans Baur flew the aircraft to Munich-Riem airport on 24 March 1945, landing just as an air-raid alert was sounded. He went home after parking it in a hangar but on returning to the airport, he discovered that both hangar and aircraft had been destroyed by American bombers.[20]
Ju 290Z Zwilling
Junkers project documents from 1942 to 1944 indicate that a Zwilling (German: 'twin') variant was proposed. It was to be composed of two Ju 290 fuselages and powered by eight BMW 9-801 engines; two mounted on each outboard wing and four on the inboard wing. It was to carry a single Messerschmitt Me 328 jet parasite fighter on top of the right fuselage. The Ju 290Z was canceled in favor of the Ju 390.[21]
Amerika Bomber precursor
The long range of the Ju 290 made it a good candidate for further development concerning the
The draw backs were twofold, first the initial rate of climb would be very poor, and the fully loaded airplane could only operate out of two airfields in France.
By March 1943 consideration of using a Ju 290 to refuel another was made and the result was to see up to four Ju 290s converted to be tankers or long range bombers.[25][28] Tanker/receiver experiments continued in early 1944 when two Ju 290 A-2s were tested under operational conditions from Mont de Marsan in France.[29][30] As Germany lost access to the ocean — and the cancellation of both the He 277 on Hitler's 55th birthday,[31] followed by the Me 264's cancellation on September 23, 1944; the America Bomber role soon evaporated, and by October 1944, all production was stopped. Both the Ju 290A-8 and Ju 390A-1 were each intended to use two of the under-development, Borsig-designed Hecklafette HL 131V quadmount tail turrets (each armed with four Rheinmetall-Borsig MG 131 machine guns apiece), with one turret in its originally intended role for rearwards defence and, one in the nose, adapted for forward defence.[citation needed]
Post-war use
A number of Ju 290s survived the war, the Allies evaluating at least three examples, none of which was known to have survived intact into the 21st century.
- Ju 290 A-4 no. 0165, which had been equipped with attachments for Fritz X, Hs 293, and Hs 294 ordnance and the FuG 203e Kehl radio guidance gear, was surrendered to the U.S. Renamed Alles Kaputt,Freeman Field and Wright Field. When the aircraft was scrapped at Wright Field in 1946, a plastic explosive device of German manufacture was discovered in the wing near to a fuel tank.[33]
- An A-5 (Wk. no. 0178), Bayern of Luft Hansa, which had been interned at Barcelona, was acquired by the Spanish and was eventually used by the Spanish Air Force from 29 April 1950 to 27 July 1956 as a government transport of personnel for the Superior School of Flight in Salamanca. Following an accident, it was scrapped due to a lack of spare parts in May 1957.[13][34]
- A final Ju 290 was built by the Letov Kbely aircraft company in Czechoslovakia in 1946, using parts intended for the Ju 290 B-1 high-altitude prototype. It was completed as a transport with capacity for either 40 or 48 passengers (sources vary), and designated Letov L-290 "Orel" ('eagle'). It was offered as an airliner but was not adopted because it lacked the appropriate internal equipment, and the BMW engines were not available in sufficient numbers.[35]
Operators
- Ceské aerolinie operated one aircraft postwar as Letov L.290 Orel.
- Spanish Air Forceoperated 1 ex-Luftwaffe aircraft postwar.
Specifications (Ju 290 A-5)
Data from Junkers aircraft and engines, 1913–1945,[36] German aircraft of the Second World War,[37] The warplanes of the Third Reich[38]
General characteristics
- Crew: 9
- Length: 28.64 m (94 ft 0 in)
- Wingspan: 42 m (137 ft 10 in)
- Height: 6.83 m (22 ft 5 in)
- Wing area: 205.3 m2 (2,210 sq ft)
- Empty weight: 24,000 kg (52,911 lb)
- Gross weight: 40,970 kg (90,323 lb)
- Max takeoff weight: 44,969 kg (99,140 lb)
- Powerplant: 4 × BMW 801G 14-cylinder air-cooled radial piston engines, 1,300 kW (1,700 hp) each for take-off
- 1,080 kW (1,450 hp) at 2,000 m (6,560 ft)
- 980 kW (1,310 hp) at 5,800 m (19,030 ft)
- Propellers: 3-bladed constant-speed propellers
Performance
- Maximum speed: 439 km/h (273 mph, 237 kn) at 5,800 m (19,030 ft)
- Cruise speed: 360.5 km/h (224.0 mph, 194.7 kn) at 5,800 m (19,030 ft)
- Range: 6,148 km (3,820 mi, 3,320 nmi) with 21,003 L (5,548 US gal; 4,620 imp gal)
- Service ceiling: 6,000 m (19,685 ft)
- Time to altitude: 1,860 m (6,090 ft) in 9 minutes 48 seconds at 90,323 lb (40,970 kg)
Armament
- Guns: ** 2 × 20 mm (0.787 in) MG 151/15 cannon in dorsal turrets
- 1 × 20 mm (0.787 in) MG 151/20 in tail
- 2 × 13 mm (0.512 in) MG 131 machine guns in waist
- 1 × 20 mm (0.787 in) MG 151/20 or 1 x 30 mm (1.181 in) MK 103 cannon in front gondola
- 2 × 13 mm (0.512 in) MG 131 machine guns in rear gondola
- Bombs: Up to 3,000 kg (6,600 lb) of disposable stores or three Fritz X, F5W torpedoes or Henschel Hs 293 radio-guided munitions, though these were not widely used
Avionics
- Radar: FuG 200 Hohentwiel
See also
Related development
Aircraft of comparable role, configuration, and era
Related lists
- List of bomber aircraft
- List of military aircraft of Germany
- List of World War II military aircraft of Germany
References
Notes
- ^ a b Zoeller, Horst. "Junkers–Who is who? E". The Hugo Junkers homepage. Archived from the original on October 27, 2009. Retrieved 2016-06-22.
{{cite web}}
: CS1 maint: unfit URL (link) - ^ Gustin, Emmanuel. "Junkers Ju 290 and Ju 390." uboat.net. Retrieved: 4 June 2013.
- ^ a b Sweeting 2001, p. 123.
- ^ G.G Lepage, Jean-Denis (2009). Aircraft of the Luftwaffe 1935-1945: An Illustrated Guide. McFarland, Incorporated, Publishers. p. 168.
- ISBN 0914144030.
- ^ Griehl 2006, p. 203.
- ^ "Junkers Ju 290 and 390 Variants". Secret Projects Forum. 2008-07-20. Retrieved 2024-02-04.
- ^ "Junkers Ju 290".
- ^ Deist and Schreiber et al. 1990, p. 657.
- ISBN 978-1-84176-610-2.
- ^ "[Obituary of] Lt-Cdr Sammy Mearns". The Telegraph. 14 Jun 2009. Archived from the original on 2009-06-18. Retrieved 4 June 2013.
- ^ Sweeting 2001, p. 124.
- ^ a b Sweeting 2001, p. 116.
- ^ Sweeting and Boyne 2001, p. 125.
- ^ Polmar and Allen 1991, p. 455.
- ^ Stahl 1981, pp. 78–88.
- ^ Sweeting 2001, p. 87.
- ^ Sweeting and Boyne 2001, p. 85.
- ISBN 9781526760760.
- ^ Sweeting and Boyne 2001, p. 87.
- ISBN 1-85780-092-3.
- ^ Griehl 2006, p. 49.
- ^ a b Griehl 2006, p. 53.
- ^ Griehl 2006, p. 93.
- ^ a b Griehl 2006, p. 45.
- ^ Griehl 2006, p. 153.
- ISBN 978-1-85310-364-3.
- ^ Griehl 2006, p. 156.
- ^ Ju 290 A-2 SB+QG, works number 0157, and Ju 290 SB+QH, works number 0158
- ^ Griehl 2006, pgs. 156–157.
- ISBN 1-85310-364-0.
- ^ "Nazi B-29 Carries 90 Men." Popular Mechanics, November 1945, p. 10.
- ^ Samuel 2004, pp. 317–322.
- ^ Avila Cruz, Gonzalo. "Singular Giant: Spain's one-off Ju290". Air Enthusiast, No. 82, July/August 1999, pp. 50–54.
- ^ Kay and Couper 2004, p. 202.
- ISBN 0851779859.
- ISBN 0851778364.
- ISBN 0385057822.
Bibliography
- Azaola, Luis Ignacio de. "The Last of the Grossen Dessauer". ISSN 0143-5450
- Cruz, Gonzalo Avila (July–August 1999). "Singular Giant: Spain's One-off Ju 290". Air Enthusiast (82): 50–54. ISSN 0143-5450.
- ISBN 0-19-820873-1.
- Flude, Ray (January 2019). "Kommando Japan". The Aviation Historian (26): 86–95. ISSN 2051-1930.
- Green, William. Warplanes of the Third Reich. London: Macdonald and Jane's Publishers Ltd., 1970. ISBN 0-356-02382-6.
- Griehl, Manfred Luftwaffe Over Amerika. New York: Barnes & Noble, 2006. ISBN 0-7607-8697-6.
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