Junkers flugzeugwerke авиастроительные компании германии

Junkers Flugzeug- und Motorenwerke AG (JFM), more commonly Junkers, was a major German aircraft manufacturer. It produced some of the world’s most innovative and best-known airplanes over the course of its fifty-plus year history in Dessau, Germany. It was founded there in 1895 by Hugo Junkers, initially manufacturing boilers and radiators. During World War I, and following the war, the company became famous for its pioneering all-metal aircraft. During World War II the company produced some of the most successful Luftwaffe planes, as well as piston and jet aircraft engines, albeit in the absence of its founder, who had been removed by the Nazis already in 1934.

History

World War I

The history of Junkers aircraft production begins with the Junkers J 1 mid-wing monoplane (not to be confused with the later, all-metal sesquiplane ground attack aircraft J.I which had a factory designation J4). Research for this aircraft began in 1914 and was interrupted by the start of the First World War. The prototype aircraft, named the Blechesel (Tin or Sheet-metal Donkey), was completed in very late 1915 after the outbreak of the war. This aircraft is significant in that it was the first flyable aircraft to utilize an all-metal «total structural» design. Contemporary aircraft were built around wooden frames constructed in a rib-and-stringer fashion, reinforced with wires, and covered with a stretched fabric. The J 1 was a semi-monocoque design, using steel ribs and sheeting that formed both the stringers and the skin. At the time aluminium was still fairly expensive and the desirable, newest light duralumin alloy could not be worked in sheet form without damaging flaking occurring, so the J 1 was made of sheet electrical steel. It was quite heavy as a result, which translated into poor climb and maneuverability, yet its clean monoplane layout, which even featured a ventral «belly» radiator installation for its Mercedes D.II inline-six cylinder engine, had very low drag, and the J1 was one of the fastest planes of its day, reaching speeds of 170 km/h, with only a 120 hp engine for power.

Following the J 1, a series of «J-designated» aircraft followed, each advancing the state of the art in terms of strength and weight, but no single design progressed much beyond the prototype stage in terms of production potential. The Junkers J 2 was an extensively «cleaned up» and armed single-seat fighter descendent of the J 1, while the J 3, a never-completed single rotary engined mid-wing monoplane design that only consisted of covered wing panels and a nearly complete fuselage frame, replaced the smooth exterior electrical steel sheeting with corrugated duralumin. IdFlieg, in charge of aircraft evaluation, was unconvinced of the monoplane layout of these designs, and ordered a sesquiplane design as the J 4. Junkers took this opportunity to produce all the flying surfaces (wings and horizontal stabilizer) of the J 4 aircraft of corrugated duralumin (except for some fabric on the rear fuselage, and the armored steel fuselage «bathtub») in order to lower weight. The J 4 became Junkers’ first design to enter production, with orders totalling 283, of which about 184 were delivered to operational units. Since it was the first design from Junkers to serve in the Luftstreitkräfte’s «J-class» of armored, infantry co-operation aircraft, which also had aircraft designed by Albatros and AEG serving with it in the same capacity, the curious and confusing instance of the Junkers J 4 armored all-metal sesquiplane getting the German military designation «J.I» was one caused solely by the Luftstreitkräfte’s choice of letter for all of their armored, ground forces co-operation aircraft class in World War I, with other J-class aircraft coming from Albatros Flugzeugwerke and the aviation division of AEG.

Junkers continued to believe in the monoplane layout constructed entirely in metal, and continued the J-series with a number of newer monoplane designs. One of the most successful was the J 7 which went through five major and minor changes in its airframe design during tests throughout 1917, which was later stretched to form the two-seat J 8. The J 8 was the first cantilever monoplane design, and looked extremely «modern» when compared to contemporary wire-braced biplane designs. The J 8 was put into limited production by the Junkers-Fokker Werke as the J 10, receiving the IdFlieg designation of CL.I, a small number of which saw service on the Eastern Front just before the war ended. Likewise, the single-seat J 7 itself led to the J 9 design, built in small numbers by both the Junkers firm itself (abbreviated «Jco» or «Jko»), and the Junkers-Fokker-Werke AG (abbreviated «Jfa»), as the Junkers D.I low wing fighter plane, with the «Jfa» collaborative firm founded through strong influence of the German government on October 20, 1917.

The corrugated duralumin wing and fuselage «skin» introduced in the J-series became a trademark of Junkers aircraft built in the 1920s and 30s. Development continued during the course of World War I, including a growing (but troublesome) partnership with Fokker, as the Junkers-Fokker Aktiengesellschaft, or «Junkers-Fokker Werke», abbreviated «Jfa» by the German government of the time and founded on October 20, 1917. Several Junkers designs were licensed to Fokker during this period. The visual similarity of Junkers and Fokker aircraft during the next decade, especially after Reinhold Platz adapted some of the Junkers design concepts, but mostly crafted in wood for the Fokker designs’ wing structures instead of the all-metal Junkers construction techniques, is attributable to this early affiliation. The Great War ended with German Navy trials of model J11, which was an all-metal floatplane prototype.

Early inter-war period

In the immediate post-war era, Junkers used their J8 layout as the basis for the F-13, first flown on 25 June 1919 and certified airworthy in July of the same year. This four passenger monoplane was the world’s first all-metal airliner. Of note, in addition to significant European sales, some twenty-five of these airplanes were delivered to North American customers under the Junkers-Larsen affiliate and were used primarily as airmail planes.

The Treaty of Versailles signed only days after the F-13 flew, initially forbade any aircraft construction in Germany for several months. After that span of time only the design of civilian aircraft was permitted to Germany. Junkers developed a series of progressively larger civil aircraft including the single-engined G.24 and three-engined G.31. Neither aircraft was a commercial success. With the expiration of treaty restrictions in 1926, Junkers introduced the Junkers W33 and Junkers W34 series which did find significant commercial success via large production orders in passenger, freight hauling, and, somewhat later, military configurations. The W-33/W-34 series also set multiple aviation «firsts» including records for flight duration, flight distance, altitude, rocket assisted take-off and inflight refueling between 1926 and 1930.

Junkers’ produced a design study in 1924 for a visit to the United States. The study outlined a four-engined 80-passenger plane, incorporating a forward canard wing, as well as a main wing, both of which were fitted above twin pylons. Called the Junkers J.1000 Super Duck passenger seating was to be provided both in the main wing and the hull sections of the craft. This Junkers design, including a scale model, was intended to illustrate an aircraft capable of trans-Atlantic operations of 8 to 10 hours and was completely revolutionary for its day.^[1]

The basic principles outlined in this design were later introduced in the Junkers G.38, which was introduced and put into regular service by Deutsche Luft Hansa. At the time of its introduction, this four-engined transport was the largest landplane in the world carrying thirty-four passengers and seven crew members. The G.38 sat some of its passengers in the wing area outboard of the fuselage, the front of which was covered with windows.

Also, in 1932, Junkers joint project with Maybach designed and built an aerodynamic car but found due to the depression that the market for high end luxury cars was saturated.^[2]

Financial troubles

Around 1931 the company suffered from a series of financial difficulties that led to the collapse of the group of companies. The existing shareholders pressured Hugo to leave the company. Hugo, however, was the patent holder on a wide variety of the technologies used in most of the existing Junkers designs, including many of their engines.

A plan was started to solve both problems by «buying out» Hugo’s engine patent portfolio and placing it into the hands of a new company, the Junkers Motoren-Patentstelle GmbH, which was eventually formed in November 1932.^[3] The new company would then license the technologies back to the various companies, most notably what was then Junkers Motorenbau (one of many «Jumo» companies). However, before Junkers actually transferred his patents to the Patentstelle, the collapse of the Junkers consortium was solved by the sale of the Junkers Thermo Technik GmbH to Robert Bosch, who still uses the brand name to the present.

File:Bushehr Airport.jpg

Nazi takeover

The Nazi party came to power in Germany in 1933, and all German aviation development was shifted away from long-range civil aircraft types. Hugo Junkers himself was forced to transfer all his patents to the Nazis, who doubted that Junkers (a socialist pacifist) would comply with their plans. Shortly after, his holdings were expropriated and he was placed under house arrest. The company that had pioneered commercial aviation development for at least a decade was relegated to relatively small one- and two-engined military design competitions issued by the Reichsluftfahrtministerium (RLM) the «Reich Aviation Ministry». Two exceptions to this were the legendary Ju 52 and the Ju 90.

Ju 52 development had started in 1928 as a single-engined commercial transport and evolved, initially to a two-engined, later into the classic «trimotor» design for which the Tante Ju became world famous. The Ju 52 was a bona fide commercial success, with over 400 airplanes delivered to various airlines around the world prior to the outbreak of World War II, including the countries of: Finland, Sweden, Argentina, Brazil, Uruguay, Ecuador, Peru, Mexico, South Africa, Denmark, Norway, Italy, UK, Belgium, Hungary, Estonia, Greece, Spain, and of course, Germany. As a consequence of its rugged design, Spain and France resumed Ju 52 production after cessation of the Second World War.

With the introduction of the Junkers Ju 86 bomber of 1934, Junkers abandoned the corrugated sheeting of his earlier designs. The basic layout was used in the four-engine Junkers Ju 89 heavy bomber, but this program ended with the death of Walther Wever, and his Ural bomber program along with him. Junkers then adapted the Ju 89 to passenger use, introducing the Junkers Ju 90, one of the first planes specifically designed for scheduled trans-Atlantic flights to the US. Developed in 1937, the aircraft suffered multiple setbacks with crashes of prototypes in 1937 and 1938. Further refinements enabled certification in 1939 and spurred South African Airways to make an initial order for two aircraft fitted with US-built Pratt & Whitney engines. Just as the aircraft was being readied for its first commercial flights, World War II began. With the outbreak of hostilities, all models were requisitioned by the Luftwaffe for military air-transport roles, and later, long-range maritime patrol.

World War II

Military aircraft production was begun by the company in the 1930s and eventually monopolized all its resources. Perhaps the most notable design was the Junkers Ju 87 Stuka dive bomber, one of the Luftwaffe’s most effective aerial weapons (at least in the early war period) and continually used for bombing attacks as an integral part of the Blitzkrieg strategy. The Stuka was used both for precision tactical bombing and the strafing of enemy positions, acting as a sort of «airborne artillery» that was able to keep up with the fast-moving tanks and attack defended points long before traditional artillery could be brought into range. Later in the war it was fitted with a large cannon and employed in a «tank busting» role against Soviet armour. It gained notoriety for its use at both Dunkirk and later Stalingrad, where it caused enormous destruction under Field Marshal Wolfram von Richthofen’s VIII Air Corps.

Perhaps even more successful was the Junkers Ju 88, the primary medium bomber of the German forces. It was used in practically every role imaginable; level bomber, shallow-angle dive bomber, night fighter, and bomber destroyer, as well as in anti-shipping raids. A variety of improved versions were also produced over the course of the war, including the Ju 188 and Ju 388 which included numerous features for better performance, but never replaced the Ju 88 outright. A much more formidable aircraft was also planned, the Junkers Ju 288 for the Bomber B design competition, which it handily won — but the required high-power engines never worked properly in tests, and as the design was also plagued with insufficiently strong main landing gear, the effort was eventually abandoned.

The Ju 52 was a transport aircraft, roughly equivalent to the Allies’ DC-3 Dakota, that was also modified to carry out bombing raids. A total of 4,845 Ju 52 were produced before and during World War II, leading to widespread use delivering men and supplies in support of the German war effort. The Ju 52 had previously seen service in the Spanish Civil War, where it took part in the Condor Legion’s destructive raids on Durango and Guernica in 1937 which illustrated to the world—for the first time—the destructive potential and horror of strategic bombing. Unfortunately for its pilots and military passengers, by the outbreak of World War II, the Ju 52 was a thoroughly obsolete military design and unlike many other famous Luftwaffe aircraft, the Tante Ju was cumbersome, slow, and therefore vulnerable to attack. This resulted in many losses, namely at Crete and Stalingrad.

The abortive Amerika Bomber design competition for a trans-Atlantic range strategic bomber saw the Junkers firm build two prototypes of its six-engined Junkers Ju 390, basically a stretch of the four-engined Ju 290 transport — competing against the trio of Me 264 four-engined prototypes as the only fully airworthy competitors for the contract, which had included designs from Focke-Wulf and Heinkel that were never built, with the competition ended in July 1944 due to the developing need for interceptors to defend the Reich.

Post World War II

The Junkers company survived the Second World War and was reconstituted as Junkers GmbH and eventually merged into the MBB consortium (via joint venture Flugzeug-Union-Sued between Heinkel and Messerschmitt in 1958).^[4] Messerschmitt ended the joint venture in 1965 by acquiring control of JFM AG and absorbed within Messerschmitt in 1967.^[4] Within West Germany, Junkers GmbH was engaged in research on the future of aerospace transportation during the fifties and early-1960s. During this period, Junkers employed the famous Austrian engineer and space travel theorist, Eugen Sänger, who in 1961 completed work for the design of an advanced orbital spacecraft at Junkers. Junkers GmbH was absorbed within MBB and the Junkers name disappeared in 1969.^[5]

Junkers Jumo

Junkers also ran an engine factory, and in 1923 they separated it from the parent to form its own company, Junkers Motoren, or Jumo. This company expanded greatly in the 1920s and 30s, with factories spread across Germany. Jumo was the first company to produce a successful aircraft diesel engine in material numbers, the two stroke Jumo 205, and it was the first German company to offer a truly modern engine suitable for aviation in the form of the 650 hp Jumo 210. But, with the rapid advances in airframes, after a few years this engine was considered to be underpowered, causing Jumo to respond with the much larger Jumo 211. Perhaps unsurprisingly, the 211 saw widespread use in Junkers bombers but was little used otherwise, due largely to the better power output of the competing Daimler-Benz DB 601. Further development of the 211 led to the superb Jumo 213, which was in high demand for practically every late-war piston-engined aircraft. The Jumo 004 jet engine was the first to be considered production quality, and was used in the then revolutionary Messerschmitt Me 262 jet fighter.

Products

Aircraft

Junker’s early aircraft were identified by the letter J for Junkers followed by an Arabic type number. From 1919 they introduced an additional sales designation using the same number but prefixed by a letter indicating the role of the aircraft:^[6]

A = Austausschflugzeug (suitable for either civil or military use)

EF = Entwurf-Flugzeug (experimental aircraft)

F = Flugzeug (aircraft)

G = Grossflugzeug (large aircraft)

H = aircraft built at Junker’s Moscow plant

K = Kampfflugzeug (combat aircraft)

S = Spezial (special)

T = (trainer)

W = Wasserflugzeug (seaplane).

Just once, the same number was used to identify two different completed types. This pair was the T 23 and G23, both also known as J 23.

During World War I, machines in service had another designation, provided by both IdFlieg and the Flugzeugmeisterei (Air Ministry), again a letter number system indicating role:^[6]

CL = two-seat ground attack

D = single-seat biplane scout, by 1918 used for all single seat scouts.

E = single-seat monoplane scout

J = two-seat armoured close support biplane.

The best known and most confusing example is the Junkers J 4, known to the military as the Junkers J.I.

The single letter company prefix was not replaced by the twin-letter Ju prefix until 1933. This RLM system — from the Third Reich’s air ministry — applied to all German manufacturers; the first Junkers aircraft to receive a Ju number was the W 33, so retrospectively it became the Ju 33.^[7] However, earlier aircraft built in Moscow like the H 21 were often described by a Ju number, e.g. Ju 21.^[8]

• Junkers J 1, (no military designation) world’s first-ever full metal-structure aircraft, 1915.
• Junkers J 2, (military E.I) experimental single seater, designed as fighter, 1916.
• Junkers J 3, mid-wing monoplane, cancelled before completion, first proposed corrugated-skin duralumin design.
• Junkers J 4, (military J.I) sesquiplane full metal close support aircraft, 1917
• Junkers J 5, unbuilt monoplane scout with engine behind pilot.
• Junkers J 6, unbuilt parasol monoplane scout.
• Junkers J 7, prototype for J 9, 1917.
• Junkers J 8, prototype for J 10 & 11, 1917.
• Junkers J 9, (military D.I) single-seat fighter, built in J.9/I and J.9/II (lengthened wingspan and rear fuselage) versions, 1918.
• Junkers J 10, (military CL.I) monoplane close support aircraft, 1918.
• Junkers J 11, (navy C3MG) floatplane version of J 10, 1918.
• Junkers J 12, prototype four-seat airliner, precursor of F.13, 1919.
• Junkers F.13, passenger plane, 1919 originally J 13, sold as Junkers-Larsen in US, 1919.
• Junkers J 15, precursor of J/K 16, 1920
• Junkers K 16, small single-engined passenger plane, alternatively known as J 16, 1922.
• Junkers J 17, improved K 16, not built.
• Junkers J 18, navy survey aircraft, not built.
• Junkers T 19, trainer and tourer, 1922.
• Junkers A 20, light transport, 1923.
• Junkers J 21, also known as T 21 and H 21, reconnaissance aircraft for Red Army built in Russia, 1923.
• Junkers J 22, also known as H 22, for Red Army, fighter similar to J 21, 1922.
• Junkers T 23, sports mono- or biplane, 1923.
• Junkers G 23, 3-engined 10-seat airliner, 1923.
• Junkers G 24, enlarged G 23, 1925.
• Junkers F 24, single-engined development of G 23, 1928.
• Junkers A 25, A 20’s re-engined with Junkers L2 engines, 1926.
• Junkers T 26, training and sports aircraft, 1925.
• Junkers T 27, a re-engined T 26, 1925.
• Junkers J 28, two-seat version of T.21, not built.
• Junkers J 29, sports monoplane, double wing development aircraft, 1925.
• Junkers K 30, military version of G 24, 1930.
• Junkers G 31, 15 seat airliner, 1926.
• Junkers A 32, experimental monoplane, 1926.
• Junkers W 33, single-engined light transport, (developed from F.13) 1926.

• Junkers W 34, single-engine light transport+reconnaissance (development of W33), 1933.
• Junkers A 35, postal, training and military aircraft, 1926.
• Junkers S 36, twin-engined mail plane, 1927.
• Junkers K 37, military version of S 36, 1928.
• Junkers G.38, four-engined commercial transport, world’s largest landplane when built, 1929.
• Junkers K 39, experimental reconnaissance-bomber (development of A 32), 1927.
• Junkers J 40, prototype large flying boat airliner (G.38 derived), 1926.
• Junkers W 41, an F 24 re-engined with a Junkers Fo 4 diesel engine, 1928.
• Junkers K 43, reconnaissance monoplane, 1927.
• Junkers J 44, prototype replacement for A 35, 1927.
• Junkers Ju 46, catapult mailplane derived from W 34.
• Junkers K 47, close support aircraft, prototype of K.48, 1927.
• Junkers A 48, production dive bomber, 1928.
• Junkers Ju 49, high altitude research aircraft, 1931.
• Junkers A50, sports monoplane, 1929.
• Junkers K 51, Ki-20 heavy bomber for Japan, c.1934.
• Junkers Ju 52, single-engined precursor to Ju 52/3m, 1930
• Junkers Ju 52/3m Tante Ju (Auntie Ju), passenger airliner and freighter, used as transport + bomber during World War II, 1932.
• Junkers K 53, designation for Swedish built A 35’s.
• Junkers J 54, prototype replacement for A 35, 1929.
• Junkers J 56, prototype replacement for K 16, 1930.
• Junkers J 58, prototype replacement for F 13 & W 34, 1929.
• Junkers Ju 60, low wing high speed airliner, 1932.
• Junkers EF 61, high-altitude fighter + reconnaissance (prototype), 1936.
• Junkers Ju 86, twin-engined airliner, bomber + reconnaissance, 1934.
• Junkers Ju 87, Stuka, dive-bomber, 1935.
• Junkers Ju 88, bomber + reconnaissance + night-fighter.
• Junkers Ju 89, heavy transport, heavy bomber (prototype), 1936.
• Junkers Ju 90, four-engined airliner, transport developed from Ju 89, 1937.
• Junkers Ju 160, low wing high speed airliner developed from Ju 60, 1934.
• Junkers Ju 186, four-engined high-altitude prototype version of Ju 86, not built.
• Junkers Ju 187, close support aircraft project, cancelled after mock-up built.
• Junkers Ju 188, Rächer,^{[citation needed]} bomber, 1941.
• Junkers Ju 248, re-designation of Me 263.
• Junkers Ju 252, transport, 1941.
• Junkers Ju 268, parasite bomber project, 1944.
• Junkers Ju 286, six-engined high-altitude version of Ju 86, not built.
• Junkers Ju 287, prototype jet-engined bomber with swept forward wings, 1945.
• Junkers Ju 288, bomber (prototype), 1941.
• Junkers Ju 290, transport, patrol, 1941.
• Junkers Ju 322, Mammut (Mammoth), transport glider (prototype), 1941.
• Junkers Ju 352, Herkules (Hercules), transport, 1944.
• Junkers Ju 388, Störtebeker, reconnaissance + night-fighter, 1943.
• Junkers Ju 390, long-range bomber (Amerika Bomber) (prototype) developed from Ju 290, 1943.
• Junkers Ju 488, heavy bomber design, did not fly.
• Junkers EF 009, Hubjäger (Lift-Fighter), jet fighter project
• Junkers EF 100, 1940 transatlantic airliner project
• Junkers EF 101, A design for a carrier aircraft that carried one «parasite» plane. It had a range of 10564 miles, and carried twin propellers on each of its four engines.
• Junkers EF 112, 1942 twin-boom project
• Junkers EF 126, 1944 pulse-jet fighter project, completed post-war in the USSR.
• Junkers EF 128, jet fighter project
• Junkers EF 131, Ju 287 variant.
• Junkers EF 132, heavy bomber, partly built in USSR but not completed.
• Junkers EF 140, bomber/reconnaissance, forward sweep, completed post-war in USSR.
• Junkers EF 150, bomber, largely Russian designed and completed post-war in USSR.

Aircraft engines

Data from Kay, 2004, pp. 257–278

All Junkers diesel engines were two stroke, opposed piston designs, an arrangement he invented in the early 1890s. It was intended to provide an alternative to Nicholaus Otto‘s patented four stroke which would run on low grade fuels such as blast furnace waste gases. By 1896 Junkers engines were generating electrical power in steelworks.^[9]

• Junkers Fo2, horizontal, petrol, c.1923.
• Junkers L1, petrol, c. 1924.
• Junkers L2, petrol, 1925.
• Junkers L5, enlarged L 2, petrol, 1925.
• Junkers Fo3, diesel, 1926.
• Junkers L55, «double L5» (V-12), petrol, 1927
• Junkers L7, small version of L 2, petrol; not flown.
• Junkers Fo4, diesel, commercially called the Junkers SL1, 1928.
• Junkers L8, petrol, geared, higher power development of L5, 1929.
• Junkers L88, «double L8» (V1-2), petrol.
• Jumo 204, development of the SL1, initially referred to as the Jumo 4, 1930.
• Jumo 205, diesel, 1933.
• Jumo 206, diesel, enlarged 205.
• Jumo 207, supercharged diesel.
• Jumo 208, diesel, c.1940
• Jumo 210, initially known as L 10, petrol, c. 1932.
• Jumo 211, petrol, 1936.
• Jumo 213, petrol, 1943.
• Jumo 222, petrol, 6- bank radial, 1939.
• Junkers 109-004, turbojet, 1940.
• Junkers 109-012, turbojet, few completed by Soviets, 1946.
• Junkers 109-022, turboprop, project completed by Soviets, 1950.

References

External links

• Official website by Bernd Junkers, Hugo Junkers’ grandson (German)
• Junkers Museum in Dessau, Germany (German)
• Hugo Junkers
• Luft ’46

У этого термина существуют и другие значения, см. Юнкерс.

Юнкерс (нем. Junkers) — авиастроительная компания Германии, основанная Хуго Юнкерсом в Дессау как фирма Junkers&Co производившая газоотопительные котлы, охладители и вентиляторное оборудование. К авиастроению компания приступила после начала Первой мировой войны. К началу Второй мировой войны компания являлась крупнейшей в Германии и осуществляла разработку и строительство многих конструкций, внесших существенный вклад в историю мировой авиации.

История

Первый завод компании был основан Юнкерсом совместно с инвестором в 1895 году для производства газовых приборов. К 1904 году фабрика выпускает уже 19 моделей приборов. К водонагревателям добавились охладители, а также вентиляционное оборудование. Девизом компании Юнкерс сделал фразу «Тепло для всех». Завод сразу набрал широкие обороты. Применение автоматики открыло возможность управление подачей газа в зависимости от расхода горячей воды. А налаженное серийное производство сделало проточные водонагреватели доступными практически для любого дома. В 1929 году на колонках Junkers впервые был применен термоэлектрический выключатель газа, что сделало эти приборы самыми безопасными в мире. С течением времени понятие газовая колонка Junkers становится одним из символов предвоенной Европы. Рекламным слоганом компании было: «Каждый день для купания». С ним она шла до 1932 года, когда под давлением экономического кризиса была выставлена на продажу. В 1932 году производство газовых колонок продано фирме Robert Bosch GmbH.

Авиастроение

Параллельно созданию калориферов талантливый профессор термодинамики Аахенского университета получает патенты на различные способы обработки листового металла. В 1911 году Хуго Юнкерс становится лидером по количеству официально зарегистрированных патентов. В это же время Юнкерс увлекается модной и заманчивой идеей начинающегося века — самолетостроением. Чуть ранее, в 1910 году он получил патент на конструкцию толстого свободнонесущего крыла с металлической обшивкой. Четырьмя годами позже Юнкерс построил небольшую аэродинамическую трубу в Франкенбурге под Ахеном.

Решив, что отработанная на собственной фабрике технология работы с листовым металлом может быть использована в самолетостроении, Юнкерс построил в 1915 году цельнометаллическое крыло с каркасом из стальных труб и с приваренной точечной сваркой обшивкой из стального листа. После статических испытаний крыла Отто Рейтер и Отто Мадер спроектировали и построили под руководством Юнкерса моноплан J-1 — первый цельнометаллический самолет в мире.

Первый полет самолета, прозванный Жестяным ослом (нем. Blechesel) состоялся 12 декабря 1915 года. Самолет имел большой взлетный вес, но несмотря на это оказался самым быстрым в Германских ВВС. В связи с этим был разработан модифицированный вариант — одноместный истребитель J-2. Шесть таких самолетов было построено в 1916 году под обозначением Е-II. Несмотря на явную перетяжеленность, J-2 с технической точки зрения превосходил все существовавшие тогда самолеты, а его прочность и очевидная способность выдерживать значительные боевые повреждения позволили министерству авиации заказать штурмовик-биплан той же конструкции. По этим требованиям Рейтер спроектировал J-4, который в отличие от предшественника имел обшивку из гофрированного дюраля сначала на плоскостях, а потом на фюзеляже. Эта конструкция на 15 лет стала торговой маркой конструкторов Юнкерс.

J-4 полетел 27 января 1917 года и был выбран для использования в качестве «пехотного самолета».

Но несмотря на создание удачных конструкций, завод Юнкерса не имел опыта массового производства. Поэтому инспекция ВВС решила объединить силы Юнкерс с одним из наиболее опытных авиаконструкторов того времени Антоном Фоккером.

20 октября 1917 года была образована компания Junkers-Fokker Werke AG с капиталом 6 млн марок при равных паях Юнкерса и Фоккера. К несчастью, темпераменты Юнкерса и Фоккера оказались несовместимыми, успех работ оказался ниже ожидаемого, и Фоккер покинул фирму. В результате к концу боевых действий работа в Дессау практически застопорилась, но несмотря на это производство все же осуществлялось.

Чуть ранее образования совместного производства, 17 сентября полетел одноместный истребитель-моноплан J-7, а в январе 1918 года и его двухместный вариант J-8. Оба самолета послужили соответственно прототипами для J-9 и J-10. Всего было выпущено 227 J-4, 41 одноместный истребитель J-9, 43 штурмовика и двухместных истребителя J-10 и три его гидроварианта НJ-11.

Межвоенный период

С окончанием Первой мировой войны Юнкерс переключился на работу по коммерческим самолетам. 24 апреля 1919 года компания в Дессау сменила название на Junkers Flugzeugwerke AG . Два месяца спустя, 25 июня, в воздух поднялся один из этапных самолетов мировой гражданской авиации шестиместный J-13 (позже F-13). В течение 13 лет, до 1932 года было выпущено 322 самолета этого типа. Самолет применялся многими авиакомпаниями в разных странах, в том числе и в СССР: авиакомпании Добролёт и Авиакультура.

К концу 1920 года завод в Дессау сократил свой персонал с 710 до 200 человек, но ядро квалифицированных кадров удалось сохранить, хотя работа ограничивалась выпуском неавиационной продукции.

Ситуация несколько улучшилась в 1922 году. Так, до конца года было выпущено около 100 J-13. С расширением производства на Юнкерсе в 1923 году была создана Junkers Motorenbau GmbH, предназначенная для выпуска авиационных двигателей.

Чуть ранее, в декабре 1921 года на фирме Юнкерса был создан отдел воздушного транспорта, руководителем которого стал Г. Заксенберг, бывший руководитель Lloyd Ostflug. Это подразделение ещё не было авиакомпанией. Оно лишь курировало деятельность авиалиний, созданных при непосредственном участии Юнкерса и эксплуатировавших машины его производства. Отдел также занимался планированием и организацией новых авиамаршрутов. К середине 1924 это уже существовала разветвлённая сеть линий в Германии и в Европе — от Скандинавии и Прибалтики до Венгрии и Швейцарии. 13 августа 1924 года отдел был преобразован в авиакомпанию Junkers Luftverkehrs. Позже данная авиакомпания превратилась во всемирно известную Lufthansa.

К этому времени Юнкерс решил, что военный бизнес не менее выгоден, чем гражданская авиация. Как следствие, была предусмотрена возможность каждую последующую модель выпускать в двух вариантах: гражданском и военном.

Одновременно Юнкерс получил возможность выпуска самолета за рубежом. В результате были организованы дочерние фирмы в Швеции, в Лимхамне-Мальме (А-Б флигиндустри).

В СССР

В конце ноября 1922 года на основании Рапалльского договора с фирмой Юнкерс были заключены соглашения о поставке самолетов и постройке на территории СССР авиазавода. Они предусматривали производство металлических самолетов и моторов, а также устройство транзитного сообщения Швеция-Персия и организацию аэрофотосъемки. Юнкерс обязался наладить серийное производство самолётов на бывшем автозаводе Руссо-Балт в Филях под Москвой. К началу 1925 года на заводе в Филях работало более 1000 человек, площадь производственных помещений составляла 15 тыс. м² (для сравнения — всего в советской авиапромышленности в 1925 году работало 5114 человек). На оплату Юнкерсу уходило до трети средств, выделяемых на развитие авиации в СССР. Тем не менее завод не оправдал надежд советского руководства на роль флагмана отечественного самолетостроения. Так, производство двигателей не было организовано по причине отсутствия у Юнкерса опыта по их производству.

Большую часть полученных денег от советского правительства и германского военного руководства Юнкерс тратил не на развитие производства в СССР и улучшение характеристик изготовленных в Филях самолетов, а на нужды своего самолетостроительного завода в Дессау и создание нового авиамоторного завода, на организацию новых коммерческих авиалиний и строительство отделений фирмы в Турции и Швеции. По данным немецких архивных материалов, из 8 млн золотых марок, выделенных военными кругами Германии на производство боевых самолетов в СССР, фирма «Юнкерс» инвестировала на эти цели только чуть больше 2 млн. Стремясь сохранить монополию на производство металлических самолетов и возможность диктовать цены на эту продукцию, руководство фирмы всячески затягивало организацию научно-исследовательского центра на заводе в Филях и обучение советских специалистов, уклонилось от оказания помощи в налаживании производства дюралюминия и моторов в СССР, отклонило предложение о создании вместо концессионного завода совместного советско-германского авиационного предприятия.

Тем не менее завод производил самолеты Юнкерса. Так легкий транспортный самолет А-20 выпуска 1923 года поставлялся из Лимхамна в Италию и Турцию в варианте тактического разведчика, а в Филях он производился для ВВС РККА под обозначением Ю-20. Двухместный многоцелевой разведчик-парасоль Ю-21 производился с 1924 года специально для поставки Красной Армии.

Договоры с фирмой Юнкерс были расторгнуты в 1926—1927 гг. так как она не исполнила взятые на себя обязательства по поставке металлических самолетов и завода не построила. Всего при участии немцев к концу 1925 года на заводе в Филях было построено 170 самолетов.^[1]

В Германии

В 1924 году полетели новые самолеты Юнкерса: G-23 и G-24. Всего в Дессау и в Лимхамне было выпущено 60 и 70 экземпляров каждого типа соответственно. Бомбардировочный вариант последнего выпускался под обозначением К-30.

В 1926 году появился увеличенный трехдвигательный вариант G-31 вместе с почтовым А-32 и фотографическим А-35 вариантами. Последние существовали также в вариантах легкого бомбардировщика и разведчика-истребителя К-53.

В том же году были выпущены легкие транспортные W-33 и W-34 (последний имел бомбардировочный вариант К-43) имевшие огромный коммерческий успех благодаря крупным заказам на пассажирские, грузовые, а позже и военные варианты. W-33 был выпущен в 199 экземплярах, а W-34 и К-43 в не менее, чем 1791 экземпляре. Между 1926 и 1930 годами данные самолеты установили целый ряд мировых рекордов по продолжительности дальносте и высоте полета.

В 1927 году был разработан боевой вариант двухдвигательного K-36 — бомбардировщик К-37. Он был принят на вооружение в Японии, где фирма Мицубиси построила 174 самолета под обозначением Ки-2 армейский тип 93, легкий бомбардировщик.

В 1928 году полетел спроектированный Карлом Плаутом (de:Karl Plauth) перспективный двухместный истребитель К-47, небольшое число которых заказал Китай. Его гражданский вариант выпускался под наименованием А-48.

В 1929 году Япония закупила боевой вариант одного из наиболее выдающихся транспортных самолетов G-38, полетевшего 6 ноября 1929 года. В свое время это был крупнейший самолет в мире. В пассажирском варианте он брал на борт 34 пассажира и 7 членов экипажа. В Дессау было построено только два G-38, зато японцы выпустили на Мицубиси шесть К-51 под обозначением тяжелый бомбардировщик Ки-20 тип 92.

В 1930 году Эрнст Циндель, заменивший погибшего 1 ноября 1927 года в авиакатастрофе Плаута спроектировал один из самых известных самолетов своего времени — Ju.52. В апреле 1931 года полетел его трехмоторный вариант, который вскоре завоевал международное признание.

Кризис и национализация

Несмотря на целый ряд удачных моделей компанию Юнкерс к этому моменту охватил финансовый кризис. Для спасения репутации немецкой авиапромышленности компанию пыталось поддержать министерство транспорта. Но даже несмотря на продажу головного производства кризис разрастался, и в 1933 году было принято решение о национализации концерна. Генеральным директором стал Генрих Коппенберг. А двумя годами спустя, 3 февраля 1935 года умер и основатель концерна — профессор Юнкерс.

К 1936 году, до того отдельные самолето- и моторостроительное предприятия, были объединены в Junkers Flugzeug- und Motorenwerke AG с капиталом 130 млн марок, бывшее предприятие Юнкерса стало одним из крупнейших в мире производителем самолетов.

К концу 1938 года были основаны заводы со смежными производствами в Ашерслебене, Хальберштадте, Бернбурге и Кётене. Были основаны заводы а Леопольдшалле, Лейпциг-Моккау, Гнадау, Шёнебеке, Фрицларе, Магдебурге, Мерзебурге, Бреслау и Арнимсвальде. Комплекс Юнкерса стал образцом для немецкой авиапромышленности. Головная компания осуществляла жесткий контроль над проектированием, производством, технологией и последовательностью операций. В конце 30-х годов и в течение Второй мировой войны почти все немецкие авиафирмы выпускали самолёты, в большей или меньшей степени спроектированные на Юнкерсе.

Вторая мировая война

К концу Второй мировой войны концерн Юнкерс объединял 140 000 работающих, из которых 49 000 были заняты на сборке самолетов.

Самолеты производимые компанией

• Junkers 1 — «Жестяной осёл» (моноплан) (1 штука)
• Junkers 2 — одноместный истребитель (моноплан)
• Junkers 3 — штурмовик (биплан)
• Junkers 4 — «пехотный самолёт» (227 штук)
• Junkers 7 — одноместный истребитель (моноплан)
• Junkers 8 — двухместный истребитель (моноплан)
• Junkers 9 — истребитель (моноплан) (41 штука)
• Junkers 10 — двухместный истребитель (моноплан) и штурмовик (43 штуки)
• Junkers 11 — вариант Ju 10 на поплавках (3 штуки)
• Junkers F13 — шестиместный пассажирский (322 штуки)
• Junkers G-1 — четырёхмоторный моноплан
• Junkers 20 — тактический разведчик
• Junkers 21 — двухместный многоцелевой разведчик (парасоль)
• Junkers G-23 — (60 штук)
• Junkers G-24 — (70 штук)
• Junkers F-24 — переделка Junkers G-24 в однодвигательный вариант (10 штук)
• Junkers K-30 — вариант G-24 в варианте бомбардировщика
• Junkers G-31 — (13 штук)
• Junkers А-32 — почтовый вариант Junkers G-31
• Junkers А-35 — вариант Junkers G-31 для аэрофотосьёмки
• Junkers S-36 — почтовый двухмоторный моноплан (1 штука)
• Junkers S-36 — двухмоторный моноплан для аэрофотосьёмки (1 штука)
• Junkers К-53 — вариант бомбардировщика
• Junkers К-53 — вариант разведчика-истребителя
• Junkers W-33 — транспортный (199 штук)
• Junkers W-34 — транспортный
• Junkers W-43 — вариант W-34 в варианте бомбардировщика (1791 штука, вместе с W-34)
• Junkers G-38 — транспортный (2)
• Junkers K-51 — тяжёлый бомбардировщик для экспорта в Японию (получил в Японии марку Ki-20)
• Junkers K-36 — бомбардировщик
• Junkers К-37 — бомбардировщик для экспорта в Японию
• Junkers А-48 — пассажирский
• Junkers К-47 — двухместный истребитель на базе А-48
• Junkers 46 — поплавковый почтовый самолёт для базирования на пароходах линии Нью-Йорк-Саутгемптон-Бремен (5 штук)
• Junkers 52 —пассажирский, военно-транспортный самолёт, бомбардировщик
• Junkers 60 — пассажирский (3 штуки)
• Junkers 86 — средний бомбардировщик
• Junkers 87 — пикирующий бомбардировщик
• Junkers 88 — скоростной бомбардировщик и ночной истребитель
• Junkers 89 — дальний тяжелый бомбардировщик
• Junkers 160 — пассажирский (18 штук)
• Junkers 188 — средний бомбардировщик
• Junkers 252 — транспортный самолет
• Junkers 287 — реактивный тяжелый бомбардировщик
• Junkers 288 — средний бомбардировщик
• Junkers 290 — дальний разведчик-бомбардировщик
• Junkers 322 — проект тяжелого десантного планера
• Junkers 352 — транспортный самолет
• Junkers 388 — высотный разведчик-бомбардировщик
• Junkers 390 — дальний тяжелый разведчик-бомбардировщик
• Junkers 788 — дальний тяжелый бомбардировщик
• Junkers А-35
• EF-61 — опытный высотный бомбардировщик

См. также

• Fokker

Примечания

Ссылки

• Юнкерс флюгцойг унд моторенверке АГ
• Юнкерс в России. Дмитрий Соболев

From Wikipedia, the free encyclopedia

This article is about the aviation company. For the noble rank, see Junker. For other uses, see Junkers (disambiguation).

Type	Privately held company
Industry	Manufacture of air and spacecraft and related machinery vehicle construction
Founded	1895
Defunct	1969
Fate	Merged into Messerschmitt-Bölkow-Blohm (MBB)
Successor	Junkers GmbH (post WW2)
Headquarters	Dessau, Germany
Key people	Hugo Junkers
Number of employees	40,000

Junkers Flugzeug- und Motorenwerke AG (JFM, earlier JCO or JKO in World War I, English: Junkers Aircraft and Motor Works) more commonly Junkers [ˈjʊŋkɐs], was a major German aircraft and aircraft engine manufacturer. It was founded there in Dessau, Germany, in 1895 by Hugo Junkers, initially manufacturing boilers and radiators. During World War I and following the war, the company became famous for its pioneering all-metal aircraft. During World War II the company produced the German army’s Luftwaffe planes, as well as piston and jet aircraft engines, albeit in the absence of its founder, who had been removed by the Nazis in 1934.

History[edit]

Early inter-war period[edit]

In the immediate post-war era, Junkers used their J8 layout as the basis for the F-13, first flown on 25 June 1919 and certified airworthy in July of the same year. This four passenger monoplane was the world’s first all-metal airliner. Of note, in addition to significant European sales, some twenty-five of these airplanes were delivered to North American customers under the Junkers-Larsen affiliate and were used primarily as airmail planes.

The Treaty of Versailles signed only days after the F-13 flew, initially forbade any aircraft construction in Germany for several months. After that span of time, only the design of civilian aircraft was permitted to Germany. With a partial relocation of the Junkers firm to the Fili western suburb of Moscow, the Junkers firm was able to restart its aircraft manufacturing concern within the borders of the Soviet Union in 1922,^[1] the partly revitalized Junkers firm developed a series of progressively larger civil aircraft including the single-engined G.24 and three-engine G.31. Neither aircraft was a commercial success. With the expiration of treaty restrictions in 1926, Junkers introduced the Junkers W33 and Junkers W34 series, which did find significant commercial success via large production orders in passenger, freight hauling, and, somewhat later, military configurations. The W-33/W-34 series also set multiple aviation «firsts» including records for flight duration, flight distance, altitude, rocket assisted take-off and inflight refueling between 1926 and 1930.^{[citation needed]}

After previous study work, Junkers set up the Junkers Luftbild-Zentrale in Dessau in 1924 to produce aerial photographs for various purposes.^[2] Eight years later, due to the financial difficulties of the parent company, this branch was separated and continued to operate as Bild-Flug for a year until it was taken over by its main competitor, Hansa Luftbild.^{[citation needed]}

Junkers’ produced a design study in 1924 for a visit to the United States. The study outlined a four-engined 80-passenger plane, incorporating a forward canard wing, as well as a main wing, both of which were fitted above twin pylons. Called the Junkers J.1000 Super Duck passenger seating was to be provided both in the main wing and the hull sections of the craft. This Junkers design, including a scale model, was intended to illustrate an aircraft capable of trans-Atlantic operations of 8 to 10 hours and was completely revolutionary for its day.^[3]

It was in 1922 that American engineer William Bushnell Stout, and in 1924 that Soviet engineer Andrei Tupolev each adapted the Junkers corrugated duralumin airframe design technologies for their own initial examples of all-metal aircraft in their respective nations – for Stout, the Stout ST twin-engined naval torpedo bomber prototype aircraft, and for Tupolev, the Tupolev ANT-2 small passenger aircraft, who had the assistance of the Soviet government’s TsAGI research center in achieving success with light-weight metal airframes.

The basic principles outlined in this design were later introduced in the Junkers G.38, which was introduced and put into regular service by Deutsche Luft Hansa. At the time of its introduction, this four-engined transport was the largest landplane in the world carrying thirty-four passengers and seven crew members. The G.38 sat some of its passengers in the wing area outboard of the fuselage, the front of which was covered with windows.

Also, in 1932, Junkers joint project with Maybach designed and built an aerodynamic car but found due to the depression that the market for high end luxury cars was saturated.^[4]

Financial troubles[edit]

Around 1931 the company suffered from a series of financial difficulties that led to the collapse of the group of companies. The existing shareholders pressured Hugo to leave the company. Hugo, however, was the patent holder on a wide variety of the technologies used in most of the existing Junkers designs, including many of their engines.

A plan was started to solve both problems by «buying out» Hugo’s engine patent portfolio and placing it into the hands of a new company, the Junkers Motoren-Patentstelle GmbH, which was eventually formed in November 1932.^[5] The new company would then license the technologies back to the various companies, most notably what was then Junkers Motorenbau (one of many «Jumo» companies). However, before Junkers actually transferred his patents to the Patentstelle, the collapse of the Junkers consortium was solved by the sale of the Junkers Thermo Technik GmbH to Robert Bosch, whose company still uses the brand name. Adolf Dethmann, a Communist activist and friend of Hugo, was appointed managing director.^[6]

Post World War II[edit]

The Junkers company survived the Second World War and the formation of East Germany, and was reconstituted as Junkers GmbH and eventually merged into the MBB consortium (via joint venture Flugzeug-Union-Süd between Heinkel and Messerschmitt in 1958).^[7] Messerschmitt ended the joint venture in 1965 by acquiring control of JFM AG and absorbing it within Messerschmitt in 1967.^[7] Within West Germany, Junkers GmbH was engaged in research on the future of aerospace transportation during the fifties and early-1960s. During this period, Junkers employed the famous Austrian engineer and space travel theorist, Eugen Sänger, who in 1961 completed work for the design of an advanced orbital spacecraft at Junkers. Junkers GmbH was absorbed within MBB and the Junkers name disappeared in 1969.^[8]

Products[edit]

Aircraft[edit]

The Junkers firm’s early aircraft were identified by the letter J for Junkers followed by an Arabic type number. From 1919 they introduced an additional sales designation using the same number but prefixed by a letter indicating the role of the aircraft:^[9]

A = Austauschflugzeug (suitable for either civil or military use)

EF = Entwurfsflugzeug (experimental aircraft)

F = Flugzeug (aircraft)

G = Großflugzeug (large aircraft)

H = aircraft built at Junkers’ Moscow plant

K = Kampfflugzeug (bomber)

S = Spezial (special)

T = Schulflugzeug (trainer aircraft)

W = Wasserflugzeug (seaplane).

Just once, the same number was used to identify two different completed types. This pair was the T 23 and G23, both also known as J 23.

During World War I, machines in service used the regular Idflieg aircraft designation system to specify their design’s purpose, also promoted by the Flugzeugmeisterei (Air Ministry), again a letter number system indicating role:^[9]

CL = two-seat ground attack

D = single-seat biplane scout, by 1918 used for all single seat scouts.

E = single-seat monoplane scout

J = two-seat armoured close support biplane.

The best known and most confusing example is the Junkers J 4 armored-fuselage, all-metal sesquiplane, known to the military as the Junkers J.I.

The single letter company prefix was not replaced by the twin-letter Ju prefix until 1933. This RLM system – from the Third Reich’s air ministry – applied to all German manufacturers; the first Junkers aircraft to receive a Ju number was the W 33, so retrospectively it became the Ju 33.^[10] However, earlier aircraft built in Moscow like the H 21 were often described by a Ju number, e.g. Ju 21.^[11]

• Junkers J 1, (no military designation) world’s first-ever full metal-structure aircraft, 1915.
• Junkers J 2, (no military designation) experimental all-metal single seater, designed as fighter, 1916.
• Junkers J 3, mid-wing monoplane, cancelled before completion, first proposed corrugated-skin duralumin design.
• Junkers J 4, (military J.I) armored-fuselage sesquiplane full metal close support aircraft, 1917
• Junkers J 5, unbuilt monoplane scout with engine behind pilot.
• Junkers J 6, unbuilt parasol monoplane scout.
• Junkers J 7, prototype for J 9, 1917.
• Junkers J 8, twin-seat development of J 7, 1917.
• Junkers J 9, (military D.I) all-duralumin single-seat fighter, built in J.9/I and J.9/II (lengthened wingspan and rear fuselage) versions, 1918.
• Junkers J 10, (military CL.I) all-duralumin monoplane close support aircraft, 1918.
• Junkers J 11, (navy C3MG, military CLS.I) floatplane version of J 10, 1918.
• Junkers J 12, prototype four-seat airliner developed from the J 10, precursor of F.13, 1919.
• Junkers F 13, passenger plane, 1919 originally J 13, sold as Junkers-Larsen in US, 1919.
• Junkers JG1, large monoplane project, 1921.
• Junkers J 15, precursor of J/K 16, 1920
• Junkers K 16, small single-engined passenger plane, alternatively known as J 16, 1922.
• Junkers J 17, improved K 16, not built.
• Junkers J 18, navy survey aircraft, not built.
• Junkers T 19, trainer and tourer, alternately known as J 19, 1922.
• Junkers A 20, light transport, 1923.
• Junkers J 21, also known as T 21 and H 21, reconnaissance aircraft for Red Army built in Russia, 1923.
• Junkers J 22, also known as H 22, for Red Army, fighter similar to J 21, 1922.
• Junkers T 23, sports mono- or biplane, 1923.
• Junkers G 23, 3-engined 10-seat airliner, 1923.
• Junkers G 24, enlarged G 23, 1925.
• Junkers F 24, single-engined development of G 23, 1928.
• Junkers A 25, A 20s re-engined with Junkers L2 engines, 1926.
• Junkers T 26, training and sports aircraft, 1925.
• Junkers T 27, a re-engined T 26, 1925.
• Junkers J 28, two-seat version of T.21, not built.
• Junkers J 29, sports monoplane, double wing development aircraft, 1925.
• Junkers K 30, military version of G 24, 1930.
• Junkers G 31, 15 seat airliner, 1926.
• Junkers A 32, experimental monoplane, 1926.
• Junkers W 33, single-engined light transport, (developed from F.13) 1926.

• Junkers W 34, single-engine light transport + reconnaissance (development of W33), 1933.
• Junkers A 35, postal, training and military aircraft, 1926.
• Junkers S 36, twin-engined mail plane, 1927.
• Junkers K 37, military version of S 36, 1928.
• Junkers G.38, four-engined commercial transport, world’s largest landplane when built, 1929.
• Junkers K 39, experimental reconnaissance-bomber (development of A 32), 1927.
• Junkers J 40, prototype large flying boat airliner (G.38 derived), 1926.
• Junkers W 41, an F 24 re-engined with a Junkers Fo 4 diesel engine, 1928.
• Junkers R 42, designation for Swedish built K 30s.
• Junkers K 43, reconnaissance monoplane, 1927.
• Junkers J 44, prototype replacement for A 35, 1927.
• Junkers K 45, a single Ju 52 converted to a torpedo bomber, 1932.
• Junkers Ju 46, catapult mailplane derived from W 34.
• Junkers K 47, close support aircraft, prototype of K.48, 1927.
• Junkers A 48, production dive bomber, 1928.
• Junkers Ju 49, high altitude research aircraft, 1931.
• Junkers A50, sports monoplane, 1929.
• Junkers K 51, Ki-20 heavy bomber for Japan, c.1934.
• Junkers Ju 52, single-engined precursor to Ju 52/3m, 1930
• Junkers Ju 52/3m Tante Ju (Auntie Ju), passenger airliner and freighter, used as transport + bomber during World War II, 1932.
• Junkers K 53, designation for Swedish built A 35’s.
• Junkers J 54, prototype replacement for A 35, 1929.
• Junkers J 56, prototype replacement for K 16, 1930.
• Junkers J 58, prototype replacement for F 13 & W 34, 1929.
• Junkers Ju 60, low wing high speed airliner, 1932.
• Junkers K 85, proposed torpedo bomber version of Ju 86 for Sweden, 1933.
• Junkers Ju 85, prototype twin-engined bomber similar to Ju 86, not built.
• Junkers Ju 86, twin-engined airliner, bomber + reconnaissance, 1934.
• Junkers Ju 87, Stuka, dive-bomber, 1935.
• Junkers Ju 88, bomber + reconnaissance + night-fighter.
• Junkers Ju 89, heavy transport, heavy bomber (prototype), 1936.
• Junkers Ju 90, four-engined airliner, transport developed from Ju 89, 1937.
• Junkers Ju 160, low wing high speed airliner developed from Ju 60, 1934.
• Junkers Ju 186, four-engined high-altitude prototype version of Ju 86, not built.
• Junkers Ju 187, close support aircraft project, cancelled after mock-up built.
• Junkers Ju 188, Rächer,^{[citation needed]} bomber, 1941.
• Junkers Ju 248, re-designation of Me 263.
• Junkers Ju 252, transport developed from the EF 77, 1941.
• Junkers Ju 268, parasite bomber project, 1944.
• Junkers Ju 286, six-engined high-altitude version of Ju 86, not built.
• Junkers Ju 287, prototype jet-engined bomber with swept forward wings, 1945.
• Junkers Ju 288, bomber (prototype), 1941.
• Junkers Ju 290, transport, patrol, 1941.
• Junkers Ju 322, Mammut (Mammoth), transport glider (prototype), 1941.
• Junkers Ju 352, Herkules (Hercules), transport, 1944.
• Junkers Ju 388, Störtebeker, reconnaissance + night-fighter, 1943.
• Junkers Ju 390, long-range bomber (Amerika Bomber) (prototype) developed from Ju 290, 1943.
• Junkers Ju 488, proposed heavy bomber design.
• Junkers J 1000, large flying-wing airliner, 1924.

Experimental[edit]

• Junkers EFo 008
• Junkers EFo 009, Hubjäger (Lift-Fighter), jet fighter project
• Junkers EFo 010
• Junkers EFo 011
• Junkers EFo 012
• Junkers EFo 015
• Junkers EFo 017
• Junkers EFo 018
• Junkers EFo 019
• Junkers EFo 021, 40-passenger double-deck trans-Atlantic airliner project, 1938.
• Junkers EFo 043, glider transport or remote controlled glider bomb
• Junkers EF 017, design designation for A 32/K 39
• Junkers EF 024, design designation for A 48
• Junkers EF 029, design designation for Ju 49
• Junkers EF 030, design designation for W41 (and possibly for Ju 52)
• Junkers EF 031, design designation for A50
• Junkers EF 034, four-seat traveling aircraft, «Luftlimousine» (flying limousine), 1929.
• Junkers EF 037, twin-engined military aircraft, 1930.
• Junkers EF 048, twin-engined multipurpose military aircraft developed from the K 37, 1933.
• Junkers EF 049, twin engine development of the Ju 52/1m, 1933.
• Junkers EF 050, VTOL design study, similar to the Fa 269
• Junkers EF 052, K 85 design study
• Junkers EF 053, trans-Atlantic airliner project, later redesigned as the EF 100.
• Junkers EF 055, Ju 287 design study
• Junkers EF 056, Ju 287 design study
• Junkers EF 057, Ju 287 design study
• Junkers EF 058, Ju 287 design study
• Junkers EF 059, Ju 88 design study
• JUnkers EF 060, early design for EF 127 and EF 128.
• Junkers EF 061, high-altitude fighter + reconnaissance (prototype), 1936.
• Junkers EF 062, early EF 128 design study
• Junkers EF 063, early EF 128 design study
• Junkers EF 065, possible early EF 082 design study, 1939.
• Junkers EF 072, early EF 077 design study
• Junkers EF 073, design designation for Ju 288.
• Junkers EF 077, design designation for Ju 252.
• Junkers EF 082, combat battle aircraft project.
• Junkers EF 094, design designation for Ju 322.
• Junkers EF 100, long-range maritime reconnaissance/bomber developed from the EF 053, 1940.
• Junkers EF 101, a design for a carrier aircraft that carried one «parasite» plane. It had a range of 10564 miles, and carried twin propellers on each of its four engines.
• Junkers EF 112, twin-boom ground attack aircraft project, 1942.
• Junkers EF 115, bomber project
• Junkers EF 116, W-wing jet bomber project, 1943.
• Junkers EF 122, four engine development of Ju 287.
• Junkers EF 125, two-engine development of Ju 287, developed into the EF 140.
• Junkers EF 126, 1944 pulse-jet fighter project, completed post-war in the USSR.
• Junkers EF 127, rocket powered version of EF 126.
• Junkers EF 128, jet fighter project
• Junkers EF 130, four-engined flying wing bomber project, 1943.
• Junkers EF 131, six-engine development of Ju 287, completed post-war in USSR.
• Junkers EF 132, heavy bomber, partly built in USSR but not completed.
• Junkers EF 135, development of EF 130
• Junkers EF 137, jet fighter design study, 1943.
• Junkers EF 140, bomber/reconnaissance, forward sweep, completed post-war in USSR.
• Junkers EF 150, bomber, largely Russian designed and completed post-war in USSR.

Aircraft engines[edit]

All Junkers diesel engines were two stroke, opposed piston designs, an arrangement he invented in the early 1890s. It was intended to provide an alternative to Nicholaus Otto’s patented four stroke which would run on low grade fuels such as blast furnace waste gases. By 1896 Junkers engines were generating electrical power in steelworks.^[12]

• Junkers Fo2, horizontal, petrol, c.1923.
• Junkers L1, petrol, c. 1924.
• Junkers L2, petrol, 1925.
• Junkers L5, enlarged L 2, petrol, 1925.
• Junkers Fo3, diesel, 1926.
• Junkers L55, «double L5» (V12), petrol, 1927
• Junkers L7, small version of L2, petrol; not flown.
• Junkers Fo4, diesel, commercially called the Junkers SL1, 1928.
• Junkers L8, petrol, geared, higher power development of L5, 1929.
• Junkers L88, «double L8» (V12), petrol.
• Jumo 204, development of the SL1, initially referred to as the Jumo 4, 1930.
• Jumo 205, diesel, reduced displacement version of the Jumo 204, initially known as the Jumo 5, 1933.
• Jumo 206, diesel, higher power version of 205, 1936.
• Jumo 207, diesel, supercharged version of 205, 1939.
• Jumo 208, diesel, c.1940
• Jumo 209, diesel, unbuilt development of 207/208
• Jumo 210, initially known as L10, petrol inverted V12, c. 1932.
• Jumo 211, petrol, inverted V12, enlarged variant of 210, 1936.
• Jumo 212, petrol, projected inverted V24 with two Jumo 211 engines.
• Jumo 213, petrol, inverted V12, smaller version of 211, 1940.
• Jumo 218, diesel, unbuilt 12 cylinder version with two 208 engines.
• Jumo 222, petrol, 24-cylinder, 6-bank radial, 1939.
• Jumo 223, diesel, experimental 24 cylinder with four 207 engines arranged in a box shape.
• Jumo 224, diesel, higher power version of 223, development continued in the Soviet Union.
• Jumo 225, petrol, projected 36-cylinder, multi-bank radial developed from the 222.
• Junkers 109-004, turbojet, 1940.
• Junkers 109-012, turbojet, few completed by Soviets, 1946.
• Junkers 109-022, turboprop, project completed by Soviets, 1950.

See also[edit]

• Jägerstab (Fighter Staff)
• List of RLM aircraft designations
• Rüstungsstab (Armament Staff)

References[edit]

Cited sources[edit]

• Kay, Antony (2004). Junkers Aircraft & engines 1913-1945. London: Putnam Aeronautical Books. ISBN 0-85177-985-9.

External links[edit]

• Official website by Bernd Junkers, Hugo Junkers’ grandson (in German)
• Junkers Museum in Dessau, Germany (in German)
• Hugo Junkers Homepage
• Documents and clippings about Junkers in the 20th Century Press Archives of the ZBW

The Junkers engine GmbH and the Junkers aircraft factory AG were companies of the German entrepreneur, inventor, designer and pioneer of aircraft construction Hugo Junkers , of the Junkers aircraft factory AG in 1919 Dessau founded. In 1913 he opened an engine factory in Magdeburg , which only existed until 1915. The Junkers engine GmbH , headquartered Dessau was established in 1923.

During the Nazi era, Junkers aircraft and engine manufacturing facilities were merged into Junkers Flugzeug- und Motorenwerke AG in mid-1936 .

World War I and early 1920s

As early as 1915 he developed the Junkers J 1, the first all-metal airplane, which was manufactured in his company Junkers & Co. , a factory for hot water and heating devices, founded in 1895 . However, since this aircraft was quite heavy and therefore it was not a great success as a fighter aircraft, the all — metal one -and-a-half-decker Junkers J 4 was then also built in large numbers as an infantry aircraft . In October 1917, under pressure from the military authorities, the aircraft division of Junkers & Co. forcibly became Junkers-Fokker Werke AG with Fokker Aeroplanbau in Schwerin(Jfa) based Dessau merged .

After the First World War and the relocation of Anthony Fokkers Flugzeugwerk to the Netherlands, Jfa was renamed Junkers Flugzeugwerk AG in April 1919 . In the same year, they built the Junkers F 13 , the world’s first all-metal airliner . Since the Versailles Peace Treaty initially provided for a construction ban on aircraft, which even after its relaxation in 1922 still contained performance restrictions, Junkers tried, like other German aircraft companies, to continue aircraft construction abroad in branches or through cooperation. Junkers Flugzeugwerke therefore set up a branch in Fili near Moscow in 1922«Junkers-Werke Dessau, headquarters for Russia» and in 1924 AB Flygindustri in Sweden . The Junkers Ju 20 and Junkers Ju 21 were developed and built in Russia . The contract with Soviet Russia was designed for thirty years, but was terminated after four years by the USSR and Junkers had to end the cooperation in 1926 with a loss of 10 million Reichsmarks .

Junkers Luftverkehr AG

In 1921 its own airline was founded, Junkers Luftverkehr AG, with routes such. B. to Turkey, Persia and South America. The Junkers aircraft proved themselves in many areas thanks to their robustness and flight stability. So should z. For example, the Persian Crown Treasure was exhibited in London and a means of transport was needed. There was often a threat of robbery on the Persian roads, which is why the Shah personally ordered the transport in two Junkers F 13s from Tehran to the Persian Gulf. A British warship was waiting there for onward transport to London. The crown treasure came back to Tehran this way without any problems (Blunck, p. 190). During this time, two F 13 aircraft were also the first to cross the Andes. At that time Junkers Luftverkehr AG was the most important airline in the world. Around 1925 40% of the world air transport network was flown by Junkers aircraft (Blunck, p. 155).

However, the air traffic business was uneconomical because of the few passenger seats (four in an F 13), which is why Junkers Luftverkehr AG became increasingly dependent on state subsidies. After the unsuccessful deal in Russia, the German Reich demanded the transfer of the shares in Junkers Luftverkehr AG in return for assuming the debt. Junkers had to meet this demand and so Junkers Luftverkehr AG was merged with Deutsche Aero Lloyd to form Deutsche Luft Hansa in January 1926 .

The late 1920s and 1930s

The first three-engine aircraft was the Junkers G 23 from 1925. In 1929 the four-engine Junkers G 38 was built , which had passenger cabins in the wings. The most famous Junkers aircraft are the Junkers F 13 (with their further developments Junkers W 33 and Junkers W 34 ) and the Junkers Ju 52 / 3m (also known as «Tante Ju»).

In April 1928 Hermann Köhl , Ehrenfried Günther Freiherr von Hünefeld and James Fitzmaurice managed the first non-stop Atlantic crossing from east to west in a Junkers W 33 .

On May 26, 1929, works pilot Willy Neuenhofen set an absolute high-altitude record with the Junkers W 34 be / b3e (registration «D 1119») with 12,739 m.

Junkers Motorenbau developed the first aviation diesel engines in the 1920s. It was a 6-cylinder two-stroke opposed piston engine .

At the beginning of the 1930s, the Junkers factories ran into economic difficulties that resulted in bankruptcy in 1932 . After the National Socialists came to power in 1933, Hugo Junkers was forced to transfer the privately held patents to his companies and to surrender 51% of his company shares to the Reich Aviation Ministry (RLM) without compensation. The administration of the participation was carried out by Luftfahrtkontor GmbH, which was specially founded by the RLM as a cover company . At the same time, Hugo Junkers was banned from his works and moved to his summer residence in Bayrischzellplaced under house arrest. After Junkers’ death in 1935, his widow and heiress Therese Junkers left the remaining shares to Luftfahrtkontor GmbH for a payment of around 30 million RM. Under the leadership of the new Junkers General Director Heinrich Koppenberg , Junkers Motorenbau GmbH and Junkers Flugzeugwerk AG were merged to form Junkers Flugzeug- und Motorenwerke AG on July 5, 1936 and expanded into one of the largest armaments groups in the German Reich as part of the armament of the Wehrmacht .

Junkers Flugzeugwerke AG, Dübendorf (Switzerland)

In 2015, Junkers Flugzeugwerke AG was founded in Dübendorf, Switzerland (Canton Zurich). According to the commercial register, the purpose of the company is the “overall support, manufacture, construction and maintenance of nostalgic aircraft such as the Junkers F 13 ” and “planning, construction, operation and repairs of such aircraft”. In 2013, the new company began building the Junkers F 13, which is to be rebuilt and sold in a small series. On September 19, 2016, the first aircraft with the registration HB-RIM had its maiden flight.

In 2019, Junkers Flugzeugwerke also took over European sales for the American WACO Aircraft Corporation. Entrepreneur Dieter Morszeck and JU-Air founder Kurt Waldmeier are behind the “new” Junkers aircraft factories. Since April 2020 Morszeck has been the sole head of Junkers Aircraft Works. In July 2020, Junkers Flugzeugwerke AG moved from Dübendorf to Widnau (SG) and to Altenrhein Airport. The head office is located in the industrial area of ​​Nöllen in Widnau in St. Gallen. The maintenance facility for WACO and Junkers aircraft is located at St. Gallen Altenrhein Airport.

See also

• List of aircraft types
• Former Airlines List (Europe)

literature

• Richard Blunck, Hugo Junkers, the human being and the work. Wilhelm Limpert-Verlag, Berlin 1943.
• Kurt W. Streit, John WR Taylor: History of Aviation. Sigloch Edition, Künzelsau 1975, ISBN 3-8003-0101-6 .
• Günter Schmitt: Junkers and his planes. 2nd Edition. transpress VEB Verlag for Transport, Berlin 1986, ISBN 3-344-00065-9 .
• Wolfgang Wagner: Hugo Junkers aviation pioneer — his aircraft. From the series: Die deutsche Luftfahrt, Volume 24, Bernard & Graefe Verlag, Bonn 1996, ISBN 3-7637-6112-8 .

Weblinks

• Homepage about the life of Hugo Junkers and his company up to the expropriation
• Mitteldeutsche Zeitung: Junkers was the first in the world to hang the bath heater on the wall
• Tagesspiegel, Kerstin Decker: Runway East: The aviation pioneers from Dessau
• Homepage about Hugo Junkers and the Junkers factories (English)
• Neue Zürcher Zeitung (September 19, 2016): First flight of the Junkers F 13 HB-RIM
• Homepage of Junkers Flugzeugwerke AG, Dübendorf https://www.junkers-f13.com
• https://www.nzz.ch/mobilitaet/luftfahrt/ju-52-und-flugplatz-duebendorf-vor-grossen-veraenderungen-ld.1560996