| Ju 290 | |
|---|---|
 Captured Ju 290A-7 in flight with American FE markings | |
| General information | |
| Type | Maritime patrol,Transport,Heavy bomber |
| Manufacturer | Junkers |
| Designer | |
| Primary users | Luftwaffe Spain (Post war) |
| Number built | 65[2] |
| History | |
| Manufactured | 1942–1946 |
| Introduction date | August 1942 |
| First flight | 16 July 1942 (Ju 290 V1) |
| Developed from | Junkers Ju 90 |
| Variant | Junkers Ju 390 |
TheJunkers Ju 290 was a large four-engine long-rangetransport andmaritime patrol aircraft designed and produced by theGerman aircraft manufacturerJunkers.
Derived from theJu 90 airliner, it was a dedicated military heavy transport developed on behalf of theLuftwaffe as awartime replacement forFocke-Wulf Fw 200 Condor. In comparison to the standard Ju 90, it had a lengthenedfuselage, more powerful engines, and aTrapoklappe - a hydraulically operated rear loading ramp. The Ju 290 initially flew unarmed; defensivemachine guns were present on the majority of production aircraft following several early losses of aircraft. While originally designed for the heavy transport role, an urgent requirement for a long-range maritimereconnaissance aircraft led the Ju 290 being adapted to fulfil this mission as well. On 16 July 1942, the first prototype performed itsmaiden flight; the type was introduced to service shortly thereafter.
The Ju 290 was promptly deployed to bases in France for long-range reconnaissance missions in support of the ongoingBattle of the Atlantic; figures such as AdmiralKarl Dönitz demanded that the entire output of Ju 290s be made available to support Germany'sU-boat campaign against Allied shipping. Shortly after theNormandy landings, the type was withdrawn from France and reassigned to transport duties. The Luftwaffe's special operations squadron,KG 200 also flew the Ju 290 forespionage purposes. In early 1945,Adolf Hitler had a specially modified Ju 290 assigned for his personal use, although he never flew aboard it. There was also some considerations to adapting the Ju 290 for theAmerika Bomber initiative, cumulating in abortive work on experimentalaerial refuelling apparatus for the type as well as the B-1 high-altitude heavy bomber variant. Furthermore, it was envisioned that the Ju 290 could be used to fly the long-distance route between Germany andJapan; it is contentious whether such flights actually ever occurred.
The Junkers 290 was developed directly from theJu 90airliner, versions of which had been evaluated for military purposes,[3][4] and was intended to replace theLuftwaffe's relatively slowFocke-Wulf Fw 200 Condor, which by 1942 was proving to be increasingly vulnerable when confronted withRoyal Air Force aircraft.[5] Furthermore, the airframe of the Fw 200 lacked sufficient strength for the role.[6] Multiple roles for the aircraft were envisioned beyond that of a large transport aircraft; perhaps the most ambitious was abomber version (referred to as the A-8) that was, while planned, never actually built.[7] Work on the project originally began under the designationJu 90S.[8] Design work was headed by Konrad Eicholtz,[1] the detailed design and production of the mock-ups was assigned to theLetov aircraft factory inPrague in 1939.[9]
The development programme resulted in the Ju 290 V1prototype BD+TX, which first flew on 16 July 1942.[10] Two similar aircraft, designated Ju 290A-0, were completed that same year. In comparison with the Ju 90, it featured a lengthenedfuselage, more powerful engines, and aTrapoklappe - a hydraulically operated rear loading ramp.[11] A total of five Ju 290A-1s were produced in 1942, which was broadly similar to the Ju 290A-0 save for the addition of defensive armaments. This model was typically powered by fourBMW 801L 14-cylinderradial engines, each capable of producing up to 1,200 kW (1,600 hp).[10] The need for heavy transports led to the Ju 290A-1 being pressed into service as quickly as possibly.[10]
An urgent need for Ju 290s in the long-range maritimereconnaissance role was also recognised by officials, this resulted in the development of the Ju 290A-2 during early 1943.[10] Three A-1 aircraft were converted to A-2 standard while still on the assembly line; the range of modifications necessary, which included the installation of strong defensive armament, slowed production considerably. The A-2 was fitted withFuG 200Hohentwiel low-UHF band searchradar and a dorsalturret fitted with a 20 mmMG 151 cannon.[12] TheHohentwiel radar was successfully used to locateAllied convoys at ranges of up to 80 km (50 mi) from an altitude of 500 m (1,600 ft) or 100 km (62 mi) from an altitude of 1,000 m (3,300 ft). It allowed the Ju 290 to track convoys while remaining out of range ofanti-aircraft fire.[citation needed]
Early on, production of the Ju 290 was assigned to Junker'sBernburg facility.[9] Later on, production lines were established at Letov's plant in Prague to manufacture most versions of the aircraft, commencing with the Ju 290A-2.[citation needed]
The Ju 290A-3 followed shortly after the A-2, the primary difference of this variant was the fitting of a low-drag rear dorsal turret along with more powerful BMW 801D engines, capable of producing up to 1,300 kW (1,700 hp).[13] The A-3, along with the A-2, also featured large fuselage auxiliaryfuel tanks. Both retained the rear loading ramp so that they could be used as transports if required.[citation needed]
The Ju 290A-4 was fitted with heavier defensive armament; specifically, a pair of hydraulically powered HDL 151 dorsal turrets armed with 20 mm MG 151 cannons along with a further 20 mm MG 151 and a 13 mm (.51 in)MG 131 machine gun fitted in a typically GermanBola 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. A pair of 13 mm (.51 in) MG 131s were also fitted in waist positions (Fensterlafetten).[citation needed]
The Ju 290A-5 featured a further increase in armour protection and the fitting of dual 13mm MG 131 in a rear-facing position in the gondola.[14][13] It also 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.[15] The Ju 290A-5 had the capability of launching guided munitions such as theFritz X.[2]
The Ju 290A-6 was a 50-passenger transport aircraft that was adapted for the personal use ofAdolf Hitler.[16]
The improved Ju 290A-7 version appeared in spring 1944 with 13 completed, of which 10 served with the long-range reconnaissance group,Fernaufklärungsgruppe (FAGr) 5. Some Ju 290A-7s and some Ju 290A-4s were fitted with a detachable nose turret armed with a 20 mm MG 151/20 for added defense against frontal attack.[citation needed] No bombs were carried, as it was intended that these models would be fitted with the FuG 203Kehl radio guidance system to launch guided Fritz X andHs 293 anti-ship glide bombs.[13]
According to the aviation historian Manfred Griehl, starting in September 1944, an additional three 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.[17][18][19]
During late 1943, work commenced on the Ju 290B-1, a high-altitude heavy bomber that was fullypressurised.[19] Work on the B-1 was abandoned in favour of the improved Ju 290B-2; however, this remained under development by the end of the conflict.[20][19]
Several Ju 290s were lost in action during early 1943, including one on theEastern Front while participating in theStalingrad Airlift and two more while flying supplies toGerman forces inTunisia.[citation needed]
A special long-range reconnaissance group, FAGr 5 (Fernaufklärungsgruppe 5), was formed on 1 July 1943 and, during the late summer of 1943, three of the new Ju 290A-2s were delivered to its 1Staffel, which became operational atMont-de-Marsan nearBordeaux on 15 October of that year.[13] They flew their first operational missions in November 1943, shadowing Allied convoys in cooperation withU-boats, often remaining airborne for up to 18 hours at a time.[citation needed]
Five Ju 290A-3s equipped with more powerfulBMW 801D engines inunitized mounts followed, as did five Ju 290A-4s armed with improved dorsal turrets mounting 20 mm MG 151/20s. The Ju 290s were well suited to their patrol role and began replacing the Fw 200Condors. An A-4, Werk.Nummer. 0165, was experimentally equipped with attachments for Fritz X and either the Henschel Hs 293 orHs 294 anti-ship weapons, and fitted with theFuG 203eKehl radio control transmitter system for controlling any of them after release; it was surrendered to the US after the war and flown across the Atlantic to be studied.[7]
In November 1943, a secondStaffel 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 andself-sealing fuel tanks were delivered to FAGr 5 early in 1944, as were around 12 of the Ju 290A-7 version; the A-7 could carry three Hs 293 glide bombs or Fritz X armoured, anti-warship remote controlled guided bombs when fitted with the FuG 203Kehl radio guidance system for them, and featured a redesigned nose section which combined a 20 mmcannon installation with theFuG 200 radar aerial array.[citation needed]
Towards the end of 1943, AdmiralKarl Dönitz demanded that the entire output of Ju 290s be made available for support of theGerman 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, afterAlbert Speer had taken over the direction of air armaments, theOberkommando 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 buildingfighters. At that point in time, Speer's position was weak andHermann 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".[21]
On 26 May 1944, shortly after daybreak, aHawker Sea Hurricane, piloted by Sub-lieutenant Burgham from theescort carrierHMSNairana protecting a convoy, shot down Ju 290 (9V+FK) of FAGr 5 over theBay 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.[22][23]
As theBattle of the Atlantic swung irrevocably in favour of the Allies with the loss by the Germans of French bases in August 1944, FAGr 5 withdrew eastwards and the remaining Ju 290s were reassigned to transport duties, including service withKG 200, where they were used to drop agents behind enemy lines and other special missions.[24][25]
Ju 290 A-5, works number 0178, D-AITR,Bayern ofLuft Hansa flew toBarcelona 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.[26]
Following theinvasion 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 MarshalErhard Milch authorised a study into the feasibility of such direct flights. Various routes were considered, including departing from German-occupied Russia and Bulgaria. Nautsi, nearLake Inari in the north ofFinland, was finally selected as the optimum starting point for agreat circle route along theArctic Ocean then across eastern Siberia, to refuel inManchuria 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 theJapanese failed to agree on a route, as they did not want to provoke theSoviet 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 GeneralUlrich Kessler to Japan as a replacement for the German air attaché in Tokyo. Ju 290 A-3, no. 0163, was flown toTravemünde for the necessary modifications, but the work was delayed and it was decided to send Kessler aboard the submarineU-234 instead.[b] The aircraft was destroyed on 3 May 1945 as British troops arrived.[27] Some sources claim that the trip to Japan took place, departing fromOdesa andMielec and landing in Manchuria.[28][29]
The Luftwaffe Special Operations squadron,KG 200 used the Ju 290 amongst its various aircraft types. On the night of 27 November 1944, KG 200 pilots Braun and Pohl flew a Ju 290 from Vienna to a position just south ofMosul, Iraq, where they successfully air-dropped five Iraqi parachutists; staging through the island ofRhodes, which was still under German occupation, they evacuated some thirty casualties from there to Vienna.[30] The unit was also allegedly involved in theevacuation of key Nazi officials in the closing days of the Second World War.[25]
On 26 November 1943, Ju 290 A-5, no. 0170, along with many other new aircraft and prototypes, was shown to Adolf Hitler atInsterburg,East Prussia. Hitler was impressed by its potential and told Göring that he wanted a Ju 290 for his personal use.[31] A Ju 290 was not however assigned to theFliegerstaffel des Fuehrers (FdF) until late 1944, when an A-6 was supplied, works number 0192, which had formerly been assigned to FAGr 5. Modifications were completed by February 1945 at the FdF's base atPocking,Bavaria, aStammkennzeichenalphabetic designation code of KR+LW being applied. Hitler's pilot,Hans Baur, tested the aircraft, but Hitler never flew in it.[32][16]
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.[33]
Hans Baur flew the aircraft toMunich-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.[34]
Junkers project documents from 1942 to 1944 indicate that aZwilling (German: 'twin') variant was proposed. It was to be composed of two Ju 290 fuselages powered by eight BMW 9-801 engines; two mounted on each outboard wing and four on the inboard wing. It was to carry a singleMesserschmitt Me 328 jetparasite fighter on top of the starboard fuselage. The Ju 290Z was cancelled in favour of the Ju 390.[35]
The long range of the Ju 290 made it a good candidate for further development of theAmerika Bomber project, competing with the airworthy prototype of theMesserschmitt Me 264, the unrealisedHeinkel He 277 andFocke-Wulf Ta 400 designs, and as a result, the six-enginedJu 390, based directly on the Ju 290 airframe with even longer range was built in prototype form, two airframes being completed and test-flown.[36] The Ju 290 itself was under consideration to serve as a tanker to refuelthe Messerschmitt entry[37] in theAmerika Bomber design competition. In late 1942 Field Marshal Milch ordered that the possibility of increasing the fuel capacity of the Ju 290 to enable it to perform the Amerika Bomber mission itself.
The drawbacks were twofold, chiefly being that the initial rate of climb would be very poor, and that the fully loaded airplane could only operate out of two airfields in France.[37] A lightened Ju 290E subtype was proposed in March 1943, but remained on paper.[38][25] The Ju 390 at its gross weight required a tow to take off. Initially, a He 111Z was tried but the Ju 390 was predicted might be unstable in such an instance so plans were changed to use two Ju 290s instead.[39] During May 1942, engineers at Junkers had done calculations to investigate the possibility of refuelling the Ju 390 in flight from a Ju 290,[40] something that had been proposed earlier for the same sort of duty to support the initial high-altitude version of the rivalHeinkel He 177A, theproposed A-2 subtype – with such capability, the range of the He 177A-2 would have been extendable to some 9,500 km (5,900 mi) of total flight distance.[41]
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 tankers or long range bombers.[39][42] Tanker/receiver experiments continued in early 1944, when two Ju 290 A-2s were tested under operational conditions from Mont de Marsan in France.[43][44] As Germany lost access to the ocean — and the cancellation of both the He 277 on Hitler's 55th birthday,[45] followed by theMe 264's cancellation on 23 September 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-designedHecklafette HL 131V quadmount tail turrets (each armed with four Rheinmetall-BorsigMG 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]
.jpg)
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.
 | This sectiondoes notcite anysources. Please helpimprove this section byadding citations to reliable sources. Unsourced material may be challenged andremoved.(January 2021) (Learn how and when to remove this message) |
Data fromJunkers Aircraft and engines, 1913–1945,[50]German aircraft of the Second World War,[51]The Warplanes of the Third Reich[52]
General characteristics
Performance
Armament
Avionics
Related development
Aircraft of comparable role, configuration, and era
Related lists
| International | |
|---|---|
| National | |
| Other | |
