| Ju 52 | |
|---|---|
 JU Air Junkers Ju 52/3m HB/HOS in flight over Austria (July 2013) | |
| General information | |
| Type | Transport aircraft,medium bomber, airliner |
| Manufacturer | Junkers |
| Designer | Ernst Zindel |
| Status | In limited use |
| Primary users | Luftwaffe |
| Number built | 4,845 |
| History | |
| Manufactured | 1931–1945 (Germany) 1945–1947 (France) 1945–1952 (Spain) |
| First flight | 13 October 1930 (Ju 52/1m); 7 March 1932 (Ju 52/3m) |
TheJunkers Ju 52/3m (nicknamedTante Ju ("Aunt Ju") andIron Annie) is a transport aircraft that was designed and manufactured by German aviation companyJunkers. First introduced during 1930 as a civilianairliner, it was adapted into a military transport aircraft by Germany's Nazi regime, which exercised power over the company for its war efforts, over the objections of the company's founderHugo Junkers.
Development of the Ju 52 commenced in the late 1920s, headed by Germanaeronautical engineer Ernst Zindel. The aircraft's design incorporated acorrugatedduralumin metal skin as a strengthening measure, which was a material design pioneered by Junkers and used on many of their aircraft, including the popularJunkers F 13 1920s, the record-settingJunkers W 33, andJunkers W34. The corrugation was both a strength and a weakness; it provided increased structural strength but also increased aerodynamic drag. But more importantly it allowed the practical use of aluminum before newer alloys were developed.
The Ju 52'smaiden flight was performed on 13 October 1930. It was initially designed with a single-engine version and atrimotor version; the single-engine version was to be the freighter while the trimotor was the passenger airliner. In the long run, the trimotor configuration was produced in far greater numbers. The primary early production model, theJu 52/3m, was principally operated as a 17-seat airliner or utility transport aircraft by various civil operators during the 1930s. Starting in 1933, theNazi regime that had taken power in Germany demanded that Junkers produce military versions of the Ju 52. Despite Hugo Junkers' resistance, the company was compelled to produce military aircraft; in 1935, Nazi officials visited Hugo Junkers' house on his birthday, resulting in his death under unclear circumstances[citation needed] and his company having been signed over to the state. Thousands of Ju 52s were procured as a staple military transport of theLuftwaffe. TheJu 52/3mg7e was the principal production model.
The Ju 52 was in production between 1931 and 1952. In a civilian role, it flew with over 12 airlines, includingSwissair andDeutsche Luft Hansa, as both a passenger carrier and a freight hauler. In a military role, large numbers flew with theLuftwaffe, being deployed on virtually all fronts of theSecond World War as a troop and cargo transport; it was also briefly used as amedium bomber. Additionally, the type was deployed by other nations' militaries in conflicts such as theSpanish Civil War, theChaco War, theFirst Indochina War, and thePortuguese Colonial War. During thepostwar era, the Ju 52 had a lengthy service life with numerous military and civilian operators; large numbers were still in use by the 1980s. Even in the 21st century, several aircraft have remained operational, typically used for heritage aviation displays and aerial sightseeing.
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The Ju 52 was designed starting in 1925, in two versions, a single engine version for freight transport (Ju-52/1m) and trimotor passenger version for 17 (Ju 52/3m), both as civilian versions. Both designs were overseen by the Germanaeronautical engineer Earnst Zindel, the design team being based at theJunkers works atDessau. A driving force in the project was the commercial prospects presented by the German airlineDeutsche Luft Hansa.[1] Work on turning the design into a prototype started in 1928.[1][2] The Ju 52 had numerous similarities to several previous Junkers aircraft, such as the previousJunkers W 33, noted for its crossing of theAtlantic in 1928, and the smallerJunkers W 34. Sharing features included the distinctive corrugated duraluminum exterior. According to aviation author J. Richard Smith, the Ju 52 directly drew upon the company'sFirst World War-eraJunkers J 1 - the world's first all-metal aeroplane.[2]
On 13 October 1930, the first prototype, designatedJu 52ba, performed the type'smaiden flight; it was initially powered by a single Junkers-built liquid-cooledV-12 engine, capable of generating up to 590 kW (800 PS).[2] During the aircraft's extensive trials, it was reengined with a 555 kW (755 PS)BMW IV water-cooled inline-6 powerplant. The second prototype, designatedJu 52de, featured an increased wing span and was powered by the BMW IV engine at first; it was soon reengined with the 560 kW (750 hp) 14-cylinder twin-row air-cooled radialArmstrong Siddeley Leopard and re-designatedJu 52di.[2] Later on, the Ju 52di was again reengined with the 550 kW (750 PS)Junkers Jumo 204 air-cooled inverted inline-6, after which it was re-designatedJu 52do. The third prototype, designatedJu 52ce, had a strengthened structure, a modifiedleading edge, and was fitted with both a wheeled andfloatundercarriages.[2]
During May 1931, one of the prototypes, designatedJu 52cai, was written off after a crash.[3] While these initial aircraft had been powered by a single engine, Junkers decided to develop the Ju 52 into atrimotor configuration. Accordingly, theJu 52/3m (drei motoren—"three engines") was developed, being powered by an arrangement of threeradial engines.[4] According to Smith, the earliest known Ju 52/3m was delivered toBolivian airlineLloyd Aéreo Boliviano during 1932. During its initial production years, airlines were the type's most common customers.[4] By the mid-1930s, theJu 52/3mce andJu 52/3fe, were the two primary production variants, both being powered by theBMW 132 radial engine.[4]
Shortly after theNazis came into power in 1933, Junkers was approached to participate in Germany's rearmament. When Junkers declined, the Nazis responded by demanding ownership of all patents and market shares from his remaining companies, under threat of imprisonment on the grounds ofHigh Treason. Despite Hugo Junkers' objections, his company, designs, and name would be pressed into military service to serve the militaristic regime that had gained power in Germany. Ironically, despite his designs being associated with Germany's Luftwaffe and the Second World War, Hugo Junkers had opposed Nazism.[citation needed]
During 1934, work commenced on a militarised model of the Ju 52/3m, designatedJu 52/3mg3e, on behalf of the then-secretLuftwaffe.[5] This model could function as amedium bomber, being furnished with a pair of machine gun positions (an open dorsal position and a ventral "dustbin" position lowered by a hand crank), each with single machine guns and operated by a crew of four. Between 1934 and 1935, a total of 450 Ju 52/3mg3e aircraft were delivered to the Luftwaffe.[5]
Numerous improved models would be introduced prior to and during theSecond World War. The dominant production model was theJu 52/3mg7e, featuring advances such as anautopilot, enlarged doors to the cabin, and other general enhancements.[6] It was configured as a pure transport aircraft, being capable of carrying up to 18 fully-equipped troops. Defensive armaments comprised a dorsal-mounted 13 mmMG 131 machine gun and a pair of beam 7.9mmMG 15 machine guns.[6] Successive models saw other improvements, such as revised glazing, newer engines, undercarriage strengthening, and increased take-off weight. The final wartime model to be developed, designatedJu 52/3mg14e, featured improved armour protection for the pilot and a bolstered defensive armament.[7]
From mid-1943 onwards, the Luftwaffe began to make less use of the Ju 52, interest having waned in the type.[8] German officials were interested in procuring a successor to the type; at one stage, theReich Air Ministry showed enthusiasm for theJunkers Ju 352, a larger transport aircraft somewhat resembling the Ju 52. Actions were taken to convert Junkers' Ju 52 production lines to instead manufacture Ju 352s; however,the conflict's end in May 1945 led to the effort being abandoned in an unfinished state.[8] As such, German production of the Ju 52 was terminated during 1944; Smith claims that a total of 3,234 aircraft of various models were constructed during the conflict.[9]
In thepostwar era, manufacture of the Ju 52 resumed, albeit in foreign countries.[8] It was constructed in France byAvions Amiot as theAmiot AAC.1 Toucan; it was also produced in Spain byConstrucciones Aeronáuticas SA (CASA) as theCASA 352. A handful of captured wartime aircraft were also rebuilt byShort Brothers ofNorthern Ireland for civilian service.[8]
The Ju 52 had a lowcantilever wing, the midsection of which was built into thefuselage, forming its underside.[10][2] It was formed around four pairs of circular cross-section duraluminspars with a corrugated surface that provided torsional stiffening. A narrow control surface, with its outer section functioning as theaileron, and the inner section functioning as aflap, ran along the wholetrailing edge of each wing panel, well separated from it. The inner flap section lowered the stalling speed and the arrangement became known as theDoppelflügel, or "double wing".[11][2] The outer sections of this operated differentially asailerons, projecting slightly beyond the wingtips with control horns. The struttedhorizontal stabilizer carried horn-balancedelevators which again projected and showed a significant gap between them and the stabilizer, which was adjustable in-flight. All stabilizer surfaces were corrugated.
The Ju 52 featured an unusual corrugatedduralumin metal skin, which had been pioneered by Junkers during theFirst World War; the corrugation served to strengthen the whole structure over a smoother approach.[2] The fuselage was of rectangular section with a domed decking, comprising a tubular steel structure that was entirely covered by the corrugated metal skin.[2] A port-side passenger door was placed just aft of the wings; this entrance also acted as a loading hatch for freight, the lower half functioning as a platform to ease cargo movements. The cabin had a dimensional capacity of 17 m3 (590 cu ft), and was lined with numerous windows stretching forward to the pilots'cockpit.[2] The mainundercarriage was fixed and divided; some aircraft had wheelfairings, others did not. A fixed tailskid, or a later tailwheel, was used. Some aircraft were fitted with floats or skis instead of the main wheels.[4]
In its original configuration, designated theJu 52/1m, the Ju 52 was a single-engined aircraft, powered by either aBMW IV or Junkers liquid-cooledV-12 engine. However, the single-engined model was deemed to have been underpowered and, after sevenprototypes had been completed, all subsequent Ju 52s were built with threeradial engines as theJu 52/3m (drei motoren—"three engines"). Originally powered by threePratt & Whitney R-1690 Hornet radial engines, later production models mainly received 574 kW (770 hp)BMW 132 engines, a licence-built refinement of the Pratt & Whitney design. Export models were also built with 447 kW (600 hp)Pratt & Whitney R-1340 Wasp and 578 kW (775 hp)Bristol Pegasus VI engines.
The two wing-mounted radial engines of the Ju 52/3m had half-chordcowlings and in planform view (from above/below) appeared to be splayed outwards, being mounted at an almost perpendicular angle to the tapered wing's sweptback leading edge (in a similar fashion to theMitsubishi G3M bomber andShort Sunderland; the angled engines on the Ju 52 were intended to make maintaining straight flight easier should an engine fail, while the others had different reasons). The three engines had eitherTownend ring or NACA cowlings to reduce drag from the engine cylinders, although a mixture of the two was most common (as can be seen in many of the accompanying photographs), with deeper-chord NACA cowlings on the wing engines and a narrow Townend ring on the center engine (onto which a deeper NACA cowl was more difficult to fit, due to the widening fuselage behind the engine). Production Ju 52/3m aircraft flown byDeutsche Luft Hansa before the Second World War, as well as Luftwaffe-flown Ju 52s flown during the war, usually used anair-start system to turn over their trio of radial engines, using a common compressed air supply that also operated the main wheels' brakes.[citation needed]
In a military context, the Ju 52 could carry up to 18 fully-equipped soldiers, or 12 stretchers when used as anair ambulance. Transported material was loaded and unloaded through side doors by means of a ramp. Air-dropped supplies were jettisoned through two double chutes; supply containers were dropped by parachute through the bomb-bay doors, andparatroopers jumped through the side doors.Sd.Kfz. 2Kettenkrafträder (half-track motorcycles) and supply canisters for parachute troops were secured under the fuselage at the bomb bay exits and were dropped with four parachutes. A tow coupling was built into the tail-skid for use in towing freightgliders. The Ju 52 could tow up to twoDFS 230 gliders.[citation needed]
In late 1931,James A. Richardson'sCanadian Airways received (Werknummer 4006)CF-ARM, the sixth-built Ju 52/1m.[3] The aircraft, first refitted with anArmstrong Siddeley Leopard radial engine and then later with aRolls-Royce Buzzard and nicknamed the "Flying Boxcar" in Canada,[12][13] could carry 2,000 kg (4,400 lb) and had a maximum weight of 6,600 kg (14,600 lb). It was commonly used to supply mining and other operations in remote areas with equipment that was too big and heavy for other aircraft then in use. The Ju 52/1m was able to land on wheels, skis, or floats (as were all Ju 52 variants).[14][4]
Prior to theNazi government's seizure of control of the Junkers company during 1935, the Ju 52/3m was produced principally as a 17-seat airliner. By 1935, 97 Ju 52s were being operated by numerous airlines; early customers includedFinland'sAero O/Y,Sweden'sAB Aerotransport, andBrazil'sSyndicato Condor.[4]
During May 1932, Germanflag carrierLuft Hansa took delivery of its first example of the type.[4] The Ju 52 was heavily used by Luft Hansa, it was able to fly fromBerlin toRome in eight hours; both this route and theLondon-Berlin service was frequently operated by the type.[4] According to Smith, Luft Hansa's Ju 52 fleet eventually numbered 231 Ju 52s;[5] during the pre-war era, it was flown on various routes from Germany on routes in Europe, Asia, and South America.[citation needed]
TheColombian Air Force used three Ju 52/3mde bombers equipped asfloatplanes during theColombia-Peru War in 1932–1933. After the war, the air force acquired three other Ju 52mge as transports; the type remained in service until after the end of theSecond World War.[citation needed]
Bolivia acquired four Ju 52s in the course of theChaco War (1932–1935), mainly formedical evacuation and air supply. During the conflict, the Ju 52s alone transported more than 4,400 tons of cargo to the front.[15]
In 1934, Junkers received orders to produce a bomber version of the Ju 52/3m to serve as interim equipment for the bomber units of the still-secret Luftwaffe until it could be replaced by the purpose-designedDornier Do 11.[16] Two bomb bays were fitted, capable of holding up to 1,500 kg (3,300 lb) of bombs, while defensive armament consisted of two 7.92 mmMG 15 machine guns, one in an open dorsal position, and one in a retractable "dustbin" ventral position, which could be manually winched down from the fuselage to protect the aircraft from attacks from below. The bomber could be easily converted to serve in the transport role.[17] The Dornier Do 11 was a failure, however, and the Junkers ended up being acquired in much larger numbers than at first expected, with the type being the Luftwaffe's main bomber until more modern aircraft such as theHeinkel He 111,Junkers Ju 86 andDornier Do 17 entered into service.[18][19]
The Ju 52first[citation needed] was used in military service in theSpanish Civil War against theSpanish Republic. It was one of the first aircraft to be delivered to theNationalist faction in July 1936, with 20 Ju 52/3m g3e bombers being delivered to the Nationalist forces by Germany within a week of the start of the war. Their first use was to helpairliftFranco'sArmy of Africa fromMorocco to the Spanish mainland, bypassing a Spanish republican naval blockade. Between 20 July and the end of August 1936, Ju 52s carried out 461 transport flights, ferrying 7,350 troops together with weapons and equipment, with 5,455 more troops carried in September and a further 1,157 troops carried by the time the airlift ended early in October.[20] According to Smith, the Ju 52 gained a formidable reputation; the type having been reportedly used in practically every major military engagement in support of Nationalist forces.[21] In the Spanish theatre, the Ju 52 was operated both as a bomber and as a transport. In the former role, it participated in thebombing of Guernica, although it was considered obsolete as a bomber by late 1937, by which point it was in the process of being replaced by more capable bombers such as the Dornier Do 17 and Heinkel He 111.[21] The type's final sortie in the theatre was performed on 26 March 1939. By the end of the conflict, Ju 52s had accumulated 13,000 operational hours and had performed 5,400 offensive missions and dropped over 6,000 bombs.[6]
Following the end of the Spanish Civil War, no further aircraft of the bomber variants were built, though the type was again used as a bomber during thebombing of Warsaw[22] during theinvasion of Poland in September 1939. The Luftwaffe instead relied on the Ju 52 for transport roles during the Second World War, includingparatroop drops.
During its service with Luft Hansa, the Ju 52 had proved to be an extremely reliable passenger airplane. This positive experience contributed to its adoption by the Luftwaffe as a standard aircraft model. In 1938, the7th Air Division had five air transport groups with 250 Ju 52s. The Luftwaffe had 552 Ju 52s at the start of the Second World War. Though it was built in large numbers, the Ju 52 was technically obsolete. Between 1939 and 1944, 2,804 Ju 52s were delivered to the Luftwaffe (1939: 145; 1940: 388; 1941: 502; 1942: 503; 1943: 887; and 1944: 379).[23] The production of Ju 52s continued until around the summer of 1944; when the war came to an end, 100 to 200 were still available.
Lightly armed, and with a top speed of only 265 km/h (165 mph) — half that of a contemporaryHurricane — the Ju 52 was very vulnerable to fighter attack, and an escort was always necessary when flying in a combat zone.
The first major operation for the aircraft after the bombing of Warsaw was at the start ofOperation Weserübung, the attack on Denmark and Norway on 9 April 1940. 52 Ju 52s from 1. and 8. Staffel inKampfgeschwader 1 transported a company ofFallschirmjäger (paratroopers) and a battalion of infantry toAalborg in northernJutland. These troops captured the airfield there, vital to support later operations in southern Norway. Several hundred Ju 52s were also used to transport troops to Norway in the first days of that campaign.[24]
During the Norwegian campaign, the Luftwaffe's Ju 52s performed a total of 3,018 sorties, 1,830 of which carried troops while the remainder transported cargo and various supplies.[25] According to Smith, 29,280 personnel, 2,376 tons of supplies and 259,300 imp. gallons of fuel were airlifted by Ju 52s through the campaign. Around 150 aircraft were recorded as lost by the end of operations.[25]
Theseaplane version, equipped with two largefloats, served during theNorwegian campaign in 1940, and later in theMediterranean theatre.
Some Ju 52's, both floatplanes and land planes, were used asminesweepers, known asMinensuch — literally, "mine-search" aircraft in German. These aircraft were fitted with a 14 m (46 ft) diameter current-carryingdegaussing ring under the airframe to create a magnetic field that triggered submergednaval mines. They were usually designated by an -"MS" suffix, like similarly equippedBv 138 MS trimotor flying boats.[26][27]
The Ju 52 transport aircraft participated in the attack on theNetherlands on 10 May 1940. It was during this campaign that the Ju 52 performed a crucial role in carrying out the first large-scale air attack withparatroops in history during theBattle for The Hague.[25] According to Smith, 500 Ju 52s had been made ready for the aerial assault on theLow Countries. In addition to the paratroop drops, they also directly landed in hostile territory to deploy assault troops, such as atYpenburg Airport, on public highways aroundThe Hague, and on theRiver Meuse (the latter using float-equipped aircraft).[28]
During the opening days of the Netherlands campaign, many German aircraft were shot down by Dutch AA-fire; a total of 125 Ju 52s were lost and 47 damaged; author Hooton considered these losses to have been relatively costly for the Luftwaffe.[29] Although transport operations with the Ju 52 were noticeably curtailed after the initial days of the invasion, the type continued to aerially supply forward ground troops.[30]
During August 1940, Nazi German decided to base large numbers of Ju 52s at airfields in theLyon,Lille, andArras areas.[31] Luftwaffe transport units were deliberately held at a state of readiness forOperation Sea Lion, the envisioned invasion of the British Isles; however, this operation was never attempted, in part due to the Luftwaffe being unable to secure aerial supremacy during theBattle of Britain.[30]
The next major use of the Ju 52 was in theBalkans campaign. The type has been credited with enabling the rapid deployment of German ground forces throughout the theatre.[30] The Ju 52 was also deployed during theBattle of Crete in late May 1941. 493 Ju 52/3m aircraft were used to transport most of the 22,750 troops flown onto Crete for the Luftwaffe's largest airborne invasion of the war.[30] While victorious, 170 aircraft were lost along with 4,500 personnel; the high loss rate brought about the end of German paratrooper operations.[30]
During theNorth African campaign, the Ju 52 was the mainstay reinforcement and resupply transport for the Germans, starting with 20 to 50 flights a day toTunisia fromSicily in November 1942, building to 150 landings a day in early April as the Axis situation became more desperate. The Allied air forces developed a counter-air operation over a two-month period and implementedOperation Flax on 5 April 1943, destroying 11 Ju 52s in the air nearCap Bon and many more during bombing attacks on its Sicilian airfields, leaving only 29 flyable.[32] That began two catastrophic weeks in which more than 140 aircraft were lost in air interceptions,[33] culminating on 18 April with the"Palm Sunday Massacre" in which 24 Ju 52s were shot down, and another 35 staggered back to Sicily and crash-landed.[34][35]
Many Ju 52's were shot down byantiaircraft guns and fighters while transporting supplies, most notably during the desperate attempt to resupply the trappedGerman Sixth Army during the final stages of theBattle of Stalingrad in the winter of 1942–1943.[36]
From 24 November 1942 to 31 January 1943, 488 aircraft were recorded as lost (this number included 266 Ju 52, 165 He 111, 42 Ju 86, 9 Fw 200, 5 He 177 and 1 Ju 290) and about 1,000 flight personnel.[37]
Hitler used a Deutsche Luft Hansa Ju 52 for campaigning in the 1932 German election, preferring flying to train travel. After he becameChancellor of Germany in 1933,Hans Baur became his personal pilot, and Hitler was provided with a personal Ju 52. NamedImmelmann II after theFirst World War aceMax Immelmann, it carried the registration D-2600.[38] As his power and importance grew, Hitler's personal air force grew to nearly 50 aircraft, based atBerlin Tempelhof Airport and made up mainly of Ju 52s, which also flew other members of his cabinet and war staff. In September 1939, at Baur's suggestion,Immelmann II was replaced by a four-engineFocke-Wulf Fw 200Condor, althoughImmelman II remained his backup aircraft for the rest of the Second World War.
Eurasia was a major Chinese airliner company in the 1930s and operated at least seven Ju 52/3ms. A further example, sent out as a demonstrator to Eurasia, was purchased by theChinese Nationalist Party government and becameChiang Kai-shek's personal transport.[39]
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Various Junkers Ju 52s continued in military and civilian use following World War II. In 1956, the Portuguese Air Force, which was already using the Ju 52s as a transport plane, employed the type as a paratroop drop aircraft for its newly organized eliteparachute forces, later known as theBatalhão de Caçadores Páraquedistas. The paratroopers used the Ju 52 in several combat operations in Angola and other Portuguese African colonies before gradually phasing it out of service in the 1960s.[41]
TheSwiss Air Force also operated the Ju 52 from 1939 to 1982, when three aircraft remained in operation, probably the last and longest service in any air force.[42] Museums hoped to obtain the aircraft, but they were not for sale.[43] They are still in flying condition and together with a CASA 352 can be booked for sightseeing tourswith Ju-Air.[44]During the 1950s, the Ju 52 was also used by theFrench Air Force during theFirst Indochina War as a bomber. The use of these Junkers was quite limited.[45]
TheSpanish Air Force operated the Ju 52, nicknamedPava, until well into the 1970s. Escuadrón 721, flying the Spanish-built versions, was employed in trainingparachutists fromAlcantarilla Air Base nearMurcia.[46]
Some military Ju 52s were converted to civilian use. For example,British European Airways operated 11 ex-Luftwaffe Ju 52/3mg8e machines, taken over by the RAF, between 1946 and retirement in 1947 on intra-U.K. routes before theDouglas DC-3 was introduced to the airline.[11] French airlines such asSociete de Transports Aeriens (STA) andAir France flew Toucans in the late 1940s and early 1950s.
In the USSR, captured Ju 52s were allocated to the Civil Air Fleet, being found particularly suitable for transporting sulphur from theKarakum Desert.[47] Various Soviet agencies used the Ju 52 through to 1950.
InYugoslavia the Ju-52 was in use byYugoslav Air Force, which also heavily financedflying clubs such asLetalski center Maribor and supported many parachuting sports activities with them. Yugoslav plane number 208 dropped paratroopers for the last time in 1960 atMaribor Airport and today is preserved in theAeronautical Museum Belgrade.[48]
A Ju 52 and a Douglas DC-3 were the last aircraft to take off fromBerlin Tempelhof Airport before all operations ceased there on 30 October 2008.[49]
Most Ju 52s were destroyed after the war, but 585 were built after 1945. In France, the machine had been manufactured during the war by the Junkers-controlledAvions Amiot company, and production continued afterwards as theAmiot AAC 1 Toucan. InSpain,Construcciones Aeronáuticas SA continued production as theCASA 352 and352L.Four CASA 352s are airworthy and in regular use today.
In April 2022, 90 years after the first flight of the Ju 52/3m, the SwissJunkers Flugzeugwerke AG announced the successor model of the Ju 52, the Ju 52 New Generation. The Ju 52 New Generation will be able to carry 14 passengers and will have modernRED A03 engines and modern avionics. The market launch is not expected before 2025.[50][51]
Data fromJunkers Aircraft & Engines 1913–1945[52]
Argentina
Austria
Belgium
Bolivia
Brazil
Bulgaria
Canada
Chile
China
Colombia
Croatia
Czechoslovakia
Denmark
Ecuador
Estonia
Finland
France
Germany
Germany
Greece
Hungary
Italy
Lebanon
Norway
Peru
Poland
Portugal
Romania
South Africa
Slovak Republic
Soviet Union
Spanish State
Sweden
Switzerland
Turkey
United Kingdom
United States
Uruguay
Yugoslavia
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Data fromThe Warplanes of the Third Reich,[89]Aircraft Profile No. 177: The Junkers Ju 52 Series[27]
General characteristics
Performance
Armament
Related development
Aircraft of comparable role, configuration, and era
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