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Air Power |
The reputation of the Junkers Ju 87 as a weapon of war was made in the early days of World War II, when this dive-bomber was used in the Polish campaign, following up its success there with operations across Europe. The Stuka, as it became known universally (from Sturzkampfflugzeug, or dive-bomber), was considered by the Luftwaffe to he virtually invincible, but this was true only after air superiority had been gained. During the Battle of Britain in 1940 the RAF rapidly disproved the myth and the Stukas were so severely mauled by Hurricanes and Spitfires, that they were eventually withdrawn from operations over Western Europe. Junkers began construction of three prototypes of the Ju 87 in 1934 and a specification was issued around it. Ironically, in view of later events, a 640 hp (477 kW) Rolls-Royce Kestrel engine powered the first aircraft. Square twin fins and rudders proved too weak and during dive testing in 1935 they collapsed and the aircraft crashed.
The second prototype had a redesigned single fin and rudder and a 610 hp (455 kW) Junkers Jumo 210A engine. It was soon joined by a third prototype with further modifications, and official evaluation took place in 1936 against three competitive aircraft, the Arado Ar 81, Hamburger Ha 137 and Heinkel He 118. Orders were placed with Junkers and Heinkel for 10 aircraft each, the other two types being eliminated.
The pre-production batch of Ju 87A-0 aircraft had 640 hp (477 kW) Jumo 210Ca engines and changes to facilitate production, these being followed by Ju 87A-1 initial production aircraft which began to replace Hs 123 biplanes in the spring of 1937, and three aircraft were tested under operational conditions by the Condor Legion during the Spanish Civil War. The Ju 87A-2 was the next production model, with a 680 hp (507 kW) Jumo 210Da engine with supercharger, but this remained in production and service for only about six months before a major redesign was undertaken with the seventh prototype and Ju 87B-0 pre-production series. The new model was the Ju 87B-1 with considerably more power, its Jumo 211Da giving 1,200 hp (895 kW), while the fuselage and landing gear were completely redesigned. Large, streamlined spats replaced the earlier model's trousered main landing gear units and the fin and rudder were enlarged. Again tested in Spain, the new variant proved its abilities, and the production rate was stepped up by in mid-1939 to 60 per month and as a result, on the outbreak of World War 11 the Luftwaffe had 336 Ju 87B-ls on strength.
The Ju 87B-2 which followed had a number of detailed improvements and was built in several variants including ski-equipped versions and, at the other extreme, with tropical operation kit as the Ju 87B- 2/Trop. Italy received a number of Ju 87B-2s and named the type Picchliatello, while others went to Axis countries, including Bulgaria, Hungary and Romania. A long-range anti-shipping version of the Ju 87B series appeared as the Ju 87R type, variants from Ju 87R-1 to Ju 87RA all having detail differences but a common main armament of one 551 lbs (250 kg) bomb with Dienartstab attachment and provision for underwing drop tanks. A pre-production batch (Ju 87C-0) of a navalised version, the Ju 87C-1, was built for operation from the aircraft-carrier Graf Zeppelin, but the ship was not completed and the aircraft were converted back to Ju 87B standard.
Although the Stukas had suffered severe losses at the hands of the RAF, the Luftwaffe had no immediate replacement available and development continued, the next production model being the Ju 87D-1 with the new 1,410 hp (1051 kW) Jumo 211J-1 engine. Considerable changes were made in the aircraft's appearance and armour was increased, probably the most popular improvement. Production of this version began in 1941 and deliveries during that year totalled 476, with 917 in 1942. The type was deployed extensively in the Middle East and on the Eastern Front, and in the former area was even used as a glider tug under the designation Ju 87D-2. The Ju 87D-3 had extra armour protection for the ground-attack role, and an odd experimental version of the Ju 87D-3 had a pod above each wing, both capable of carrying two persons and intended to be used to drop agents behind enemy lines. The pods were designed to be released in a shallow dive and to descend by parachute, but the point of this is obscure and it is not known if flight trials and release ever took place. The designation Ju 87D-4 applied to a torpedo-bomber version. The Ju 87D-5 had the outer wing panels extended to give a span of 49 ft 2 1/2 in (15.00 m), the increase being necessary to cope with the heavier loads that were being carried. Dive brakes were omitted as the variant was intended only for ground-attack.
The Ju 87s in use on the Eastern Front were, by 1943, being severely mauled by the Red Air Force during daytime operations. A night assault version, also without dive brakes, was developed as the Ju 87D-7 with flame-damped exhausts two wing-mounted 20 mm MG 151/20 cannon and night-flying equipment. The Ju 87D-8 final production version was a similar but simplified aircraft. A final operational version should he mentioned, the Ju 87G-1, which was a conversion of the Ju 87D-5 for tank-busting operations with a 37 mm cannon beneath each wing. For a while this version enjoyed considerable success on the Eastern Front, but when Soviet fighters could be spared for deployment against the type its low speed and poor manoeuvrability with the heavy cannon made it extremely vulnerable. The Ju 87H series were trainers, produced by conversion of Ju 87D airframes.
The final production figure for all models of the Ju 87 was in excess of 5,700, with most of these being built after 1940, when the RAF had already shown the type to be very vulnerable without adequate fighter cover. It can only be assumed that the type continued in production for so long because no suitable replacement was forthcoming.
Specifications:
Type: Two Seat Dive Bomber & Attack Aircraft
Design: Chief Engineer Hermann Pohlmann of Junkers Flugzeug und Motorwerke AG
Manufacturer: Junkers Flugzeug und Motorwerke AG in Dressau until 1939 when the plant moved to Weser Flugzeugbau at the Berlin-Tempelhop airport with components from SNCASO in France
Powerplant:
(B-Series) One 1,200 hp (895 kW) Junkers Jumo 211Da 12-cylinder inverted Vee piston engine.
(D & G-Series) One 1,410 hp (1051 kW) Junkers Jumo 211J-1 12-cylinder inverted Vee piston engine.
(D-7/D-8) One 1,500 hp (1119 kW) Junkers Jumo 211P 12-cylinder inverted Vee piston engine.
Performance:
Maximum speed: 255 mph (410 km/h) at 12,600 ft (3840 m)
cruising speed: 199 mph (320 km/h) at 16,700 ft (5090 m)
service ceiling: 23,915 ft (7290 m)
Range: 954 miles (1535 km) on internal fuel
Dimensions:
Span: 45 ft 3 1/2 in (13.80 m)
length: 37 ft 8 3/4 in (11.50 m)
height: 12 ft 9 1/2 in (3.90 m)
wing area: 343.38 sq ft (31.90 sq m)
Weights: Empty equipped 8,598 lbs (3900 kg) with a maximum take-off weight of 14,550 lbs (6600 kg).
Avionics:
Revi 16B Gunsight
FuG 125 Navigation equipment (H-1/R-11 Only)
LGW-Siemens K 23 Autopilot
FuG 16ZY Radio Transmitter/reciever
BSK 16 Gun Camera
Armaments:
Two Rheinmetall 7.92 mm (0.31 in) forward-firing MG 17 machine guns in wings
Twin 7.92 mm (0.31 in) Mauser MG 81Z machine-guns on GSL-K 81 mounts in rear cockpit,
Maximum bombload of one 3,968 lbs (1800 kg) bomb beneath fuselage,
Alternative loads beneath fuselage and wings, included
anti-personnel bombs. (D-7)
two 20 mm MG 151/20 cannons in the wings (G-1)
two 37 mm BK 3,7 (Flak 18 or Flak 36) cannons in containers below the wings (D-4)
two weapon containers below the wings each containing six 7.92 mm (0.31 in) MG 81 machine guns.
Junkers Ju 87 Stuka in flight 
Junkers Ju 87 Stuka on an airfield 
Junkers Ju 87 Stuka's in formation 
All photos Copyright:
Frans Bonnè
214th Squadron