Ju 52 F-AZJU
This Exact Ju-52 left the production plant in 1951 as Ju-52/3m and was taken on strength with the Ejército del Aire (Spanish Air Force) with serial number T.2B-212 (Later marked 406-2) where it served until November 1975.
In 1976 a static restoration was carried out. During restoration, it was determined that the fuselage is the original German Junkers Ju-52 and wings of CASA 352. Shortly after the restoration was complete on the 27th of July 1976 the Ju-52 was sold to the Warbirds of Great Britain Limited and received a civil registration G-BECL.
In September 1976 the aircraft received a new paint job and markings of Flugbereitschaft Norwegen N9+AA. On the 24th of May 1985, the aircraft was sold to Sutton At Hone keeping and received a new paint job and markings N7+AA.
After a number of years of not flying it was sold to Amicale Jean Baptiste Salis and on the 15th of May 2003 it was transported to Jean-Baptiste Salis Airfield where it’s currently based. In France, the Ju-52 was restored to an airworthy condition and received a new civil registration F-AZJU as well as a new paint job and markings of KGr.z.b.V. 172 (Special Duties Battle Group) which operated during the Crete invasion in 1942.
Junkers Ju 52/3m
The Junkers Ju 52/3m (nicknamed Tante Ju ("Aunt Ju") and Iron Annie) is a transport aircraft that was designed and manufactured by German aviation company Junkers.
Development of the Ju 52 commenced during 1930, headed by German aeronautical engineer Ernst Zindel. The aircraft's design incorporated a corrugated duralumin metal skin as a strengthening measure, which was very unusual at the time. The Ju 52's maiden flight was performed on 13 October 1930. It was initially designed with a single-engine, however, it was produced in quantity as a trimotor. The primary early production model, the Ju 52/3m, was principally operated as a 17-seat airliner or utility transport aircraft by various civil operators during the 1930s. Following the rise of Nazi Germany, thousands of Ju 52s were procured as a staple military transport of the nation. The Ju 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, including Swissair and Deutsche Luft Hansa, as both a passenger carrier and a freight haulier. In a military role, large numbers flew with the Luftwaffe, being deployed on virtually all fronts of the Second World War as a troop and cargo transport; it was also briefly used as a medium bomber. Additionally, the type was deployed by other nation's militaries in conflicts such as the Spanish Civil War, the Chaco War, and the Portuguese Colonial War. During the postwar era, the Ju 52 had a long 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 purposes such as heritage aviation displays and aerial sightseeing.
The Ju 52 had a low cantilever wing, the midsection of which was built into the fuselage, forming its underside. It was formed around four pairs of circular cross-section duralumin spars with a corrugated surface that provided torsional stiffening. A narrow control surface, with its outer section functioning as the aileron, and the inner section functioning as a flap, ran along the whole trailing edge of each wing panel, well separated from it. The inner flap section lowered the stalling speed and the arrangement became known as the Doppelflügel, or "double wing".
The outer sections of this operated differentially as ailerons, projecting slightly beyond the wingtips with control horns. The strutted horizontal stabilizer carried horn-balanced elevators 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 corrugated duralumin metal skin, which had been pioneered by Junkers during the First World War; the corrugation served to strengthen the whole structure over a smoother approach. The fuselage was of rectangular section with a domed decking, comprising a tubular steel structure that was entirely covered by the corrugated metal skin. 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 590 cubic feet and was lined with numerous windows stretching forward to the pilots' cockpit. The main undercarriage was fixed and divided; some aircraft had wheel fairings, others did not. A fixed tail skid, or a later tailwheel, was used. Some aircraft were fitted with floats or skis instead of the main wheels.
In its original configuration, designated the Ju 52/1m, the Ju 52 was a single-engined aircraft, powered by either a BMW IV or Junkers liquid-cooled V-12 engine. However, the single-engined model was deemed to have been underpowered and, after seven prototypes had been completed, all subsequent Ju 52s were built with three radial engines as the Ju 52/3m (drei motoren—"three engines"). Originally powered by three Pratt & 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-chord cowlings 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 the Mitsubishi G3M bomber and Short 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 either Townend 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 centre 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 by Deutsche Luft Hansa before the Second World War, as well as Luftwaffe-flown Ju 52s flown during the war, usually used an air-start system to turn over their trio of radial engines, using a common compressed air supply that also operated the main wheels' brakes.
In a military context, the Ju 52 could carry up to 18 fully-equipped soldiers, or 12 stretchers when used as an air 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, and paratroopers jumped through the side doors. Sd.Kfz. 2 Kettenkrafträder (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 freight gliders. The Ju 52 could tow up to two DFS 230 gliders.