Among the rather extensive aircraft fleet of Nazi Germany during the Second World War, the Junkers Ju-87 dive bomber is perhaps the most famous and remarkable. This aircraft has long become the same symbol of that great war as the T-34 tank, Il-2 attack aircraft or the American B-17 heavy bomber.
The Ju-87 dive bomber is strongly associated with the first years and months of the Second World War; it is closely associated with the victories of Germany in 1939-1942, with the implementation of the German concept of blitzkrieg. But for hundreds of thousands of citizens of Spain, Poland, France, the Balkans and the Soviet Union, this plane became a symbol of grief, fear and destruction.
The chilling howl of the Yu-87 siren is one of the most vivid memories of people who survived that terrible war. Anyone who has heard it at least once is unlikely to be able to forget it until death. Because the landing gear was not retractable in flight, Soviet soldiers called the Yu-87 dive bomber “laptezhnik” or “lapotnik.” In Germany, this aircraft was designated Ju-87 Stuka (from the German word Sturzkampfflugzeug, meaning dive bomber).
Despite its very mediocre performance characteristics, this aircraft was one of the most effective combat vehicles of the Luftwaffe. There was something sinister in the very appearance of the bomber, reminiscent of a bird of prey: the non-retractable landing gear looked like extended claws, and the wide radiator of the car looked like an open mouth. All this, together with the famous howl of the siren, produced a strong psychological effect on the enemy soldiers, on whose heads the Yu-87 dropped its bombs with deadly accuracy.
The Yu-87 Stuka made its first flight in September 1935, the aircraft was put into operation in 1936, and its serial production continued almost until the very end of the war. In total, about 6.5 thousand units of this aircraft were manufactured.
The Yu-87's combat debut took place during the Spanish Civil War; this aircraft took part in all the battles of World War II that took place in the European theater of military operations. However, the effectiveness of the use of dive bombers dropped sharply at the final stage of the war: the Germans lost air superiority and the low-speed Ju-87 Stuka became easy prey for Allied fighters. At the end of the war, the Germans began to replace the Stukas with assault modifications of the Fw-190A fighter.
The Yu-87 was constantly improved: over the years of mass production, about ten modifications of this dive bomber were created. Based on the Ju-87 dive bomber, several variants of attack aircraft were developed. In addition to Germany, this vehicle was in service with the air forces of Italy, Bulgaria, Hungary, Croatia, Romania, Japan and Yugoslavia (after the war).
History of creation
Almost immediately after coming to power, the Nazis began creating full-fledged armed forces, and the revival of the Air Force became one of their main priorities. The problem was that after the First World War serious restrictions were placed on Germany.
Nazi leaders were initially wary of openly violating them, so the development of new combat aircraft was kept secret until 1935. After the official announcement of the creation of the Air Force, Germany began to rapidly increase the power of its air fleet.
The military leadership of the Third Reich was faced with the question of how to make front-line aviation more effective. Direct air support of ground forces on the battlefield played a very important role in the implementation of the blitzkrieg concept, so a lot of attention was paid to this issue. In the USSR, since the early 30s, an armored attack aircraft was developed for these purposes, which subsequently led to the creation of the famous “flying tank” Il-2. Germany and the USA took a slightly different path; they began creating dive bombers.
Since its inception, the main problem of bomber aviation has been bombing accuracy. Even the creation of heavy vehicles like the Ilya Muromets did not change the situation much: due to their low accuracy, bombers often inflicted only moral damage on the enemy. However, the pilots noticed that dive bombing provides much greater accuracy than conventional horizontal bombing. After the war, military theorists of the leading aviation powers of that time drew attention to this tactical technique.
However, creating an effective dive bomber was a very difficult task. During recovery from a dive, the aircraft structure was subjected to significant overloads (up to 5g), which only a very durable machine could withstand. To perform its functions, the dive bomber must be equipped with powerful wing mechanization and air brakes. The designers also needed to think about an automatic system for bringing the bomber out of a dive and devices that would deflect bombs from the plane of the aircraft's propeller at high dive angles. Since the dive bomber most often operates at low altitudes, its crew needed reliable armor protection.
The most important role in the creation of German dive aviation was played by the ace pilot (62 victories) of the First World War, Ernst Udet. He was a squadron commander in the regiment of the legendary Manfred von Richthofen and a bosom friend of the Minister of Aviation of the Third Reich, Hermann Goering. It was the latter circumstance that allowed Udet to actively influence the development of the German aviation industry in the 30s and 40s.
Udet became acquainted with the latest dive bomber in the United States and privately bought two cars. Later, he personally demonstrated to the Luftwaffe leadership the capabilities of dive bombing. The new tactics had many opponents, the most ardent of whom was Wolfram von Richthofen, the nephew of the famous ace and the future commander-in-chief of the German air fleet.
Udet was invited to serve in the Luftwaffe, received the rank of colonel and almost immediately began promoting the dive bomber project for the German army.
Back in 1932, the German Ministry of Aviation announced a competition to create a dive bomber, which was to be carried out in two stages. In the first of them (the so-called immediate program), German manufacturers were to develop a biplane dive bomber that would replace the outdated He-50 aircraft. Outstanding performance was not required from the new aircraft, but quick results were expected from the designers. At the next stage of the competition (it began in January 1935), its participants had to offer the customer a modern dive-bomber aircraft, with high performance, equipped with air brakes.
The main competition was attended by the most famous German aviation companies, Henkel, Blom and Vos and Junkers. Among the contenders, the one in the most advantageous position was the one that began developing the attack aircraft back in 1933. Some historians even believe that the competition was just a formality, since the task was practically developed for the future Ju-87.
Work on the future Yu-87 was carried out by a group of designers led by Herman Pohlmann. The dive bomber first took to the skies in September 1935.
The Yu-87 prototype as a whole was not too different from the machine that was later put into production: it was an all-metal two-seat monoplane, equipped with a wing with a characteristic “inverted seagull” kink. In order not to weaken its design, Pohlman decided to abandon the cutouts for retracting the landing gear and made it non-retractable. And to improve the aerodynamics of the car, the chassis was enclosed in fairings.
The Junkers designers came up with a very good aircraft: strong, reliable, with good handling and excellent visibility from the cockpit. The dive bomber had powerful wing mechanization to avoid bombs from hitting the aircraft's propeller; a simple and reliable frame structure was installed on it, which deflects bombs to a safe distance from the vehicle.
The first aircraft was equipped with a double fin and was powered by a British Rolls-Royce Kestrel engine. But the following prototypes were already equipped with much more powerful German Jumo 210A engines. During one of the first flights, when exiting a dive, the bomber's tail unit could not withstand the loads and collapsed, resulting in the death of the crew.
In March 1936, comparative tests of dive bombers presented by the companies participating in the competition began at the Rechlin airfield. The final round included aircraft developed by Junkers and Henkel.
The Ju-87 was recognized as the winner, although in terms of its main parameters it was inferior to the He-118. The head of the technical department, von Richthofen, ordered to stop work on the Ju-87, but literally the next day he was removed from his post and Ernst Udet was appointed in his place. But this was not the end of this intriguing story. A few days later, Udet (already the head of the technical department of the Luftwaffe) himself took the He-118 into the sky. During the dive, a strong vibration began, which completely destroyed the tail section of the aircraft. Udet miraculously remained alive; he escaped by jumping out with a parachute. Naturally, this episode put an end to the promising career of the He-118 and marked the beginning of the meteoric rise of the Ju-87.
Flight tests of the Ju-87 continued until the end of 1936. In the same year, the first pre-production dive bomber rolled off the assembly line, and at the beginning of 1937 it finally received the long-awaited order for the first batch of production aircraft.
Junkers "Ju-87", Bomber
Among the rather extensive aircraft fleet of Nazi Germany during the Second World War, the Junkers Ju-87 dive bomber is perhaps the most famous and remarkable. This aircraft has long become the same symbol of that great war as the T-34 tank, Il-2 attack aircraft or the American B-17 heavy bomber.
The JU-87 dive bomber is strongly associated with the first years and months of World War II, it is closely associated with the victories of Germany in 1939-1942, with the implementation of the German concept of blitzkrieg. But for hundreds of thousands of citizens of Spain, Poland, France, the Balkans and the Soviet Union, this plane became a symbol of grief, fear and destruction.
The chilling howl of the JU-87 siren is one of the most vivid memories of people who survived that terrible war. Anyone who has heard it at least once is unlikely to be able to forget it until death. Because the landing gear was not retractable in flight, Soviet soldiers called the JU-87 dive bomber “laptezhnik” or “lapotnik.” In Germany, this aircraft was designated Ju-87 Stuka (from the German word Sturzkampfflugzeug, meaning dive bomber).
Despite its very mediocre performance characteristics, this aircraft was one of the most effective combat vehicles of the Luftwaffe. There was something sinister in the very appearance of the bomber, reminiscent of a bird of prey: the non-retractable landing gear looked like extended claws, and the wide radiator of the car looked like an open mouth. All this, together with the famous howl of the siren, produced a strong psychological effect on the enemy soldiers, on whose heads the JU-87 dropped its bombs with deadly accuracy.
The JU-87 Stuka made its first flight in September 1935, the aircraft was put into service in 1936, and its serial production continued almost until the very end of the war. In total, about 6.5 thousand units of this aircraft were manufactured.
The JU-87 made its combat debut during the Spanish Civil War and took part in all the battles of World War II that took place in the European theater of operations. However, the effectiveness of the use of dive bombers dropped sharply at the final stage of the war: the Germans lost air superiority and the low-speed Ju-87 Stuka became easy prey for Allied fighters. At the end of the war, the Germans began to replace the Stukas with assault modifications of the Fw-190A fighter.
The JU-87 was constantly improved: over the years of mass production, about ten modifications of this dive bomber were created. Based on the Ju-87 dive bomber, several variants of attack aircraft were developed. In addition to Germany, this vehicle was in service with the air forces of Italy, Bulgaria, Hungary, Croatia, Romania, Japan and Yugoslavia (after the war).
History of creation The Nazis almost immediately after coming to power began creating full-fledged armed forces, and the revival of the Air Force became one of their main priorities. The problem was that after the First World War serious restrictions were imposed on Germany.
Nazi leaders were initially wary of openly violating them, so the development of new combat aircraft was kept secret until 1935. After the official announcement of the creation of the Air Force, Germany began to rapidly increase the power of its air fleet.
The military leadership of the Third Reich was faced with the question of how to make front-line aviation more effective. Direct air support of ground forces on the battlefield played a very important role in the implementation of the blitzkrieg concept, so a lot of attention was paid to this issue. In the USSR, since the early 30s, an armored attack aircraft was developed for these purposes, which subsequently led to the creation of the famous “flying tank” Il-2. Germany and the USA took a slightly different path; they began creating dive bombers.
Since its inception, the main problem of bomber aviation has been bombing accuracy. Even the creation of heavy vehicles like the Ilya Muromets did not change the situation much: due to their low accuracy, bombers often inflicted only moral damage on the enemy. However, the pilots noticed that dive bombing provides much greater accuracy than conventional horizontal bombing. After the war, military theorists of the leading aviation powers of that time drew attention to this tactical technique.
However, creating an effective dive bomber was a very difficult task. During recovery from a dive, the aircraft structure was subjected to significant overloads (up to 5g), which only a very durable machine could withstand. To perform its functions, the dive bomber must be equipped with powerful wing mechanization and air brakes. The designers also needed to think about an automatic system for bringing the bomber out of a dive and devices that would deflect bombs from the plane of the aircraft's propeller at high dive angles. Since the dive bomber most often operates at low altitudes, its crew needed reliable armor protection.
The most important role in the creation of German dive aviation was played by the ace pilot (62 victories) of the First World War, Ernst Udet. He was a squadron commander in the regiment of the legendary Manfred von Richthofen and a bosom friend of the Minister of Aviation of the Third Reich, Hermann Goering. It was the latter circumstance that allowed Udet to actively influence the development of the German aviation industry in the 30s and 40s.
Udet became acquainted with the latest dive bomber in the United States and privately bought two cars. Later, he personally demonstrated to the Luftwaffe leadership the capabilities of dive bombing. The new tactics had many opponents, the most ardent of whom was Wolfram von Richthofen, the nephew of the famous ace and the future commander-in-chief of the German air fleet.
Udet was invited to serve in the Luftwaffe, received the rank of colonel and almost immediately began promoting the dive bomber project for the German army.
Back in 1932, the German Ministry of Aviation announced a competition to create a dive bomber, which was to be carried out in two stages. In the first of them (the so-called immediate program), German manufacturers were to develop a biplane dive bomber that would replace the outdated He-50 aircraft. Outstanding performance was not required from the new aircraft, but quick results were expected from the designers. At the next stage of the competition (it began in January 1935), its participants had to offer the customer a modern dive-bomber aircraft, with high performance, equipped with air brakes.
The main competition was attended by the most famous German aviation companies, Henkel, Blom and Vos and Junkers. Among the contenders, the one in the most advantageous position was the one that began developing the attack aircraft back in 1933. Some historians even believe that the competition was just a formality, since the task was practically developed for the future Ju-87.
Work on the future JU-87 was carried out by a group of designers led by Hermann Pohlmann. The dive bomber first took to the skies in September 1935.
The JU-87 prototype was generally not very different from the machine that was later put into production: it was an all-metal two-seat monoplane, equipped with a wing with a characteristic “inverted gull” kink. In order not to weaken its design, Pohlman decided to abandon the cutouts for retracting the landing gear and made it non-retractable. And to improve the aerodynamics of the car, the chassis was enclosed in fairings.
The Junkers designers came up with a very good aircraft: strong, reliable, with good handling and excellent visibility from the cockpit. The dive bomber had powerful wing mechanization to avoid bombs from hitting the aircraft's propeller; a simple and reliable frame structure was installed on it, which deflects bombs to a safe distance from the vehicle.
The first aircraft was equipped with a double fin and was powered by a British Rolls-Royce Kestrel engine. But the following prototypes were already equipped with much more powerful German Jumo 210A engines. During one of the first flights, when exiting a dive, the bomber's tail unit could not withstand the loads and collapsed, resulting in the death of the crew.
In March 1936, comparative tests of dive bombers presented by the companies participating in the competition began at the Rechlin airfield. The final round included aircraft developed by Junkers and Henkel.
The Ju-87 was recognized as the winner, although in terms of its main parameters it was inferior to the He-118. The head of the technical department, von Richthofen, ordered to stop work on the Ju-87, but literally the next day he was removed from his post and Ernst Udet was appointed in his place. But this was not the end of this intriguing story. A few days later, Udet (already the head of the technical department of the Luftwaffe) himself took the He-118 into the sky. During the dive, a strong vibration began, which completely destroyed the tail section of the aircraft. Udet miraculously remained alive; he escaped by jumping out with a parachute. Naturally, this episode put an end to the promising career of the He-118 and marked the beginning of the meteoric rise of the Ju-87.
Flight tests of the Ju-87 continued until the end of 1936. In the same year, the first pre-production dive bomber rolled off the assembly line, and at the beginning of 1937 it finally received the long-awaited order for the first batch of production aircraft.
Description of design The Ju-87 dive bomber is an all-metal, single-engine, low-wing aircraft with a fixed landing gear. The Ju-87 fuselage is a semi-monocoque type with an oval cross-section. The plane's crew consisted of two people: a pilot and a gunner-radio operator.
The pilot's cabins were located in the central part of the aircraft; they were covered with a common canopy, which could be dropped in an emergency. At the rear of the cabin there was a machine gun mount (MG 15). In the fuselage of the dive bomber there was a glass hatch, covered with a metal lid on top. Through it, the pilot could select targets and accurately determine the moment the dive began. Between the cockpits of the pilot and the gunner-radio operator there was a short-wave radio station.
The Ju-87 had a trapezoidal wing with rounded edges, consisting of a center section and two consoles. Its power frame consisted of ribs, spars and working skin. The wing of the Ju-87 was made according to the “reverse seagull” design, which made it possible to reduce the weight and size of the fixed landing gear.
The wing mechanization consisted of slotted ailerons and flaps. An aerodynamic brake was installed under each of the wing consoles, which was used to reduce the aircraft's dive speed. It was a metal plate with a slot in the middle. The brake flaps were controlled using the Ahfanggerat automatic dive. The brake flaps and flaps were controlled using a hydraulic system.
Very large fuel tanks were also located in the wing center section.
The Ju-87 dive bomber was equipped with a water-cooled Jumo 211 engine, which, depending on the modification of the vehicle, had different power. The plane had a wooden three-blade propeller with variable pitch (later modifications had a metal one installed). The automatic propeller pitch control and engine control were combined into one system with an automatic dive, which also controlled the fuel supply and the opening and closing of the radiator flaps. The automatic dive became the most important innovation of the Ju-87, which largely ensured its effectiveness. It greatly simplified the work of the pilots, allowing them to fully concentrate on bombing. Later, an arrogance was included in the scheme, so the "thing" was taken out of the dive, regardless of whether the bomb was dropped.
The JU-87 had a single all-metal tail with an underbody stabilizer. Each elevator had two trimmers, which were connected to an automatic dive. Adjustment of the stabilizers was only possible in conjunction with the flaps.
The bomber had a three-legged fixed landing gear with oil-pneumatic shock absorption. Its design allowed the dive bomber to use unpaved airfields located near the front line. It was possible to install skis on the Ju-87.
The fuel system consisted of two protected tanks located in the wing center section, each with a capacity of 250 liters.
The water cooling radiator was located in the nose of the car, in a tunnel under the engine.
The Ju-87 dive bomber was armed with three 7.92 mm machine guns: two fixed MG-17s were located in the wing consoles, another MG-17 was installed in the gunner's cabin and was used to protect the rear hemisphere and fire at the ground during recovery from a dive.
The bomb load of the dive bomber was 1 thousand kg, the vehicle had three suspension points: under the fuselage and under the wing consoles. During a dive, a special H-shaped fork retracted the central bomb from the aircraft's propeller.
The composition of the Ju-87's weapons varied somewhat among different modifications. For example, the JU-87 attack aircraft (modification of the Ju-87G) was armed with two 37-mm cannons.
Modifications During the period of mass production, more than ten modifications of the Ju-87 dive bomber were developed. Usually in the historical literature, the first generation of dive bombers includes modifications from A to B and R. The second is represented by aircraft of the D and F series, and the third includes the JU-87 modifications G.
Ju-87A . This is the first modification of the aircraft equipped with a Jumo-210 engine (680 hp). Such engine power was clearly insufficient; the aircraft could only take on board one 500-kilogram bomb, and then only if the gunner-radio operator was not in the cockpit. The flight range with a full combat load was minimal. Series A dive bombers took part in the Spanish Civil War; these aircraft were in service with the Condor Legion. Production of the JU-87 series A was discontinued at the beginning of 1938.
Ju-87B . This modification of the aircraft was equipped with a Jumo-211 engine (1140 hp). The dive bomber could take on board a bomb with a caliber of 1 thousand kg, but without a radio operator and at short distances. The radio equipment on the plane was improved, and a third machine gun was installed in the left wing console. This modification is considered the main one for the initial period of the war.
Ju-87C. A deck modification of the dive bomber was developed for the German aircraft carrier Graf Zeppelin, which was never built. The aircraft of this series had a folding wing, a brake hook, a catapult carrier and a rescue boat. In case of an emergency landing on water, their landing gear could be fired back. A total of 10 cars of this series were built. After the start of the Polish campaign, they were all converted to modification B and sent to the Eastern Front.
Ju-87D . This modification of the aircraft appeared after a year of war; its design took into account the experience gained by German pilots in Poland, France, during the Battle of Britain and in the first months of the war with the Soviet Union. Production of the D series aircraft began in September 1941. The Luftwaffe leadership realized that the defensive weapons installed on the JU-87 were insufficient to protect the aircraft from fighters, and the existing armor could not effectively withstand anti-aircraft fire. The power of the power plant also did not meet the requirements of the time.
Therefore, the dive bomber has undergone significant modernization. A new engine with a power of 1420 hp was installed on the car. pp., the aircraft's armor was significantly strengthened. The MG-15 machine gun in the rear turret was replaced with a double-barreled MG-81. Later, D-series aircraft received a new, more advanced landing gear. The wooden propeller was poorly suited for the conditions of the Russian winter; it cracked from frost. Therefore, it was replaced with a metal one, a new Revi C/12C sight was also installed on the aircraft, the design of the cockpit canopy was redesigned, and fuel reserves were increased.
The modification of the Ju-87D dive bomber is the most numerous. This vehicle's baptism of fire occurred at the beginning of 1942 near Leningrad; its production continued until the end of 1944. It is usually divided into several series: D-1, D-3, D-4 and D-5, D-6 and D-7.
By 1943, it became clear that an attack aircraft was needed to support ground forces. It was created on the basis of the Ju-87D modification. For this purpose, the armor protection of the cabin and engine was strengthened, and the famous sirens were removed from the aircraft. The night version of the aircraft was equipped with flame arresters and equipment for flights in the dark.
The Ju-87D-4 series is quite interesting; it was a coast-based torpedo bomber. The vehicle never found its application; it was converted into an attack aircraft and sent to the Eastern Front.
Ju 87D-5 is another “assault” modification, created in early 1943. The aircraft of this series had a larger wingspan and more powerful small arms: MG 151/20 cannons were installed in the wing consoles instead of machine guns. The D-5 series was quite massive; by September 1944, almost 1.5 thousand vehicles were produced.
There were also two specialized “night” versions of the Ju 87 modification - D-7 and D-8. They were based on the “assault” D-3 series. These aircraft were equipped with a flame arrester, as well as additional radio equipment.
Ju-87E . This is a deck modification of the dive bomber, it never went into production.
Ju-87G . An “assault” modification of the aircraft, created specifically to combat enemy armored vehicles.
Over time, the situation on the Eastern Front changed greatly and the German command could no longer use the Ju 87 as effectively as it had in the first years of the war. Beginning in 1942, the biggest problem for the Germans began to be Soviet tanks, the number of which was constantly increasing. Therefore, an attack aircraft was created on the basis of a dive bomber, the main task of which was the destruction of Soviet armored vehicles.
The bombs were ineffective against Soviet medium and heavy tanks (T-34 and KV), so powerful BK 37 (37 mm) aircraft guns were installed on the aircraft. They were installed under the wing consoles. Each gun's magazine held six armor-piercing projectiles with a tungsten carbide core.
Mass conversion of aircraft modifications D-3 and D-5 into anti-tank attack aircraft began at the end of 1943. The G series aircraft were a very effective means of fighting against tanks: powerful weapons, good controllability of the aircraft and its low speed allowed German pilots to attack armored vehicles from the least protected side. The 4th Air Group, under the command of the famous German ace Hans-Ulrich Rudel, accounted for more than five hundred destroyed Soviet tanks. The 37 mm cannon also allowed the Ju-87G to successfully fight Soviet armored Il-2 attack aircraft.
Ju-87R . Modification with increased range. These aircraft were equipped with additional tanks of 150 liters each. They were located in the wings. The possibility of using hanging tanks was also provided. The increased fuel supply reduced the aircraft's combat load to 250 kg. The R modification dive bombers were planned to be used as long-range anti-ship aircraft.
Ju-87H . A training modification of a dive bomber, it had no weapons.
How the Stuka dived The dive on the target began at an altitude of 4600 meters. The pilot selected a target using a glass observation hatch located in the cockpit floor. Then he reduced the gas, released the aerodynamic brakes and, turning the car 180 degrees, sent it into a dive at an angle of 60-90 degrees. Using a special scale on the canopy, the pilot could control the dive angle.
At an altitude of 400-450 meters, bombs were dropped, after which the automatic dive came into action, bringing the aircraft into normal horizontal flight. During a bombing mission, the pilot could experience overloads of up to 6g.
Then the air brakes were removed, the propeller pitch was set to level flight, the throttle was opened and the pilot took control. The Ju-87's dive bombing accuracy was superior to that of the Soviet Pe-2 dive bomber. The German plane dropped bombs from a lower altitude (less than 600 meters), the Pe-2 usually bombed at about a kilometer mark. In addition, the Ju-87, having a lower speed, gave the pilot more time to aim. Although, the main reason for the high efficiency of the “thing” was the excellent level of training of German pilots.
Italian Ju-87 pilots used slightly different tactics to attack enemy ships: they dived at lower angles (40-50 degrees), but did not use air brakes. In this case, the vehicle constantly gained speed, which made the work of enemy anti-aircraft gunners more difficult.
Efficiency and combat use Few aircraft of the Second World War caused as much heated debate as the German Ju-87 Stuka bomber. This dive bomber is often called the most effective weapon of the Luftwaffe, while other authors mercilessly criticize it for its low speed and high vulnerability to enemy fighters.
In Soviet historiography, the latter opinion was most often adhered to: the JU-87 was mercilessly criticized, but the merits of the Soviet “flying tank” Il-2 were extolled in every possible way. The German machine was usually described as a plane of clear skies, effective only where there was no anti-aircraft fire. The fact was emphasized that the “laptezhniki” quickly lost all their deadly charm after the Red Army had enough air defense systems and fighters.
Indeed, Ju-87 losses increased significantly in the second half of the war, but they were not as catastrophic as Soviet textbooks describe. Here, for example, is data on the losses of the 2nd and 77th dive squadrons during Operation Citadel (Battle of Kursk). The source of information is a report on the losses of the service of the Luftwaffe Quartermaster General.
On the first day of the operation (July 5), having completed 1071 sorties, both units lost only four aircraft. On July 7, German pilots flew 746 missions, resulting in the loss of one bomber. True, then the losses became higher: for one downed plane there were 116-117, and then 74-75 sorties.
On average, during Operation Citadel, there were approximately 153 combat missions per lost Ju-87 dive bomber. Whereas for one shot down Soviet Il-2 attack aircraft from the 2nd Air Army, which was located on the same section of the front, there were only 16-17 sorties. It turns out that the level of losses of Soviet aircraft was almost an order of magnitude higher. It should be noted that the parts of the Voronezh Front, against which the German units operated, were sufficiently saturated with anti-aircraft guns and covered by fighter aircraft.
German dive bombers were first used during the Spanish Civil War. These vehicles were in service with the Condor Legion. So the testing and improvement of the Ju-87 took place in real combat conditions.
The Ju-87 shone during the initial period of the war: it proved to be a super-effective weapon during the Nazi invasion of Poland, France and Norway. During the Polish campaign, the Germans lost only 31 aircraft. The Battle of Britain showed the Germans for the first time the vulnerability of this machine to enemy fighters: due to too many losses, the use of dive bombers in this operation was suspended.
In the southern part of the European theater of operations, in the battles with the same British for Crete and Malta, the “thing” turned out to be much more effective, because here it was not opposed by so many fighters.
The Ju-87 performed well on the Eastern Front in the early years of the war. During this period, the use of dive bombers often decided the outcome of certain operations. “Laptezhniki” played a decisive role in the encirclement of the Soviet group near Vyazma and its subsequent defeat. Ju-87s made a huge contribution to the catastrophic outcome of the Kharkov operation in 1942 for the Red Army. Continuous strikes by dive bombers thwarted the attacks of Soviet troops near Leningrad and Rzhev.
The Ju-87 dive bomber was a fairly effective anti-tank weapon. The most successful Stuka pilot during World War II was Hans-Ulrich Rudel. He has about 2 thousand units of destroyed enemy armored vehicles (mostly Soviet), including more than five hundred tanks (although many historians doubt these figures). In addition, Rudel destroyed several ships, including the battleship Marat in the Kronstadt roadstead.
However, as the power of the Soviet Air Force grew, it began to suffer too many losses and was eventually replaced by the Fw-190A attack aircraft.
| Modification | Ju-87G-2 |
| Wingspan, m | 14.98 |
| Length, m | 11.50 |
| Height, m | 3.88 |
| Wing area, m2 | 33.68 |
| Weight, kg | |
| empty plane | 3930 |
| normal takeoff | 5960 |
| engine's type | 1 PD Junkers Jumo-211J-1 |
| Power, hp | 1 x 1420 |
| Maximum speed, km/h | 396 |
| Cruising speed, km/h | 326 |
| Practical range, km | 1530 |
| Practical ceiling, m | 7360 |
| Crew | 2 |
| Weapons: | two 37 mm BK 3.7 cannons and two 7.9 mm MG-15 machine guns |
Description of design
The Ju-87 dive bomber is an all-metal, single-engine, low-wing aircraft with a fixed landing gear. The Ju-87 fuselage is a semi-monocoque type with an oval cross-section. The plane's crew consisted of two people: a pilot and a gunner-radio operator.
The pilot's cabins were located in the central part of the aircraft; they were covered with a common canopy, which could be dropped in an emergency. At the rear of the cabin there was a machine gun mount (MG 15). In the fuselage of the dive bomber there was a glass hatch, covered with a metal lid on top. Through it, the pilot could select targets and accurately determine the moment the dive began. Between the cockpits of the pilot and the gunner-radio operator there was a short-wave radio station.
The Ju-87 had a trapezoidal wing with rounded edges, consisting of a center section and two consoles. Its power frame consisted of ribs, spars and working skin. The wing of the Ju-87 was made according to the “reverse seagull” design, which made it possible to reduce the weight and size of the fixed landing gear.
The wing mechanization consisted of slotted ailerons and flaps. An aerodynamic brake was installed under each of the wing consoles, which was used to reduce the aircraft's dive speed. It was a metal plate with a slot in the middle. The brake flaps were controlled using the Ahfanggerat automatic dive. The brake flaps and flaps were controlled using a hydraulic system.
Very large fuel tanks were also located in the wing center section.
The Ju-87 dive bomber was equipped with a water-cooled Jumo 211 engine, which, depending on the modification of the vehicle, had different power. The plane had a wooden three-blade propeller with variable pitch (later modifications had a metal one installed). The automatic propeller pitch control and engine control were combined into one system with an automatic dive, which also controlled the fuel supply and the opening and closing of the radiator flaps. The automatic dive became the most important innovation of the Ju-87, which largely ensured its effectiveness. It greatly simplified the work of the pilots, allowing them to fully concentrate on bombing. Later, an arrogance was included in the scheme, so the "thing" was taken out of the dive, regardless of whether the bomb was dropped.
The Yu-87 had a single all-metal tail with an underbody stabilizer. Each elevator had two trimmers, which were connected to an automatic dive. Adjustment of the stabilizers was only possible in conjunction with the flaps.
The bomber had a three-legged fixed landing gear with oil-pneumatic shock absorption. Its design allowed the dive bomber to use unpaved airfields located near the front line. It was possible to install skis on the Ju-87.
The fuel system consisted of two protected tanks located in the wing center section, each with a capacity of 250 liters.
The water cooling radiator was located in the nose of the car, in a tunnel under the engine.
The Ju-87 dive bomber was armed with three 7.92 mm machine guns: two fixed MG-17s were located in the wing consoles, another MG-17 was installed in the gunner's cabin and was used to protect the rear hemisphere and fire at the ground during recovery from a dive.
The bomb load of the dive bomber was 1 thousand kg, the vehicle had three suspension points: under the fuselage and under the wing consoles. During a dive, a special H-shaped fork retracted the central bomb from the aircraft's propeller.
The composition of the Ju-87's weapons varied somewhat among different modifications. For example, the Ju-87 attack aircraft (modification of the Ju-87G) was armed with two 37-mm cannons.
Modifications
During the period of serial production, more than ten modifications of the Ju-87 dive bomber were developed. Usually in historical literature, the first generation of dive bombers includes modifications from A to B and R. The second is represented by aircraft of the D and F series, and the third includes the Yu-87 modifications G.
Ju-87A. This is the first modification of the aircraft equipped with a Jumo-210 engine (680 hp). Such engine power was clearly insufficient; the aircraft could only take on board one 500-kilogram bomb, and then only if the gunner-radio operator was not in the cockpit. The flight range with a full combat load was minimal. Series A dive bombers took part in the Spanish Civil War; these aircraft were in service with the Condor Legion. Production of the Yu-87 series A was discontinued at the beginning of 1938.
Ju-87B. This modification of the aircraft was equipped with a Jumo-211 engine (1140 hp). The dive bomber could take on board a bomb with a caliber of 1 thousand kg, but without a radio operator and at short distances. The radio equipment on the plane was improved, and a third machine gun was installed in the left wing console. This modification is considered the main one for the initial period of the war.
Ju-87C. A deck modification of the dive bomber was developed for the German aircraft carrier Graf Zeppelin, which was never built. The aircraft of this series had a folding wing, a brake hook, a catapult carrier and a rescue boat. In case of an emergency landing on water, their landing gear could be fired back. A total of 10 cars of this series were built. After the start of the Polish campaign, they were all converted to modification B and sent to the Eastern Front.
Ju-87D. This modification of the aircraft appeared after a year of war; its design took into account the experience gained by German pilots in Poland, France, during the Battle of Britain and in the first months of the war with the Soviet Union. Production of the D series aircraft began in September 1941. The Luftwaffe leadership realized that the defensive weapons installed on the Yu-87 were not enough to protect the aircraft from fighters, and the existing armor could not effectively withstand anti-aircraft fire. The power of the power plant also did not meet the requirements of the time.
Therefore, the dive bomber has undergone significant modernization. A new engine with a power of 1420 hp was installed on the car. pp., the aircraft's armor was significantly strengthened. The MG-15 machine gun in the rear turret was replaced with a double-barreled MG-81. Later, D-series aircraft received a new, more advanced landing gear.
The wooden propeller was poorly suited for the conditions of the Russian winter; it cracked from frost. Therefore, it was replaced with a metal one, a new Revi C/12C sight was also installed on the aircraft, the design of the cockpit canopy was redesigned, and fuel reserves were increased.
The modification of the Ju-87D dive bomber is the most numerous. This vehicle's baptism of fire occurred at the beginning of 1942 near Leningrad; its production continued until the end of 1944. It is usually divided into several series: D-1, D-3, D-4 and D-5, D-6 and D-7.
By 1943, it became clear that an attack aircraft was needed to support ground forces. It was created on the basis of the Ju-87D modification. For this purpose, the armor protection of the cabin and engine was strengthened, and the famous sirens were removed from the aircraft. The night version of the aircraft was equipped with flame arresters and equipment for flights in the dark.
The Ju-87D-4 series is quite interesting; it was a coast-based torpedo bomber. The vehicle never found its application; it was converted into an attack aircraft and sent to the Eastern Front.
Ju 87D-5 is another “assault” modification, created in early 1943. The aircraft of this series had a larger wingspan and more powerful small arms: MG 151/20 cannons were installed in the wing consoles instead of machine guns. The D-5 series was quite massive; by September 1944, almost 1.5 thousand vehicles were produced.
There were also two specialized “night” versions of the Ju 87 modification - D-7 and D-8. They were based on the “assault” D-3 series. These aircraft were equipped with a flame arrester, as well as additional radio equipment.
Ju-87E. This is a deck modification of the dive bomber, it never went into production.
Ju-87G. An “assault” modification of the aircraft, created specifically to combat enemy armored vehicles.
Over time, the situation on the Eastern Front changed greatly and the German command could no longer use the Ju 87 as effectively as it had in the first years of the war. Beginning in 1942, the biggest problem for the Germans began to be Soviet tanks, the number of which was constantly increasing. Therefore, an attack aircraft was created on the basis of a dive bomber, the main task of which was the destruction of Soviet armored vehicles.
The bombs were ineffective against Soviet medium and heavy tanks (T-34 and KV), so powerful BK 37 (37 mm) aircraft guns were installed on the aircraft. They were installed under the wing consoles. Each gun's magazine held six armor-piercing projectiles with a tungsten carbide core.
Mass conversion of aircraft modifications D-3 and D-5 into anti-tank attack aircraft began at the end of 1943. The G series aircraft were a very effective means of fighting against tanks: powerful weapons, good controllability of the aircraft and its low speed allowed German pilots to attack armored vehicles from the least protected side. The 4th Air Group, under the command of the famous German ace Hans-Ulrich Rudel, accounted for more than five hundred destroyed Soviet tanks. The 37 mm cannon also allowed the Ju-87G to successfully fight Soviet armored Il-2 attack aircraft.
Ju-87R. Modification with increased range. These aircraft were equipped with additional tanks of 150 liters each. They were located in the wings. The possibility of using hanging tanks was also provided. The increased fuel supply reduced the aircraft's combat load to 250 kg. The R modification dive bombers were planned to be used as long-range anti-ship aircraft.
Ju-87H. A training modification of a dive bomber, it had no weapons.
Design features of modifications of the Yu-87 aircraft
1. Modification of Yu-87BK (produced in 1939-1940) . The Yu-87BK or Yu-87S aircraft differs from the Yu-87B by a more powerful YuMO-211 Da engine with a rated power of 1110 hp. With. at an altitude of 4400 m.
2. Modification of Yu-87D (produced in 1941-1942) . On the Yu-87D aircraft, compared to the Yu-87S, the following changes were made:
a) The YuMO-211 motor of the F and I series is installed.
b) On aircraft with Series I engines, the layout of the propeller-engine group has been completely changed: an air cooling radiator is installed in place of the water radiator, and the water radiator is divided into two parts, which are located on the sides of the fuselage, behind the rear wing spar. The radiator dampers are adjustable at the front and rear. The dampers are controlled electrohydraulically.
c) The oil cooler is removed from the top of the engine and installed at the bottom of the engine, next to the air cooler. The oil cooler damper control is mechanical.
d) A dust filter is installed on the right side of the motor; When testing the engine and taking off, the intake pipe is closed with a lid controlled by the pilot, and air is sucked in through a mesh filter from under the engine hood.
e) The capacity of the gas system on the aircraft has been increased - instead of two gas tanks, four gas tanks are installed: two, just like on previous modifications, in the center section and two in the wing consoles, behind the machine guns. The total capacity of additional tanks is 300 l. In addition, it is possible to suspend two drop-down outboard gas tanks with a total capacity of 150 liters. All gas tanks are soft type.
f) The oil supply has been increased by 60 liters. To accommodate the oil, instead of one tank, three are installed: the main one in the old place, additional ones - one at the bottom of the main oil tank, and the other at the top of the motor. Both additional oil tanks are unprotected.
g) Small arms have been strengthened to fire at the rear hemisphere. Instead of a blister mount with one MG-15 machine gun, a shielded semi-turret with two MG-81 machine guns is installed. Firing angles: horizontally 45 degrees, in the vertical plane down 15 degrees, up 60 degrees.
h) The bomber armament has been changed: the bomb rack under the fuselage is adapted for hanging bombs with a caliber of 250 to 1800 kg, the bomb rack under the wings has three locks: the middle lock for a bomb with a caliber of 250 kg, and the side locks for bombs with a caliber of 50 kg. The same bomb rack can be used to hang drop-dropped gas tanks.
i) The crew and partially individual units of the propeller-engine group were armored: water radiators, oil radiators and center-section gas tanks (see section “Reservation of the Yu-87D aircraft”).
j) A propeller with wooden blades from Junkers is installed. The propeller control is hydraulic.
k) There is information (unverified) that some aircraft of this series have retractable landing gear.
3. Modification of Yu-87 produced in 1943 (anti-tank version).
The creation of this modification was caused by the lack of a special aircraft for the Germans to fight tanks. The re-equipment of the aircraft consisted of the following. The plane machine guns, sub-plane and ventral bomb racks, oxygen equipment and armor protection of the shooter and propeller-engine group units were removed. Instead of the removed equipment, two 37 mm Flaccus anti-aircraft guns with 12 rounds of ammunition for each gun were installed in the fairings in place of the sub-plane bomb racks. These guns are automatic and have a rate of fire of up to 70 rounds per minute (due to the lack of development of the guns, practical firing from them is carried out only in single shots every 2 seconds). The weight of one gun with carriage is about 473 kg; cartridge weight 1.27 kg. The initial projectile speed is 1170 m/sec. The target firing range is 800 m. Due to the installation of guns, the maneuverability of the aircraft significantly deteriorated and it became difficult to enter a dive. Therefore, the plane does not dive; targets are attacked from planning at an angle of 10-12°.
Booking
The Yu-87 aircraft is armored with modification D (Fig. 27); There was no armor on the B, BK and R series aircraft. The pilot's armor consists of an armored backrest 8 mm thick, a headrest 10 mm thick, a seat 4 mm thick, side plates 4 mm thick, a canopy made of armored glass 50.8 mm thick and two armored sheets 4 mm thick profiled along the contours of the fuselage. The gunner-radio operator's armor consists of a vertical transverse plate 8 mm thick (with sides 5 mm thick), located at the rear of the gunner-radio operator's cabin, an armored floor 5 mm thick and a convex armored disk mounted in the ceiling of the shielded half-turret.
The armor of water radiators consists of two flat armor plates 4 mm thick, covering the radiator at the top and bottom, and armored flaps 4 mm thick, covering the radiator at the front and rear. The armor of the center-section gas tanks consists of 5 mm thick plates covering the tanks in front and on the outer side. The oil cooler armor is a 4 mm thick plate mounted in the lower hood cover.
Fig. 27. Reservation scheme for Yu-87D.
1 — armored back; 2 — oil cooler armor; 3 — armor of oil tanks; 4 — front armored wall of the gas tank; 5 — water radiator armor plates; 6 — armored floor; 7 — armored wall; 8 — headband; 9 — side armored wall of the gas tank.
Vulnerabilities
- The aircraft crew, poorly protected in front, from the sides and from below.
- Liquid-cooled motor, completely unprotected by armor. The most vulnerable places on the engine are: an expansion water tank installed on the left side of the engine, an air radiator and a fuel pump installed at the bottom of the engine, and an unprotected additional oil tank placed on top of the engine (Fig. 28).
- Gas tanks located in the center section and wing consoles and occupying a large area (cantilever gas tanks are not installed on all aircraft; unlike center section ones, they are not protected).
- Oil tank installed behind the firewall, forward of the pilot's cabin. Some D-series aircraft have three oil tanks: one main and two additional. One additional tank is placed on top of the motor, and the second is located below the main oil tank. Both additional oil tanks are not protected.
conclusions
- The use of the Yu-87 aircraft as a dive bomber resulted in a number of its design features: a) installation of brake grids and an automatic dive; b) high cockpit canopy; c) the installation of a hatch in the floor of the pilot’s cabin for aiming the aircraft at the target; d) placing all bombs outside; e) installation of a special device to protect the propeller from damage by a bomb when dropping it from a dive. These features are typical for Yu-87 aircraft of both the first and latest series.
- During the war, the aircraft underwent significant changes aimed at increasing the aircraft's speed and range, as well as enhancing its protection against ground fire and fighter attacks. An increase in aircraft speed by 17 km/h for the VK series and by 30 km/h for the D series was achieved mainly as a result of installing more powerful modifications of the YuMO-211 engine, and an increase in range was achieved as a result of equipping the aircraft with additional and outboard gas tanks. The aircraft's protection was strengthened by replacing the gunner-radio operator's blister mount with one MG-15 machine gun of 7.92 mm caliber with a shielded semi-turret with two MG-181 machine guns of 7.92 mm caliber, as well as armoring the crew and some units of the propeller-engine group (water and oil radiators and partially center section gas tanks).
- 3. The aircraft's armor is weak, especially from below, from the sides and from the front (the thickness of the armor from below and from the sides is 4-6 mm).
- Due to weak fire and armor protection, as well as low flight performance, the Yu-87 aircraft is used primarily under the cover of fighters.
- The installation of 37 mm cannons on an anti-tank aircraft reduced its maximum speed by 70-80 km/h and significantly worsened the maneuverability of the aircraft. The deterioration of the flight characteristics of this variant and the reduction in armor make this aircraft even more vulnerable than the main Yu-87 aircraft. There is information about the appearance of a Yu-87 aircraft with retractable landing gear and two underwing 37 mm Rheinmetal cannons instead of Flaccus protective cannons. But even in this form, the Yu-87 is a very outdated aircraft and can be shot down not only by fighters, but also by attack aircraft and front-line bombers.
Fig. 28.
Layout diagram of the Yu-87D indicating vulnerable spots and firing angles. Flight tactical data of Yu-87
| Click on the table to enlarge (opens in a new window) | ||
Content
"German Planes" (1944).
How the Stuka dived
The dive to the target began at an altitude of 4600 meters. The pilot selected a target using a glass observation hatch located in the cockpit floor. Then he reduced the gas, released the aerodynamic brakes and, turning the car 180 degrees, sent it into a dive at an angle of 60-90 degrees. Using a special scale on the canopy, the pilot could control the dive angle.
At an altitude of 400-450 meters, bombs were dropped, after which the automatic dive came into action, bringing the aircraft into normal horizontal flight. During a bombing mission, the pilot could experience overloads of up to 6g.
Then the air brakes were removed, the propeller pitch was set to level flight, the throttle was opened and the pilot took control. The Ju-87's dive bombing accuracy was superior to that of the Soviet Pe-2 dive bomber. The German plane dropped bombs from a lower altitude (less than 600 meters), the Pe-2 usually bombed at about a kilometer mark. In addition, the Ju-87, having a lower speed, gave the pilot more time to aim. Although, the main reason for the high efficiency of the “thing” was the excellent level of training of German pilots.
Italian Ju-87 pilots used slightly different tactics to attack enemy ships: they dived at lower angles (40-50 degrees), but did not use air brakes. In this case, the vehicle constantly gained speed, which made the work of enemy anti-aircraft gunners more difficult.
Efficiency and combat use
Few World War II aircraft have generated as much controversy as the German Ju-87 Stuka bomber. This dive bomber is often called the most effective weapon of the Luftwaffe, while other authors mercilessly criticize it for its low speed and high vulnerability to enemy fighters.
In Soviet historiography, the latter opinion was most often adhered to: the Yu-87 was mercilessly criticized, but the merits of the Soviet “flying tank” Il-2 were extolled in every possible way. The German machine was usually described as a plane of clear skies, effective only where there was no anti-aircraft fire. The fact was emphasized that the “laptezhniki” quickly lost all their deadly charm after the Red Army had enough air defense systems and fighters.
Indeed, Ju-87 losses increased significantly in the second half of the war, but they were not as catastrophic as Soviet textbooks describe. Here, for example, is data on the losses of the 2nd and 77th dive squadrons during Operation Citadel (Battle of Kursk). The source of information is a report on the losses of the service of the Luftwaffe Quartermaster General.
On the first day of the operation (July 5), having completed 1071 sorties, both units lost only four aircraft. On July 7, German pilots flew 746 missions, resulting in the loss of one bomber. True, then the losses became higher: for one downed plane there were 116-117, and then 74-75 sorties.
On average, during Operation Citadel, there were approximately 153 combat missions per lost Ju-87 dive bomber. Whereas for one shot down Soviet Il-2 attack aircraft from the 2nd Air Army, which was located on the same section of the front, there were only 16-17 sorties. It turns out that the level of losses of Soviet aircraft was almost an order of magnitude higher. It should be noted that the parts of the Voronezh Front, against which the German units operated, were sufficiently saturated with anti-aircraft guns and covered by fighter aircraft.
German dive bombers were first used during the Spanish Civil War. These vehicles were in service with the Condor Legion. So the testing and improvement of the Ju-87 took place in real combat conditions.
The Ju-87 shone during the initial period of the war: it proved to be a super-effective weapon during the Nazi invasion of Poland, France and Norway. During the Polish campaign, the Germans lost only 31 aircraft. The Battle of Britain showed the Germans for the first time the vulnerability of this machine to enemy fighters: due to too many losses, the use of dive bombers in this operation was suspended.
In the southern part of the European theater of operations, in the battles with the same British for Crete and Malta, the “thing” turned out to be much more effective, because here it was not opposed by so many fighters.
The Ju-87 performed well on the Eastern Front in the early years of the war. During this period, the use of dive bombers often decided the outcome of certain operations. “Laptezhniki” played a decisive role in the encirclement of the Soviet group near Vyazma and its subsequent defeat. Ju-87s made a huge contribution to the catastrophic outcome of the Kharkov operation in 1942 for the Red Army. Continuous strikes by dive bombers thwarted the attacks of Soviet troops near Leningrad and Rzhev.
The Ju-87 dive bomber was a fairly effective anti-tank weapon. The most successful Stuka pilot during World War II was Hans-Ulrich Rudel. He has about 2 thousand units of destroyed enemy armored vehicles (mostly Soviet), including more than five hundred tanks (although many historians doubt these figures). In addition, Rudel destroyed several ships, including the battleship Marat in the Kronstadt roadstead.
However, as the power of the Soviet Air Force grew, it began to suffer too many losses and was eventually replaced by the Fw-190A attack aircraft.
What is the secret of the longevity of the German Ju-87 Stuka dive bomber
When a Soviet military-technical delegation arrived in Germany in 1939, its members were presented with samples of military equipment in service with the Wehrmacht. The attention of the Soviet delegation was attracted by the Messerschmitt Bf-109 fighters, Junkers 88 and Heinkel 111 bombers. Soviet experts did not pay attention to the design of the dive bomber, considering this machine to be morally outdated and not meeting modern requirements. The reason for this attitude was the low performance characteristics of the aircraft and imperfect aerodynamics. In fact, this vehicle turned out to have a fairly strong structural life, which later provided the dive bomber with a rich combat history.
The aircraft had the following advantages:
- robust design and wide operational capabilities;
- good controllability, reliability and predictability;
- a successful combination of flight and tactical parameters for aircraft of this class;
- maintainability.
Such numerous advantages that the German Junkers possessed made it possible to forgive its main drawback - low speed. But in terms of targeted dive bombing, the German vehicle had no equal. Neither the vaunted Japanese pilots nor their American counterparts could compete with the aces of the German Luftwaffe in the accuracy of dropping their bomb load. The pilots of the German assault squadrons achieved the highest skill in their craft, delivering devastating air strikes against any targets with surgical precision.
The British were the first to experience the precision of German dive bombers, who suffered heavy losses during the evacuation of their troops from Dunkirk. Then came the Cretan epic, during which German dive bombers literally tore apart the British Mediterranean Fleet.
Subsequently, the Luftwaffe brilliantly used outdated slow-moving vehicles on the Eastern Front and in North Africa. The unsightly machines could hang in the air for hours, creating a deadly carousel over the front line and forcing the defending troops to literally dig themselves into the ground.
On September 23, 1942, the German ace Oberleutnant Hans-Ulrich Rudel managed to deal a fatal blow to the Soviet battleship Marat, which was stationed in the roadstead of the Kronstadt naval base, in his ju 87 stuka. An aircraft bomb weighing 1000 kg hit the warship right in the area of the first main caliber turret, breaking through the armored deck. As a result of being hit by an aerial bomb, the artillery magazines detonated, causing severe damage to the Soviet battleship. The ship was completely disabled and could no longer go to sea.
The car behaved perfectly in the air and was easy to control. In dive mode, the deviation of the dropped aerial bomb from the target did not exceed 30 meters, which was considered a very high indicator. Thanks to the skill of the German pilots, it was possible to squeeze the maximum out of the dive bomber, making it a deadly melee weapon.
It was thanks to their attack aircraft that German troops felt confident on the battlefield. The outdated aircraft has become an ideal means of direct support for troops in ground operations, an effective tool for the destruction of objects of special importance.
However, all the advantages that the aircraft possessed, and the results that the German aces piloting the “thing” were able to demonstrate, could only be achieved with overwhelming air superiority. During the first period of World War II, German aviation almost completely dominated the skies over Europe. In the absence of serious opposition from the enemy, the Yu-87 dive bombers ruled the air. Once the balance of power in the air began to shift in favor of the Allies, the days of the dive bomber were numbered. Without air cover, the Laptezhniki were an easy target for Soviet and allied fighters. An example is the last period of the war, when German dive squadrons literally disappeared from the sky. Huge losses in materiel and the low combat effectiveness of the aircraft in the new environment put an end to its fate.
Characteristics
| Modification | Ju-87A |
| Wingspan, m | 13,6 |
| Length, m | 10,78 |
| Height, m | 3,89 |
| Wing area, m2 | 31,9 |
| Weight, kg | |
| empty plane | 2300 |
| normal takeoff | 3402 |
| engine's type | Junkers Jumo-210D |
| Power, hp | 680 |
| Max. speed, km/h | 320 |
| Cruising speed, km/h | 275 |
| Max. dive speed, km/h | 450 |
| Practical range, km | 1000 |
| Practical ceiling, m | 7000 |
| Crew | 1-2 |
| Weapons: | 7.9 mm MG-17 machine gun and one 7.9 mm MG-15 machine gun; Max. bomb load - 500 kg (without gunner-radio operator) |
