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Ju 87G-1 of Nachtjagerstaffel Norwegen. Gardermoen, Norway 1945

To look at, the Junkers Ju88 looks clumsy and and all out of proportion. But as it was shown during the period of the Second World War, it was perhaps one of the most versatile aircraft of the period. It was first designed back in 1936 as a "Schnellbomber" a fast daylight bomber and surprisingly had its first flight in that same year and was soon to display its superior performance. With the demise of Professor Junkers, the engineers saw the potential of this fast medium bomber and felt that still improvements could be made that Germany could produce an outstanding aircraft. Knowing the advantages of tactical dive bombing, with the pilot aiming the aircraft at the target, tests were carried out after dive brakes had been fitted. It was to prove that the Ju88 could add another advantage over other bombers that had been produced in Germany at the time.

Prior to the outbreak of the Second World War, five variants had been produced but the Ju88 never saw service in any of the early campaigns such as the Spanish Civil War or the invasion of Poland, but tests were still being carried out during this period. By March 1939, a fifth variant managed a speed of 517km per hour (321.2 mph) over a 1.000 kilometer (621 miles) test and with a payload of 2,000 kilograms (4409 pounds), set a record for a bomber of its type. When war did eventually break out in September 1939, the Ju88A-1 was at last to enter service although the first recorded mission was not flown until late in that month.

 

The introduction of the Ju88 was to boost the strength of Germany's bomber forces which already had He111 and Do17 bombers already in service. The Ju88 was heavier than both the Dornier and the Heinkel, but even with a bomb load of two 500 or 250 kilogram bombs under each wing, and twenty eight 50 kilogram bombs stored internally, the two 1,200 hp Jumo 211B engines made it faster than the other two bombers. Although the Ju88 had an extensive array of machine guns for defensive purposes, two in the rear fuselage, one underneath, one in the cockpit and even one that could be operated by the pilot. The main problem was that all forward machine guns had to be operated by the Flight Engineer with the exception of the pilots gun. Impressive enough, it was adequate in operations over northern France, but against the much faster Hurricanes and Spitfires during the Battle of Britain that had been developed to superior standards it was to prove ineffective against the British fighters as casualty lists were later to prove. One of the aircrew of the Ju88 was the Flight Engineer who had the task of operating and firing four machine guns, always having to jump from one gun to another. This was possibly one of the worst faults of the Ju88 which was never improved.

 

The Ju88 gained success in the raids on radar stations where it proved that its dive bombing capabilities were to prove successful. In many massed raids, the attrition rate was not to the proportions of the He111 and Do17, this was possibly due to the fact that when under attack, the Ju88 could break into as dive at considerable speed.
This was proved in a number of mass attacks by Ju88s during the Battle of Britain. One of the most successful of the Luftwaffe raids was and attack on Portsmouth and the Isle of Wight on August 12th 1940. They managed to carry out their attack successfully, then if they were intercepted by Britsh fighters as they were on this occasion, they were able to dive at high speed thus evading contact with the fighters.

 

The Ju88 remained unchanged during the Battle of Britain. But the following year the Ju88C was introduced and with its three MG machine guns mounted in the modified solid nose, as well as a 20mm Cannon, and two MG15 machine guns able to be fired from the fuselage it made the Ju88 almost a fighter rather than a bomber. Other variants included the Ju88D which was a long range reconnaissance aircraft, the Ju88 G was primarily developed for the night fighter role, and the Ju88H which had a lengthened fuselage and had an increased fuel capacity had to further variants, one as a fighter and the other as a reconnaissance aircraft.

 

As the war continued, and the British fighters became faster, more maneuverable and better armed, the Luftwaffe suffered badly. But still the Ju88 could claim that its losses were far less than that of the Heinkel and the Dornier. In all, over 15,000 Ju88s were built during the 1939-1945 war, and many historians claim that had more Ju88s been built and used during the Battle of Britain and in the Blitz on London, damage would have been far greater than it was.

 

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The Junkers Ju 88 "Mistel"  ( Mistletoe )

 

The Ju 88

 

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Junkers Ju 88
Type	Dive bomber/Tactical bomber/Night fighter/Torpedo bomber
Manufacturer	Junkers
Maiden flight	21 December 1936
Introduced	1939
Retired	1951 (France)
Primary user	Luftwaffe
Number built	15,000
Variants	Junkers Ju 188

The Junkers Ju 88 was a World War II Luftwaffe twin-engine, multi-role aircraft. It was one of the most versatile combat aircraft of the war, used as a bomber, close-support aircraft, nightfighter, torpedo bomber, reconnaissance aircraft, heavy fighter, and even as a giant flying bomb in the Mistel project.^[1] Despite its protracted development, the aircraft became one of the Luftwaffe's most crucial assets. There were 15,000 Ju 88s built during World War II.

 

Its Design & Development

In August 1935 the Reichsluftfahrtministerium submitted its requirements for an unarmed, three seat, high-speed bomber, with a payload of 800-1,000 kg.^[2] Junkers presented their initial design in June 1936, and were given clearance to build two prototypes (Wk Nr 4941 and 4942).^[2] The first two aircraft were to have a range of 2,000 km and were to be powered by two DB 600s. three further aircraft, (Wk Nrs 4943, 4944 and 4945), that were to be powered by Jumo 211 engines.^[2] The first two prototypes, Ju 88 V1 and V2 were different from the V3, V4 and V5s, in that the latter three models as they were equipped with three defensive armament positions to the rear of the cockpit, and were able to carry two 1,000 kg bombs under the inner wing. The first five prototypes had conventionally operating dual strut leg rearwards-retracting main gear, but starting with the V6 prototype, a main gear design that twisted the new, single-leg main gear strut through 90º during the retraction sequence debuted, much like the American P-40 fighter design used. This feature allowed the main wheels to end up above the lower end of the strut when fully retracted, and was adopted as standard for all future production Ju 88 aircraft, and all other later developments in the series. These single-leg landing gear struts also made use of stacks of conical Belleville washers inside them, as their main form of suspension for takeoffs and landings. At this time radical modifications began to produce a "heavy" dive-bomber. The wings were strengthened, dive brakes were added, the fuselage was extended and the number of crew increased to four. Despite these advances, the Ju 88 was to enter the war as a medium bomber.

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Junkers Ju 88

The aircraft's first flight was made by the prototype Ju 88 V1, which bore the civil registration D-AQEN, on 21 December 1936. When it first flew, it managed about 580 km/h (360 mph) and Hermann Göring, head of the Luftwaffe was ecstatic. It was an aircraft that could finally fulfill the promise of the Schnellbomber, a high-speed bomber. The streamlined fuselage was modeled after its contemporary, the Dornier Do 17, but with fewer defensive guns because the belief still held that it could outrun late 1930s-era fighters. The fifth prototype set a 1,000 km (620 mile) closed-circuit record in March 1939, carrying a 2,000 kg (4,100 lb) payload at a speed of 517 km/h (320 mph).^[3] However, by the time Luftwaffe planners had had their own "pet" features added (including dive-bombing), the Ju 88's top speed had dropped to around 450 km/h (280 mph).

Dr. Heinrich Koppenberg (managing director of Jumo) assured Göring in the autumn of 1938 that 300 Ju 88s per month was definitely possible. Göring was in favour of the A-1 variant for mass production. Goring gave priority for materials to be diverted to the production of the Ju 88.

Production was delayed drastically with developmental problems. Although planned for a service introduction in 1938, the Ju 88 finally entered squadron service (with only 12 aircraft) on the first day of the attack on Poland in 1939. Production was painfully slow with only one Ju 88 manufactured per week, as problems continually kept cropping up. The Ju 88C series of heavy fighter was also designed very early in 1940, but kept secret from Göring, as he only wanted bombers.

 

The Operational History Of The Ju 88

 

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Ju 88 R-1 night fighter, RAF Hendon

The Ju 88 A-1 series first flew anti-shipping sorties close to Norway. Ju 88 bombers based at Westerland on the island of Sylt in northern Germany carried out the first Luftwaffe raids against Britain. An attack on Rosyth on 16 October 1939 succeeded in damaging three ships, but was then attacked by Spitfires of No. 602 and No. 603. Squadrons of the RAF and two Ju 88s were shot down in the Firth of Forth. A raid on Scapa Flow the next day saw the loss of one Ju 88 to anti-aircraft fire.

All combat-ready Ju 88s (some 133), were pressed into the Blitzkrieg, but very high combat losses and accidents forced a quick withdrawal from action to re-train crews to fly this very high performance beast. By this time, major performance deficiencies in the A-1 led to an all-out effort in a major design rework. The outcome was a longer, 20.08 meter (65 ft 10.5 in) wingspan, from extended rounded wingtips, that was deemed needed for all A-1s; thus the A-5 was born. Surviving A-1s were modified as quickly as possible, with new wings to A-5 specifications.

 

The Battle Of Britain

The Battle of Britain proved very costly. Its faster speed did not prevent Ju 88 losses exceeding those of its Dornier Do 17 and Heinkel He 111 tablemates, despite being deployed in smaller numbers than either. A series of field kits were made to make it less vulnerable, including the replacement of the rear machine gun by a twin barreled machine gun, and additional cockpit armor.

It was during the closing days of the Battle of Britain that the flagship Ju 88 A-4 went into service. Although slower yet than the A-1, nearly all of the troubles of the A-1 were gone, and finally the Ju 88 matured into the superb warplane that it was designed to be. The A-4 actually saw additional improvements including more powerful engines, but, unlike other aircraft in the Luftwaffe, did not see a model code change. The Ju 88 C series also benefited from the A-4 changes, and when the Luftwaffe finally did decide on a new heavy fighter, the Ju 88 C was a powerful, refined aircraft.

 

The Dive Bomber

In October 1937 Generalluftzeugmeister Ernst Udet had ordered the development of the Ju 88 as a heavy dive-bomber. This decision was influenced by the success of the Junkers Ju 87 Stuka in this role. The Junkers development center at Dessau gave priority to the study of pull-out systems, and dive brakes.^[4] The first prototype to be tested as a dive-bomber was the Ju 88 V4 followed by the V5 and V6. These models became the planned prototype for the A-1 series. The V5 made its maiden flight on 13 April 1938, and the V6 on 28 June 1938. Both the V5 and V6 were fitted with four bladed propellers, an extra bomb bay and a central "control system".^[4] As a dive bomber, the Ju 88 was capable of pinpoint deliveries of heavy loads; however, despite all the modifications, dive bombing still proved too stressful for the airframe, and in 1943, tactics were changed so that bombs were delivered from a shallower, 45° diving angle. Aircraft and bomb sights were accordingly modified and dive brakes were removed. With an advanced Stuvi dive-bomb sight, accuracy remained very good for its time. Maximum bomb load of the A-4 was 2,500 kg, but in practice, standard bomb load was 1,500 to 2,000 kg.^[5] Junkers later used the A-4 airframe for the A-17 torpedo carrier. However the variant lacked a ventral gun position.^[6]

 

The Fighter Bomber

The standard fighter-bomber version became the Ju 88C-6, applying experience acquired with the A-4 bomber, equipped with the same Jumo 211J engines. The C-6 was used mostly as fighter-bomber and therefore assigned to bomber units. As a reaction to the increasing number of attacks on German shipping, especially on U-boats in the Bay of Biscay, KG40 started flying anti-shipping patrols and escort missions from bases in France, in September 1942. They were a significant threat to the antisubmarine aircraft and operated as escort fighters for the more vulnerable Focke-Wulf Fw 200 Condor bombers. After the Allied invasion in Normandy, KG40 was mauled in a number of desperate attacks on the landing beaches and in July 1944, the unit was disbanded.

 

The Night Fighters

Ju 88C

First night fighter version of Ju 88 was C-2, based on A-1 and armed with one 20 mm MG FF cannon and three 7.92 mm MG 17 machine-guns placed in new metal nose. These examples entered service in Zerstörerstaffel of KG 30 and unit was renamed II./NJG 1 in July 1940.

C-6b version was C-6 Zerstörer plane equipped with FuG 202 Lichtenstein BC low-UHF band airborne intercept radar. The first four C-6b fighters were tested in early 1942 in NJG 1. The trials were successful and the aircraft was ordered into production. In October 1943, many C-6bs were upgraded with new radar systems. The first new radar equipment was the FuG 212 Lichtenstein C-1 and, in 1944, the FuG 220 Lichtenstein SN-2.

Ju 88R

The Ju 88 R-series night fighter were basically Ju 88 C-6b powered by BMW 801 engines. The R-1 had 1560 PS BMW 801L engines and the R-2 had 1,700 PS BMW 801 G-2 engines.

One of the first aircraft from the R-1 series that went into service (factory No. 360043) was involved in one of the most significant defections which the Luftwaffe suffered. On 9 May 1943, this night fighter, which was stationed with 10./NJG 3 in Norway, flew to Dyce Airfield (now Aberdeen Airport) with its entire crew complement and complete electronic equipment on board. The fact that Spitfire fighters escorted it towards the end of its flight could indicate that its arrival had been expected. It was immediately transferred to Farnborough Airfield, received RAF markings (PJ876), and was tested in great detail.^[7] The preserved aircraft is on exhibit at the RAF Museum.

 

Ju 88G

All previous night fighter versions of the Ju 88 used a modified A-series fuselage. The G-series fuselage was purpose-built for the special needs of a night fighter. G-1 aircraft were fitted with the enlarged squared-off tail unit of the Ju 188, more powerful armament and 1,700 PS BMW 801 G-2 radial engines plus additional FuG 350 Naxos or FuG 227 Flensburg homing devices as well as the now-standard FuG 220 Lichtenstein SN-2 radar.

G-6 versions were equipped with 1750 PS Jumo 213A inline-V12 engines, enlarged fuel tanks and often one or two MG 151/20 cannons in a Schräge Musik ("Jazz Music", i.e. slanted) installation. Guns were firing obliquely upwards and forwards from the upper fuselage - usually at an angle of 70 degrees.

Some of the final G-series models received updates to the engine, a high-altitude Jumo 213E or to the radar, FuG 218 Neptun V/R or the even newer FuG 240 Berlin N-1 cavity magnetron based, 30 gigahertz-band (centimetric) radar. Only about 10-20 of those were completed, before V-E Day.

Many Luftwaffe nightfighter aces, such as Helmut Lent (110 victories) and Heinrich von und zu Sayn-Wittgenstein (87 victories) flew Ju 88s during their careers.

The Japanese Navy ordered the specifications of an antisubmarine patrol/escort fleet aircraft, based on a medium bomber. Kyūshū closely patterned the Kyūshū Q1W Tokai ("Eastern Sea", Allied codename "Lorna") antisubmarine patrol/fleet escort aircraft after the Ju 88.

 

The Finnish Air Force

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Ju 88 R-1 night fighter captured by Allied troops at Copenhagen-Kastrup, May1945

Finnish Air Force Junkers Ju 88 A-4. The FAF aircraft code for Ju 88 was JK

Junkers Ju 88 D-1/Trop, the "Baksheesh" aircraft

In early 1943, as Finland was fighting its Continuation War against the USSR, the Finnish Air Force bought 24 Ju 88s from Germany. The aircraft were transferred to No. 44 Sqn in April. The 44th Sqn, had previously been equipped with Bristol Blenheims, but these were instead transferred to No. 42 Sqn. Due to the complexity of the Ju 88, most of 1943 was used for training the crews on the aircraft, and only a handful of bombing missions were undertaken. The most notable was the raid on the Lehto partisan village on 20 August 1943 (where the whole squadron participated), and the raid on the Lavansaari air field (leaving seven Ju 88 damaged from forced landing in inclement weather). In the summer 1943, the Finns noted stress damage on the wings. This had occurred when the aircraft were used in dive bombing. Restrictions followed: the dive brakes were removed and it was only allowed to dive at a 45 degree angle (compared to 60-80 degrees previously). In this way, they tried to spare the aircraft from unnecessary wear.

One of the more remarkable missions was the bombing raid on 9 March 1944 against the Kasimovo airfield near Saint Petersburg, and the raid against the Aerosan base at Petsnajoki on 22 March 1944. The whole bomber regiment took part in the defence against the Soviets during the fourth strategic offensive. All aircraft flew several missions per day, day and night, when the weather permitted.

No. 44 Sqn was subordinated Lentoryhmä Sarko during the Lapland War (now against Germany), and the Ju 88s were used both for reconnaissance and for bombing. The targets were mostly vehicle columns. Reconnaissance flights were also done over northern Norway. The last war mission was flown on 4 April 1945.

After the wars, Finland was prohibited from using bomber aircraft with internal bomb stores, consequently, the Finnish Ju 88s were used for training until 1948. The aircraft were then scrapped over the following years. No Finnish Ju 88s have survived, but an engine is on display at the Central Finland Aviation Museum, and the structure of a German Ju 88 cockpit hood is preserved at the Finnish Aviation Museum in Vantaa.

 

Surviving Ju 88s

Around 14 aircraft still exist, although many of these are little more than collections of wreckage recovered from remote crash sites. Several reasonably intact airframes have been recovered from underwater crash sites in recent years, some of these aircraft are under restoration for static display, such as WNr.0881203 in Bodø and WNr.088119 at Oslo Airport, Gardermoen. Only two complete aircraft exist:

Ju 88 D-1/Trop, Werk Nr. 430650

Long-range photographic reconnaissance aircraft that was in the service of the Romanian Air Force. In July 1943, it was flown to Cyprus by a Romanian pilot who wanted to defect to the British forces on the island. Given the name Baksheesh, it was subsequently handed over to the U.S. Air Force for examination and test flying. It is displayed at the National Museum of the United States Air Force, presently finished in its original-style Romanian military insignia.

Ju 88 R-1, Werk Nr. 360043

Aircraft taken to Scotland by its defecting crew, exhibited at the RAF Museum, which still has its Lichtenstein BC radar's "Matratze" nose-nounted aerial array in place.

General Characteristics

• Crew: 4
• Length: 14.2 m (46 ft 6 in)
• Wingspan: 18 m (59 ft 0 in)
• Height: 4.7 m (15 ft 5 in)
• Wing area: 47.8 m² (515 ft²)
• Empty weight: 3,900 kg (8,600 lb)
• Loaded weight: 7,700 kg (16,980 lb)
• Max takeoff weight: kg (lb)
• Powerplant: 2× Junkers Jumo 211A, Junkers Jumo 213, (or with BMW 801 radial engines in some cases) liquid-cooled inverted V-12, 900 kW (1,200 hp) each

Performance

• Maximum speed: 510 km/h at 4,750 m (317 mph at 15,600 ft)
• Range: 2,108 km (1,310 mi)
• Service ceiling 9,080 m (29,800 ft)
• Rate of climb: m/s (ft/min)

Armament

• 3 to 6x 7.92 mm MG 15, MG 17, MG 81, or MG 81z machine guns
• 1 to 3x 20 mm MG FF cannon depending on configuration
• 2,500 kg (5,511 lb) of bombs maximum

 

References

Notes

1. Taylor 1969, p. 178.
2.  Dressel and Griehl 1994, p. 71.
3. Winchester 2004, p. 146.
4. Dressel and Griehl 1994, p. 74.
5. Winchester 2004, p. 147.
6. Dressel and Griehl 1994, p. 74.
7. Verlag 1994, p. 93.

Bibliography

• Dressel, Joachim and Griehl Manfred. Bombers of the Luftwaffe. London: Arms and Armour (DAG Publications), 1994. ISBN 1-85409-140-9.
• Feist, Uwe. Junkers Ju 88 in action. Carrollton, Texas: Squadron/Signal Publications, 1974. ISBN 3-79090-026-5.
• Taylor, John W.R. "Junkers Ju 88." Combat Aircraft of the World from 1909 to the present. New York: G.P. Putnam's Sons, 1969. ISBN 0-425-03633-2.
• Verlag, Kaiser. Die großen Luftschlachten des Zweiten Weltkriegs: Flugzeuge - Erfolge - Niederlagen (in German). Gebunden, Germany: Neuer Kaiser Vlg GmbH, 1994. ISBN 3-7043-6029-5.
• Winchester, Jim. "Junkers Ju 88". Aircraft of World War II. London: Grange Books, 2004. ISBN 1-84013-639-1.

Wikipediai

 

 

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The Junkers Ju 88 Fighter

 

Main Role:	Three/four-seat night-fighter
Country of Origin:	Germany	Current Status:	Out of Service, Out of Production

 

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Ju 88R-1 D5+EV of IV/NJG 3 after restoration at RAF St Athan.

By the middle of 1944, the night fighter force had become the strongest and most efficient arm of the Luftwaffe, comprising almost fifteen per cent of its first line strength. From May 1940 onwards, the appearance of ever increasing numbers of RAF bombers at night over Germany had forced the Luftwaffe to set up a powerful night air defence organisation which soon became involved in a bitter see-saw battle for supremacy in the night sky. The Junkers Ju 88 night-fighter was a key weapon in this crucial battle. From 1944 until the end of the war, Ju 88s equipped the vast majority of Nachtjagd units, and constant development of the airframe and of numerous electronic aids maintained its reputation as a formidable fighting machine until the very end.

The Junkers Ju 88 first arose from a German Air Ministry requirement for a dedicated high-speed medium bomber. In a calculated move, Junkers temporarily recruited two engineers from America to help design the new aircraft. W.H. Evers and Alfred Grossner applied their considerable expertise in modern aircraft structural design to produce in the Ju 88 a remarkably efficient and adaptable design. The first prototype (D-AQEN) flew on 21 December 1936, and subsequent testing of additional prototypes confirmed its excellent performance. A production order followed and Luftwaffe service testing commenced early in 1939.

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The performance of the prototype had generated early interest in adapting the type for other roles, and one of the first roles considered was that of Zerstörer (heavy-fighter). The Luftwaffe concept of a twin-engined high-speed long-range day fighter was widely shared by other European air forces at the time. Accordingly, in early summer 1939, Junkers modified the Ju 88 V7 prototype to include a forward-firing armament of two 20 mm MG FF cannon and two 7.9 mm MG 17 machine-guns located in a modified nose section partially covered by metal plates. The underfuselage gondola was also removed and the crew reduced to three. Powered by two 1,200 hp Junkers Jumo 211B-1 engines, the unmodified Ju 88 V7 had first flown on 27 September 1938, and was soon back in the air testing the new armament. The new fighter offered a maximum speed similar to that of the much smaller Messerschmitt Bf 110, but with three times the range, and the type was ordered into limited production.

A small batch of early production Ju 88A-1 bombers were converted into Ju 88C-0s during July and August 1939, and used operationally during the invasion of Poland by the Zerstörerstaffel of KG 30 for long-range ground-attack. It was initially planned that the subsequent production variants would be the the Ju 88C-1 with 1,600 hp BMW 801MA air-cooled radials, and the Ju 88C-2 with liquid-cooled 1,200 hp Jumo 211B-1 engines behind annular radiators. In the event, the BMW 801 engines were reserved for the new Focke-Wulf Fw 190 fighter and the C-1 and the proposed C-3 derivative were abandoned. The first production model was thus the C-2 with an armament of one 20 mm MG FF cannon and three 7.9 mm MG 17 machine-guns in a new smooth metal nose section. These aircraft were converted on the production line, and retained the ventral gondola. The C-2s were used for more than a year for coastal and anti-shipping patrol, before another role appeared.

From May 1940, the RAF began to attack Germany regularly by night and it was quickly realised that anti-aircraft guns alone would not be able to defend Germany adequately. Accordingly, the Zerstörerstaffel of KG 30 was reinforced with additional Ju 88C-2s and redesignated II/NJG 1 in July, joining the newly established night-fighter force under General Kammhuber. The Gruppe specialised in conducting night intruder operations - hunting RAF bombers over British aerodromes identified by radio intercepts. On 11 September 1940, the Gruppe was redesignated I/NJG 2. The small number of intruder aircraft available was hopelessly inadequate to counter the ever increasing threat from Bomber Command, and the perceived lack of results led to Hitler ordering the end of further intruder operations on 12 October 1941. I/NJG 2 was soon transferred to Sicily for intruder operations over Malta and the Mediterranean.
In the mean time, a new Zerstörer variant had been developed, the Ju 88C-4. This was similar to the C-2, but used the improved airframe of the Ju 88A-4, featuring increased overall wing span from 60 ft 3¼ in (18.37 m) to 65 ft 7½ in (20.0 m) and a sturdier undercarriage. Other improvements included more armour protection for the crew and an extra 7.9 mm MG 15 machine-gun in the rear of the offset ventral gondola. The Junkers Jumo 211B-2 powered C-4 was the first C-series model produced as new-build and not by conversion. Production numbers of the C-4 remained relatively low compared to the bomber variants. A modified version, the Ju 88C-6 was operated by V/KG40 from September 1942 to counter RAF Coastal Command operations against U-boats in the Bay of Biscay. Later the Gruppe was absorbed into ZG 1 but disbanded in June 1944. Other C-6s were used for train-busting on the Russian Front in 1943.

Early in 1942, the new FuG 212 Lichtenstein C-1 radar was experimentally fitted to four of NJG 1s Ju 88C night-fighters. The cumbersome 'stags antlers' aerial array reduced maximum speed by 15-25 mph and so the reaction of crews was initially unfavourable, until a number of kills were scored using it. The introduction of radar on the Ju 88C-6 resulted in a designation change to Ju 88C-6b, while existing day-fighter aircraft were retrospectively redesignated Ju 88C-6a. The initial radar fit was the FuG 202 Lichtenstein BC, but by the Autumn of 1942 this had been replaced by the simplified FuG 212 Lichtenstein C-1. In a parallel development, the Ju 88R-series of night fighters differed from the Ju 88C-6b mainly in having BMW 801 engines.
The 'Himmelbett' defensive system of ground controllers directing night-fighters to within visual range of a their targets was now well established, and the introduction of radar made the last phase of an intercept much easier. Previously quite scarce in the Nachtjagd (most Ju 88Cs were still in the Mediterranean), the Ju 88 now began to equip an increasing number of night-fighter units. Night-fighters were meant to keep to their assigned control sector, but when it was found that a narrow bomber stream would saturate the relatively thin 'Kammhuber line' of defensive sectors, a more free-ranging 'Zahme Sau' technique - whereby some night-fighters would join and follow bomber stream - was introduced. The long-range Ju 88C-6b and Ju 88R-1 were particularly suited to this role, and began to equip many units. A major set-back for the night-fighters was the use of 'Window' jamming by the RAF, first introduced on 24/25 July 1943. This rendered existing ground and airborne radars useless, and it wasn't until October 1943 that the Ju 88C-6c appeared with a FuG 220 Lichtenstein SN-2 radar which operated on a different frequency. In the meantime, 'Zahme Sau' tactics dominated, with night-fighters using FuG 227 Flensburg which homed-in on Allied bomber 'Monica' tail-warning radars. By April 1944, the Ju 88C-6c equipped almost the entire Nachtjagd.

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In the Summer of 1942, the war on the Russian Front had meanwhile highlighted a need for dedicated ground-attack/tank-buster aircraft. Among the possible solutions was a Ju 88C-4 experimentally fitted with a Nebelwerfer recoilless rocket launcher. This weapon reassembled a six-barrelled gatling gun and the modified aircraft was unofficially known as the Ju 88N or Ju 88Nbwe. Trials of this weapon were soon abandoned in favour of the Ju 88P series. The Ju 88P V1 was a modified Ju 88A-4, with a large belly fairing housing a 75 mm KwK 39 cannon firing forward and two MG 81Z machine-guns at the rear. Trials were relatively successful and a small number of Ju 88P-1 production aircraft were ordered. The Ju 88P-1 featured a Ju 88C solid nose, armour protection for the engines and a 75 mm PaK 40L cannon with a big muzzle brake. The type was issued to a few units in 1943 for operational testing, but proved very unwieldy and vulnerable to enemy fighters. Effectiveness was reduced by the gun's slow rate of fire. Two further versions, the Ju 88P-2 with two 37 mm BK 3.7 Fak 18 canon and the Ju 88P-3 with increased armour protection were only completed in small numbers. The final tank-buster variant was the Ju 88P-4 with a single 50 mm Bk 5 cannon in a much smaller belly fairing. All four variants saw active service on the Eastern Front in 1944. Some were used as train-busters, while a small number of P-2s were tried as night-fighters and day interceptors against USAAF bomber formations - proving to be completely unsuitable.

The introduction of increasingly heavier armament, more armour, and a radar operator had a detrimental affect on the low-speed handling qualities of the overburdened Ju 88C series, and it was becoming apparent that the development of a specialised Ju 88 night-fighter model was now necessary to restore lost performance and safe handling. In 1943, a Ju 88R-2 was experimentally fitted with the enlarged squared-off tail unit of the Ju 188, becoming the Ju 88 V58. A completely revised armament fit was introduced. Two MG 151/20 cannon were housed in the right-hand side of the nose, and four more located in a ventral tray under the left side of the belly. Designated Ju 88G V1, the new version first flew in June 1943 and served as the prototype for a new series of night-fighters. The Ju 88G-0 pre-production aircraft differed from the prototype in deleting the nose mounted MG 151 cannon, as they blinded the pilot at night. The increased power of the 1,700 hp BMW 801D radials helped restore much of the type's good handling qualities. The Ju 88G-1 was the first series production version, essentially the same as the G-0. The new model rapidly replaced the Ju 88C from the middle of 1944, many with FuG 227 Flensburg which homed in on British 'Monica' tail warning radar. The next production version was the Ju 88G-6a, similar to the G-1 but with two 1,700 hp BMW 801G engines. The Ju 88G-6b carried the FuG 350 Naxos Z radio equipment which homed-in on bomber H2S blind-bombing radar emissions, larger fuel tanks and two MG 151/20 cannon in a 'Schräge Musik' installation firing obliquely upwards and forwards from the upper fuselage - usually at an angle of 70 degrees. The pilot simply formated under the bomber and fired upwards in an easy zero-deflection shot.

The final production G series model was the Ju 88G-7, powered by two Jumo 213E engines with MW-50 power boosting to 1,800 hp on take-off. The Ju 88G-7a had FuG 220 Lichtenstein SN-2 radar, while the Ju 88G-7b had FuG 218 Neptune V radar with either the standard 'toasting fork' aerials or a Morgenstern array enclosed in a pointed wooden nose cone. The G-7c had FuG 240 Berlin N-1 centimetric radar with the scanner enclosed in a plywood nose cone. Only ten G-7c were completed, before the end of the war.
In the last few months of the war, a number of G-1 airframes were converted to act as the warhead portion of the Mistel flying bomb. Pilotless missile steered by the fighter mounted on top. A Focke-Wulf Fw 190 was mounted above the Ju 88 to guide it towards the target, before releasing at the last moment. Some isolated successes were scored in attacking bridges.

Immediately after the end of the war, Allied intelligence teams rapidly moved into Germany to secure examples of all the latest aircraft. A significant number of Ju 88G series aircraft were brought back to France, Britain and the USA for thorough evaluation. All of these machines were later scrapped. It does not appear that any example of the Ju 88G reached the Soviet union.
Derived from undoubtedly the most versatile German combat aircraft of WW2, the Ju 88 night-fighter was a refined and formidable aircraft, with a powerful armament, excellent agility and advanced electronic sensors. It is therefore appropriate that Ju 88 night-fighters destroyed more Allied night bombers in WW2 than all other fighters combined.
 

Variants

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The crew of D5+EV defected to the Allies on 9 May 1943

 

 

Development History:
Ju 88C V1	Prototype Zerstörer. Conversion of Ju 88 V7. Four crew, two 1,200 hp (895 kW) Jumo 211B-1 liquid-cooled engines, three MG 15s plus internal bomb load.
Ju 88C-0	Pre-production version of Zerstörer. Conversions of Ju 88A-1 aircraft.
Ju 88C-1	Planned production version of C-0 with two 1,600 hp BMW 801MA air-cooled radial engines. Conversion of A-1 with three MG 17 machine-guns and one 20 mm MG FF cannon. None completed.
Ju 88C-2	Initial production version for Zerstörer role. Modified Ju 88A-1 with new non-glazed nose, two 1,200 hp Jumo 211B-1 engines, 3 crew, three fixed forward-firing 7.9 mm MG 17 machine-guns and one 20 mm MG FF cannon, plus two defensive 7.9 mm MG 15 machine-guns in dorsal and ventral positions. Maximum bomb load 1,102 lb (550 kg).
Ju 88C-3	Modified C-2 with two 1,600 hp BMW 801MA engines. One conversion.
Ju 88C-4	Zerstörer/reconnaissance version. Modified Ju 88A-4 with solid nose, two Jumo 211F-1 engines, increased armament to two 20 mm MG FF cannon in ventral gondola (swapped for cameras in recce role), extra 7.9 mm MG 15 in rear of gondola, more crew armour protection, increased weight, strengthened undercarriage. First new-build version.
Ju 88C-4/R	Late production model of C-4 with 1,340 hp (1,000 kW) Jumo 211J-1 or J-2 engines.
Ju 88C-5	Zerstörer version. Improved C-4 with two 1,700 hp (1268 kW) BMW 801D-2, 3 crew, ventral gondola replaced by 'Waffentropfen' weapon pack below fuselage with two MG 17s and MG FF cannon replaced by MG 151. 10 pre-production examples only.
Ju 88C-6a	Day-Zerstörer version. Modified C-4 with two Jumo 211J-1 or J-2 engines, increased armour plating, fixed armament of three 7.9 mm MG 17s and one 20 mm MG FF cannon in the nose plus two MG FF in re-introduced ventral gondola plus one defensive MG 15 or MG 131. Various armament modifications.
Ju 88C-6b	Night-fighter version. Designation applied retroactively to C-6a when fitted with FuG 202 Lichtenstein BC or (by Autumn 1942) FuG 212 Lichtenstein C-1 radar. New HF radio.
Ju 88C-6c	As C-6b with FuG 220 Lichtenstein SN-2 plus (some models) Lichtenstein C-1, defensive armament one MG 131, some later with two oblique upward-firing 20 mm MG 151s in dorsal 'Schräge Musik' installation. Some with Jumo 211H turbocharged engines.
Ju 88C-7a	Intruder version with two Jumo 211J-1 engines, 2-3 crew, ventral gondola replaced by jettisonable ventral weapon pack with two MG FF/M, three fixed forward-firing MG 17s, max bomb load 1,102 lb (500 kg).
Ju 88C-7b	As C-7a with underwing bomb-racks, max bomb load 3,305 lb (1,500 kg).
Ju 88C-7c	Zerstörer version, modified C-7a, two 1,600 hp BMW 801MA engines, three MG 17 and one MG 151 in nose plus two MG FF in weapon pack, no bomb racks. Pre-production batch only.
Ju 88P V1	Anti-tank prototype. Modified A-4 with one 75 mm KwK 39 anti-tank cannon forward plus twin 7.9 mm MG 81Z aft of large ventral fairing. Two 1,340 hp Jumo 211J engines.
Ju 88P-1	Production model of Ju 88P V1 with solid unglazed nose, KwK 39 replaced by 75 mm PaK 40 anti-tank cannon, 2 or 3 crew, one forward firing MG 81 for sighting of cannon plus two twin MG 81Zs.
Ju 88P-2	As P-1 with two 37 mm BK 3.7 (Flak 38) cannon in large ventral fairing. A-4 conversions.
Ju 88P-3	As P-2 with increased armour plating, two Jumo 211H engines. A-4 conversions.
Ju 88P-4	Heavy fighter/anti-tank version, two Jumo 211J-2 engines, offensive armament reduced to single 50 mm BK 5 cannon, shortened ventral fairing. One aircraft fitted with 22-shot launcher for RZ 65 rockets, for testing.
Ju 88R-1	Night-fighter version. Re-engined C-6b with two 1,600 hp BMW 801MA or 801C engines and FuG 212 Lichenstein C-1 radar. Three MG 17 and one 20 mm MG 151/20 in nose plus two MG FF in ventral gondola.
Ju 88R-2	Version of R-1 with two 1,700 hp BMW 801D and the addition of FuG 202 Lichtenstein BC plus FuG 217 Neptun R tail-warning radar. Some also fitted with FuG 350 Naxos Z passive radar.
Ju 88G V1	Prototype of improved night-fighter version. Modified Ju 88R-2 with two 1,700 hp BMW 801D engines, 3 crew, two fixed MG 151s in fuselage nose and four fixed MG 151/20s in ventral gun tray plus one 13 mm MG 131 at rear of cockpit, FuG 212 Lichtenstein C-1 radar.
Ju 88G-0	Pre-production night-fighter version. Reduced armament (four MG 151/20), FuG 220 Lichtenstein SN-2 radar, more angular fin and rudder shape.
Ju 88G-1	Production version of G-0. BMW 801D engines. Some modified equipment, four MG 151s in ventral gun tray; Lichtenstein SN-2 radar plus FuG-227 Flensburg homing receiver.
Ju 88G-2	Version of G-1 with revised equipment. Production cancelled.
Ju 88G-3	Project only.
Ju 88G-4	Improved version of G-1. Small equipment changes. Some with two oblique upward-firing 20 mm MG 151 in dorsal 'Schräge Musik' installation.
Ju 88G-5	Version of G-1 with revised equipment. Project only.
Ju 88G-6a	Version of G-4. Dorsal 'Schräge Musik' installation now standard with two 20 mm MG 151/20s. Two 1,700 hp BMW 801G engines, improved equipment. Aft facing antenna for SN-2 introduced.
Ju 88G-6b	As for G-6a , addition of FuG 350 Naxos Z in cockpit roof, increased fuel capacity.
Ju 88G-6c	Two 1,750 hp (1,306 kW) Jumo 213A, reduced fuel capacity, 'Schräge Musik' installation moved to just aft of cockpit.
Ju 88G-7a	Introduced pointed wing tips from Ju 188, span increased to 72 ft 2 in?, two 1,725 hp Jumo 213E with MW 50 power booster, very broad propeller blades, 3 crew, FuG 220 Lichtenstein SN-2 radar.
Ju 88G-7b	As G-7a with FuG 228 Lichtenstein SN-3 or FuG 218 Neptun VR radar (as Ju 88G-7n), some with pointed wooden nose cone.
Ju 88G-7c	As for G-7a with FuG 240 Berlin N-1a radar in blunt wooden nose cone. No external aerials.
Ju 88G-8	Long range Zerstörer. As for G-7 but with fuselage of H-2.
Ju 88G-10	Similar to G-8 but used for Mistel programme.
Ju 88G-12	Developed into the Ju 188R series.
Ju 88H-2	Long range fighter version of Ju 88H-1 reconnaissance aircraft. Based on stretched Ju 88D-1 fuselage with Ju 88G-1 wings and engines. Two 20 mm MG 151 cannon in solid nose and four more in belly pack. No radar.
Ju 88N	Unofficial designation for one Ju 88C-4 fitted with Nebelwerfer rocket launcher.
Mistel 2	Composite flying bomb with Fw 190A-6 (or Fw 190F-8) upper stage and Ju 88G-1 lower stage. Cockpit section replaced by bolt-on shaped charge warhead.
Mistel S2	Trainer conversion of Mistel 2.
Mistel 3C	Composite flying bomb with Fw 190A-8 and Ju 88G-10. Project only.

 

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Two views of the FuG 202 Lichtenstein BC 'toasting fork' radar antenna on the Ju 88R-1

 

 

Key Dates:		(All Ju 88 references are very vague on precise dates)
15 January 1936		Start of Ju 88 project design
21 December 1936		Ju 88 V1 first flight
27 September 1938		Ju 88 V7 first flight (to Ju 88A-0 standard)
summer 1939		Ju 88 V7 converted to Zerstorer configuration as Ju 88C prototype
July 1939		Ju 88C-0 first flight
July-August 1939		First batch of Ju 88C-0s converted
September 1939		First operational use of Ju 88C-0 (by Zst./KG30)
late 1940		First delivery of Ju 88C-2 production version to Luftwaffe (to Zst./KG30)
17 July 1940		Luftwaffe Nightfighter force established
July 1940		First delivery of Ju 88C-2 variant
July 1940		Zst./KG30 becomes II/NJG 1
11 September 1940		II/NJG 1 redesignated I/NJG 2
December 1940		First delivery of Ju 88C-4 variant
12 October 1941		Night intruder operations over Britain prohibited
December 1941		I/NJG 2 transferred to Sicily
early 1942		First test radar fitted to a Ju 88C
April 1942		I/NJG 2 transferred to North Africa
mid 1942		Ju 88C-6a first flight
Summer 1942		Ju 88P V1 conversion of Ju 88A-4
late 1942		First production version with radar: Ju 88C-6b
early 1943		Ju 88R-1 deliveries start
June 1943		Ju 88 V58 converted from Ju 88R-2 as Ju 88G prototype
October 1943		Ju 88C-6c introduced with FuG 220 radar not susceptible to original 'Window' jamming
Spring 1944		First production Ju 88G-1 first flight
May 1944		Ju 88G-1 enters service
mid 1944		Ju 88G-6a first flight
3 March 1945		Mass night intruder operation over Britain

 

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