Junkers Ju 290

Junkers
Industry	Aerospace, Defense
Founded	1895
Headquarters	Dessau, Germany

The Junkers Ju 290 was a sizable four-engine aircraft developed by the German company Junkers for long-distance military transport and maritime patrol missions.

Evolving from the Ju 90 airliner, this model was engineered to serve as a robust military transport, intended to supplant the Focke-Wulf Fw 200 Condor within the Luftwaffe during the Second World War. Compared to its predecessor, the Ju 90, it incorporated an extended fuselage, more powerful propulsion units, and featured a hydraulically controlled rear loading ramp known as the Trapoklappe. While early versions lacked armament, most production aircraft were later fitted with defensive machine guns due to combat losses. Although primarily designed for transport tasks, urgent operational demands led to its conversion for long-range maritime reconnaissance. The initial prototype took flight on 16 July 1942, entering service shortly thereafter.

Operationally, the Ju 290 was stationed at French airfields to conduct extensive reconnaissance over the Atlantic Ocean, supporting the Battle of the Atlantic. Admiral Karl Dönitz emphasized its deployment in conjunction with U-boat operations targeting Allied shipping lanes. Following the Normandy landings, the aircraft was withdrawn from French bases and reassigned mainly to transport roles. The Luftwaffe's special missions unit, KG 200, utilized the Ju 290 for covert espionage activities. In early 1945, Adolf Hitler was allocated a customized Ju 290 for personal transportation; however, he never utilized this aircraft. There were proposals to adapt the Ju 290 for the Amerika Bomber initiative, including experimental aerial refueling and development of a high-altitude B-1 bomber variant. Additionally, plans considered using it for extended flights between Germany and Japan, though such operations remain unverified.

Design and development

The Junkers Ju 290 originated as a military adaptation of the civilian Ju 90 airliner, evaluated to replace the Luftwaffe's vulnerable and structurally inadequate Focke-Wulf Fw 200 Condor by 1942. Various roles were planned, including an unbuilt bomber variant (A-8). Design efforts commenced under Konrad Eicholtz with initial mock-ups produced at the Letov facility in Prague beginning in 1939.

The first prototype, designated Ju 290 V1, conducted its maiden flight on 16 July 1942. That year also saw completion of two Ju 290A-0 aircraft featuring an elongated fuselage, upgraded engines, and a hydraulically operated rear loading ramp ("Trapoklappe"). Subsequently, five Ju 290A-1 models were produced in 1942 with enhanced defensive weaponry and powered by four BMW 801L radial engines delivering approximately 1,200 kW (1,600 hp) each. The urgent requirement for heavy transports expedited their introduction.

In early 1943, three A-1 models were converted on the production line into the Ju 290A-2 variant tailored for extensive maritime reconnaissance. This version was outfitted with substantial defensive armament, FuG 200 Hohentwiel radar capable of detecting Allied convoys at ranges up to 80 kilometres (50 mi) at low altitudes, and included a dorsal turret armed with a 20 mm MG 151 cannon. Production responsibilities transitioned from Junker's Bernburg plant to Letov's Prague facility beginning with this model.

The subsequent Ju 290A-3 featured a streamlined rear dorsal turret and upgraded BMW 801D engines rated at 1,300 kW (1,700 hp). Both A-2 and A-3 retained large auxiliary fuel tanks within the fuselage and maintained the rear loading ramp to preserve transport versatility.

Enhancements in the Ju 290A-4 included dual hydraulically powered HDL 151 dorsal turrets equipped with twin 20 mm MG 151 cannons. Additional forward firepower was installed in a Bola gondola beneath the forward dorsal turret comprising a 20 mm MG 151 and a 13 mm MG 131 machine gun, alongside tail and waist gunner positions.

The A-5 iteration improved armor protection and incorporated dual rear-facing 13 mm MG 131 guns in a gondola as well as two dorsal turrets armed with either 20 mm or 15 mm MG cannons. This variant was capable of deploying guided weapons such as the Fritz X.

A luxurious transport version designated Ju 290A-6 was adapted specifically for Adolf Hitler's use.

The refined Ju 290A-7 emerged in spring of 1944; thirteen units were built with ten assigned to long-range reconnaissance unit Fernaufklärungsgruppe (FAGr) 5. Some A-7s and A-4s featured removable nose turrets armed with a single 20 mm MG 151/20 cannon for frontal defense. These aircraft did not carry bombs but were equipped with FuG 203 Kehl radio guidance systems enabling deployment of guided anti-ship glide bombs like Fritz X and Hs 293.

Historian Manfred Griehl notes that three additional Ju 290s constructed from September 1944 served "special purposes," possibly unfinished airframes following production cessation mid-year. One of these became the Letov L.290 Orel.

Development of a fully pressurized high-altitude bomber variant, Ju 290B-1, began late in 1943 but was abandoned in favor of an improved B-2 model which remained incomplete by war’s end.

Operational history

Early operations saw several Ju 290 losses during supply missions supporting Stalingrad and Tunisia campaigns.

FAGr 5 was established on July 1, 1943; by October three Ju 290A-2s operated from Mont-de-Marsan near Bordeaux conducting extended reconnaissance flights shadowing Allied convoys alongside U-boats for periods up to eighteen hours.

Later deliveries included five Ju 290A-3s powered by BMW801D engines and five better armed A-4 versions. The Ju 290 effectively replaced Fw200 Condors in maritime patrol duties. Postwar US forces captured an A-4 modified experimentally for guided weapons deployment (Fritz X and Henschel glide bombs) equipped with FuG203e Kehl control systems.

By November 1943 FAGr5 expanded to include a second Staffel; these aircraft possessed ranges exceeding 6,100 kilometres (3,800 mi), enabling deep Atlantic patrols relaying convoy locations to U-boats. Early in 1944 eleven heavily armored A-5s joined about twelve A-7s; the latter could carry three Hs293 or Fritz X guided munitions controlled via FuG203 systems and featured an updated nose combining cannon armament with FuG200 radar antennas.

Despite Admiral Karl Dönitz’s appeals for increased Ju 290 numbers to bolster U-boat support during the Battle of the Atlantic, only twenty units were allocated due to Luftwaffe production focusing on fighters under Albert Speer’s leadership from spring 1944 onward. Consequently, production halted despite critical naval reconnaissance requirements.

On May 26, 1944 RAF Sea Hurricanes launched from HMS Nairana successfully downed several Ju 290s over the Bay of Biscay.

Following loss of French airfields in August 1944 FAGr 5 retreated eastward; remaining Ju 290s transitioned primarily to transport roles including clandestine operations with KG 200 such as agent insertions behind enemy lines.

One notable postwar survivor was Ju 290 A-5 no. 0178 Bayern, operated by Luft Hansa after internment in Spain due to landing gear failure in April 1945; it served within the Spanish Air Force until scrapped in May 1957 owing to parts scarcity.

Flights to Japan

After Germany’s invasion of the Soviet Union in June 1941 severed commercial air routes to Japan, plans arose for direct Luftwaffe flights utilizing long-range aircraft such as the Ju 290. The proposed route commenced near Nautsi in Finland traversing Siberia en route to Manchuria before reaching Japan.

In early 1943 three modified Ju 290 A-9s were prepared for these missions but plans stalled when Japan refused Soviet overflight permissions. These planes were reassigned to KG 200 without completing intended flights.

The plan resurfaced in December 1944 aiming to fly General Ulrich Kessler to Tokyo aboard a modified Ju 290 A-3; delays forced his transfer via submarine instead. This aircraft was destroyed on May 3, 1945 during British advances.

KG 200

KG 200 utilized Ju 290 aircraft for special operations including parachute drops of Iraqi agents near Mosul in November 1944 and casualty evacuations via Rhodes. The unit may have facilitated evacuations of Nazi officials late in WWII.

Variants

Hitler's personal transport

On November 26, 1943 Hitler expressed interest after viewing a Ju 290 A-5 prototype; subsequently an A-6 (works no.0192) underwent modifications at Pocking Bavaria late that year but Hitler never flew aboard it. This version featured armored passenger compartments with bulletproof glass and an emergency escape hatch integrated into Hitler's seat system tested using mannequins. It was destroyed during an American bombing raid on March 24, 1945 at Munich-Riem Airport.

Ju 290Z Zwilling

A proposed twin-fuselage design combining two Ju 290 fuselages powered by eight BMW engines and carrying one Messerschmitt Me 328 parasite fighter was canceled in favor of developing the larger Ju 390 project.

Amerika Bomber precursor

Due to its extended range capabilities, the Ju 290 was considered among candidates for Germany’s Amerika Bomber strategic bombing program alongside prototypes like Messerschmitt Me 264 and designs such as Heinkel He 277 and Focke-Wulf Ta 400. This led directly to development of the six-engine Ju 390 derivative featuring increased range; two prototypes flew successfully.

Additionally, the Ju 290 served as a potential aerial tanker for mid-air refueling of Me 264 bombers. Field Marshal Milch commissioned studies aimed at increasing fuel capacity for transatlantic flights despite challenges including poor climb performance and limited suitable airfields.

Proposals included lighter variants (Ju 290E) and tanker conversions; operational tests occurred early 1944 from Mont de Marsan France using two A-2 models.

As Germany lost access to Atlantic bases and key bomber projects were canceled (He 277 on Hitler’s birthday; Me 264 later that year), ambitions for Amerika Bomber ended by late 1944 along with cessation of all Ju 290 production.

Plans also called for heavy armament upgrades incorporating twin quadmount HL 131V tail turrets armed with Rheinmetall-Borsig MG 131 machine guns providing both rearward and forward defensive firepower.

Post-war use

Several surviving Ju 290 aircraft underwent evaluation by Allied forces following WWII:

One Ju 290 A-4 no. 0165 configured for guided weapons (Fritz X etc.) surrendered to US forces; renamed Alles Kaputt, it completed a transatlantic flight to Wright Field on July 28, 1945 appearing at air shows before being dismantled revealing German plastic explosives onboard.
An ex-Luft Hansa A-5 (Wk.no.0178) interned in Barcelona entered service with Spanish Air Force until scrapped due to lack of spare parts.
Letov Kbely assembled one final postwar aircraft using B‑1 prototype components designated Letov L‑290 Orel, marketed as an airliner but not adopted due to equipment deficits and engine shortages.

Operators

Template:CZS

Czech Airlines operated one postwar as Letov L.290 Orel

Template:Country data Nazi Germany

Luftwaffe
Deutsche Luft Hansa

Template:Country data Spanish State

Spanish Air Force operated one former Luftwaffe aircraft postwar

Specifications (Ju 290 A-5)

Template:Aircraft specs

Notes

References

Bibliography

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Gonzalo Avila Cruz – "Singular Giant: Spain's One-off Ju 290," Air Enthusiast (1999)
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William Green – Warplanes of the Third Reich, Macdonald & Jane's Publishers Ltd (1970)
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Manfred Griehl – Luftwaffe Over Amerika, Barnes & Noble (2006)
Dieter Herwig & Heinz Rode – Luftwaffe Secret Projects: Strategic Bombers, Midland Publishing (2000)
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