Junkers Ju 52

Junkers
Industry	Aviation
Founded	1895; 131 years ago
Founder	Hugo Junkers
Headquarters	Dessau, Germany
Products	Aircraft, including the Junkers Ju 52/3m

The Junkers Ju 52/3m—commonly referred to as Tante Ju ("Aunt Ju") and Iron Annie—is a transport aircraft engineered and produced by the German aviation firm Junkers. Initially launched in 1930 as a commercial airliner, it was subsequently modified into a military transport by Nazi Germany, which took control of the company despite opposition from its founder, Hugo Junkers.

Development commenced in the late 1920s under the guidance of aeronautical engineer Ernst Zindel. The aircraft incorporated a distinctive corrugated duralumin metal exterior, a hallmark innovation by Junkers previously applied to models such as the Junkers F 13, Junkers W 33, and Junkers W34. This corrugated surface enhanced structural integrity while increasing aerodynamic resistance, facilitating early practical use of aluminum prior to the advent of advanced alloys.

The Ju 52 first took to the skies on 13 October 1930. Initially, designs included both single-engine and trimotor variants, with the latter tailored for passenger transport and eventually becoming the standard. The principal early model, known as Ju 52/3m, was configured to carry 17 passengers or serve as a versatile cargo aircraft for civilian operators throughout the 1930s. Starting in 1933, Nazi authorities exerted pressure on Junkers to manufacture military adaptations. Despite Hugo Junkers’ objections, the firm was nationalized following his death in 1935 under ambiguous circumstances. Thousands of Ju 52 units were built for the Luftwaffe, with the Ju 52/3mg7e emerging as the predominant military version.

Manufactured from 1931 until 1952, the Ju 52 was operated by more than a dozen airlines including Swissair and Deutsche Luft Hansa, fulfilling both passenger and cargo missions. In military service, it played a vital role as a Luftwaffe transport across all theaters during World War II and was occasionally employed as a medium bomber. It also participated in conflicts such as the Spanish Civil War, Chaco War, First Indochina War, and Portuguese Colonial War. After the war, the Ju 52 continued to be utilized by various military and civilian operators well into the 1980s. A number of these aircraft remain airworthy today, used primarily for heritage flights and aerial tours.

Origins

Design work on the Ju 52 began in 1925 with two primary versions: a single-engine cargo model (Ju 52/1m) and a trimotor passenger variant accommodating 17 seats (Ju 52/3m), both intended for civilian use. German aeronautical engineer Ernst Zindel led Junkers’ design team based in Dessau, motivated by commercial opportunities with Deutsche Luft Hansa. Prototype development started in 1928. The Ju 52 incorporated characteristics from earlier Junkers aircraft such as the W 33 and W 34—most notably its corrugated duralumin skin—and drew inspiration from design principles established by the First World War-era Junkers J 1, recognized as the first all-metal airplane.

The first prototype, designated Ju 52ba, completed its maiden flight on 13 October 1930. It was originally powered by an 800 PS Junkers liquid-cooled V12 engine but later received a replacement powerplant: a 755 PS BMW IV inline-6 engine. The second prototype, Ju 52de, featured an extended wingspan and initially utilized the BMW IV engine before being re-engined with a 750 HP Armstrong Siddeley Leopard radial engine under the designation Ju 52di. Subsequently, it was fitted with a 750 PS Junkers Jumo 204 inline-6 engine and reclassified as Ju 52do. The third prototype, Ju 52ce, incorporated reinforced structural elements, an altered leading edge design, and options for both wheeled landing gear and floats.

In May of 1931, one prototype labeled Ju 52cai was lost in a crash. Originally developed as a single-engine craft, Junkers transitioned to focusing on the trimotor configuration with the Ju 52/3m, which was powered by three radial engines. The earliest recorded Ju 52/3m model was delivered in 1932 to Bolivian airline Lloyd Aéreo Boliviano. Airlines constituted the primary customers during this initial production phase. By the mid-1930s, principal production variants included the Ju 52/3mce and Ju 52/3fe, both equipped with BMW 132 radial engines.

Militarized variants

Soon after the Nazis assumed power in 1933, Junkers was solicited to participate in Germany's rearmament efforts. Upon Junkers' refusal, the regime coerced the transfer of all patents and market shares from his enterprises under threat of imprisonment for High Treason. Although Hugo Junkers opposed Nazism, his company, designs, and brand were appropriated for military use by the regime. Paradoxically, his aircraft became emblematic of Germany’s Luftwaffe throughout World War II.

In 1934, development commenced on a militarized Ju 52/3m variant named the Ju 52/3mg3e for the clandestine Luftwaffe. This model functioned as a medium bomber, equipped with two machine gun stations operated by a crew of four. Between 1934 and 1935, the Luftwaffe received 450 units of the Ju 52/3mg3e.

Wartime developments and postwar production

Multiple enhanced versions were introduced before and during World War II. The principal production variant was the Ju 52/3mg7e, which incorporated an autopilot system, larger cabin doors, and various other improvements. Designed primarily as a transport aircraft, it accommodated up to 18 fully armed soldiers and was outfitted with a dorsal 13 mm MG 131 machine gun plus two side-mounted 7.9 mm MG 15 machine guns. Subsequent versions featured updated glazing, modernized engines, strengthened landing gear, and increased maximum takeoff weight. The last wartime iteration, the Ju 52/3mg14e, included enhanced pilot armor and reinforced defensive weaponry.

From mid-1943 onwards, the Luftwaffe gradually phased out the Ju 52 as attention shifted towards successors such as the larger Junkers Ju 352. Attempts to transition production lines to the Ju 352 were halted following Germany’s surrender in May 1945. By 1944, Ju 52 manufacturing ceased, with roughly 3,234 units produced during the conflict.

After the war, production resumed internationally: France’s Avions Amiot built the Amiot AAC.1 Toucan, Spain’s CASA produced the CASA 352, and Short Brothers in Northern Ireland refurbished captured aircraft for civilian applications.

Design

The Ju 52 incorporated a low cantilever wing affixed beneath the fuselage, constructed around four pairs of circular duralumin spars featuring corrugation to enhance torsional rigidity.^[1] Each wing's trailing edge housed a narrow control surface divided into an outer aileron and an inner flap, collectively termed the Doppelflügel or "double wing," which reduced stall speed.^[2] The horizontal stabilizer included horn-balanced elevators with adjustable corrugated panels.

Its hallmark corrugated duralumin skin—developed by Junkers during WWI—provided structural strength to the rectangular-section fuselage built on a tubular steel frame.^[1] A passenger door located on the port side behind the wings also functioned as a cargo loading hatch. The cabin offered ample interior space lined with windows extending forward to the cockpit.^[1] The fixed divided landing gear occasionally featured wheel fairings; some variants were equipped with floats or skis.^[3]

Initially designated Ju 52/1m, this single-engine version employed either a BMW IV or Junkers liquid-cooled V-12 engine but was underpowered. After seven prototypes, production shifted to three radial engines in the Ju 52/3m ("three engines") configuration. Early models utilized three Pratt & Whitney R-1690 Hornet radials; later versions predominantly used licence-built BMW 132 engines rated at 574 kW (770 hp). Export models were powered by either 447 kW (600 hp) Pratt & Whitney R-1340 Wasp or 578 kW (775 hp) Bristol Pegasus VI engines.

The two wing-mounted radial engines were fitted with half-chord cowlings and angled nearly perpendicular to the swept leading edge to maintain straight flight in case of engine failure. Engine cowlings varied between Townend ring and NACA types—often mixed—with deeper NACA cowlings on wing engines and Townend rings on the central engine due to fuselage contours. Pre-war Deutsche Luft Hansa and Luftwaffe Ju 52/3m models featured an air-start system powered by compressed air that also activated brakes.

In military roles, the Ju 52 transported up to 18 fully equipped soldiers or accommodated 12 stretchers when used as an air ambulance. Cargo was loaded through side doors equipped with ramps; supplies could be dropped via double chutes or bomb-bay doors for parachuted containers. Paratroopers deployed from side doors as well. Underneath the fuselage, Sd.Kfz. 2 Kettenkrafträder half-tracks and supply canisters were carried and dropped by parachute. A tail-skid tow coupling allowed glider towing—up to two DFS 230 gliders could be pulled simultaneously.

Civilian use before the war

At the end of 1931, James A. Richardson's Canadian Airways acquired the Ju 52/1m (Werknummer 4006), registered as CF-ARM, marking the sixth production unit of this model. Initially powered by an Armstrong Siddeley Leopard radial engine and later upgraded to a Rolls-Royce Buzzard, this aircraft earned the nickname "Flying Boxcar" in Canada. It was capable of carrying loads up to a maximum weight of , serving primarily to deliver equipment to mining sites and remote locations where cargo dimensions exceeded the capacity of other planes. The Ju 52/1m was versatile, able to operate on wheels, skis, or floats.

Prior to Junkers falling under Nazi government control in 1935, the Ju 52/3m was predominantly manufactured as a 17-seat passenger airliner. By that year, 97 Ju 52 aircraft were in service with various airlines including Finland's Aero O/Y, Sweden's AB Aerotransport, and Brazil's Syndicato Condor.

In May 1932, German national airline Luft Hansa received its first Ju 52. The aircraft became a mainstay of Luft Hansa’s fleet, servicing routes such as Berlin to Rome within eight hours and London to Berlin. Eventually, Luft Hansa operated a fleet of 231 Ju 52s, connecting destinations across Europe, Asia, and South America during the pre-war period.

Military employment from 1932 to 1945

During the Colombia-Peru War (1932–1933), the Colombian Air Force utilized three Ju 52/3mde floatplane bombers and subsequently added three Ju 52mge transport models that remained operational beyond World War II.

Bolivia deployed four Ju 52 aircraft throughout the Chaco War (1932–1935), mainly for medical evacuation missions and air supply operations, successfully transporting over 4,400 tons of cargo to front-line positions.

In 1934, Junkers introduced a bomber variant of the Ju 52/3m intended as stopgap equipment for the Luftwaffe until the Dornier Do 11 could enter service. This bomber featured two bomb bays with a combined payload capacity of 1,500 kg and defensive armament consisting of two 7.92 mm MG 15 machine guns. The design allowed for straightforward conversion back into a transport configuration. Due to the Dornier Do 11’s failure to meet expectations, the Luftwaffe procured more Ju 52s than initially planned, making it their primary bomber until newer models like the Heinkel He 111, Junkers Ju 86, and Dornier Do 17 took over.

The Ju 52 saw its first combat deployment in July 1936 during the Spanish Civil War, fighting on behalf of the Nationalists. Germany supplied twenty Ju 52/3m g3e bombers within a week for this effort. The aircraft played a pivotal role in airlifting Franco’s Army of Africa (Spain) from Morocco to mainland Spain, circumventing Republican naval blockades. Between July and October that year, these planes completed over 460 sorties transporting more than 14,000 soldiers along with weapons and supplies. The Ju 52 gained a reputation for adaptability by participating in nearly every significant Nationalist campaign. Serving both as bomber and transport during this conflict, it was involved in operations such as the bombing of Guernica. However, by late 1937 it was deemed outdated as a bomber and gradually replaced by more advanced types including the Dornier Do 17 and Heinkel He 111. The final Spanish Civil War mission flown by a Ju 52 occurred on March 26, 1939; by then it had accumulated over 13,000 flight hours, conducted approximately 5,400 offensive missions, and dropped upwards of 6,000 bombs.

Following the Spanish Civil War, production of bomber variants ceased entirely. Nevertheless, Ju 52s were employed as bombers during the bombing of Warsaw in September 1939 amid the invasion of Poland. Throughout World War II, the Luftwaffe predominantly utilized the Ju 52 for transport purposes including paratrooper deployments.

Second World War

The Ju 52's established dependability with Luft Hansa prompted its integration by the Luftwaffe as a primary transport plane. By 1938, the 7th Air Division operated a fleet of 250 Ju 52s, and at the outbreak of war, the Luftwaffe possessed 552 units. Although production was extensive—totaling 2,804 aircraft delivered between 1939 and 1944—the Ju 52 was technologically outdated. Manufacturing persisted until mid-1944, with between 100 and 200 aircraft still operational at the conflict’s conclusion.

Equipped with minimal armament and a maximum speed of merely 265 km/h (165 mph), roughly half that of contemporaneous fighters like the Hawker Hurricane, the Ju 52 was susceptible to enemy attacks in combat zones and thus required protective escort.

Denmark and Norway campaign

Following the bombing of Warsaw, the Ju 52's initial significant mission occurred during Operation Weserübung on 9 April 1940. Fifty-two Ju 52s from Kampfgeschwader 1 transported paratroopers and infantry to Aalborg airfield in northern Jutland, securing a vital base for operations in southern Norway. Several hundred Ju 52s were employed to move troops in the campaign’s opening days.

Throughout the Norwegian campaign, Ju 52s completed 3,018 sorties—1,830 dedicated to troop transport and the remainder carrying cargo—airlifting 29,280 personnel, delivering 2,376 tons of supplies, and transporting over 259,000 imperial gallons of fuel. Approximately 150 aircraft were lost by the campaign’s end.

The seaplane variant, equipped with large floats, operated in Norway and later in Mediterranean operations. Some Ju 52s—both floatplane and landplane models—were converted into minesweepers ("Minensuch"), fitted with a 14-meter diameter degaussing ring beneath the fuselage designed to detonate magnetic naval mines. These variants bore an "MS" suffix, akin to the Blohm & Voss Bv 138 MS flying boats.

Netherlands campaign

On 10 May 1940, the Ju 52 played a pivotal role in the assault on the Netherlands, executing one of history’s first large-scale airborne operations with paratroops during the Battle for The Hague. Around 500 Ju 52s supported this aerial offensive across the Low Countries, deploying troops via parachute and landing directly in contested zones such as Ypenburg Airport, highways near The Hague, and along the River Meuse using float-equipped versions.

Significant losses occurred early on due to Dutch anti-aircraft defenses: 125 Ju 52s were destroyed and another 47 damaged, inflicting heavy attrition on Luftwaffe forces. Although transport sorties diminished after the initial phase, the Ju 52 remained instrumental in delivering supplies to frontline units by air.

By August 1940, Germany had amassed substantial numbers of Ju 52s at airfields near Lyon, Lille, and Arras in preparation for Operation Sea Lion, the planned invasion of Britain. This operation never materialized following the Luftwaffe’s failure to secure air superiority during the Battle of Britain.

Balkans campaign

The Ju 52 was crucial for swift German troop deployments throughout the Balkans campaign. It was extensively utilized during the Battle of Crete in May 1941, where a total of 493 Ju 52/3m aircraft transported nearly all of the Luftwaffe’s largest airborne force consisting of approximately 22,750 soldiers. Despite achieving victory, losses were substantial: around 170 aircraft and approximately 4,500 personnel were lost, effectively bringing an end to German paratrooper operations.

North Africa campaign

In the North African theater, the Ju 52 played a crucial role in German reinforcement and supply operations. Initially, between 20 and 50 flights per day were conducted from Sicily to Tunisia in November 1942, with the frequency rising to 150 daily landings by April as Axis forces faced increasing pressure. Allied air operations intensified, culminating in Operation Flax (April 1943), which resulted in the destruction of numerous Ju 52s both during flights near Cap Bon and on airfields in Sicily, drastically reducing the number of serviceable aircraft to just 29.

Within a fortnight, over 140 Ju 52s were lost due to interceptions, reaching a peak during the "Palm Sunday Massacre" on 18 April when 24 were shot down and an additional 35 crash-landed while returning to Sicily.

Stalingrad

During the Battle of Stalingrad, many Ju 52s were destroyed by antiaircraft fire and enemy fighters while delivering supplies to the encircled German Sixth Army, especially throughout the winter of 1942–1943.

From 24 November 1942 to 31 January 1943, a total of 488 aircraft losses were documented, including approximately 266 Ju 52s and around 1,000 aircrew members.

Hitler's personal transport

During his 1932 election campaign, Hitler favored air travel over rail and utilized a Deutsche Luft Hansa Ju 52. After assuming the Chancellorship in 1933, his personal pilot Hans Baur flew a Ju 52 named Immelmann II (registration D-2600), which was part of an expanding fleet of nearly fifty aircraft stationed at Berlin Tempelhof Airport. This fleet, mainly composed of Ju 52s, also served government officials and military staff. In September 1939, Immelmann II was succeeded as Hitler’s primary transport by a four-engine Focke-Wulf Fw 200 Condor, although the Ju 52 continued serving as a backup throughout World War II.

Chiang Kai-shek's personal transport

In the 1930s, Eurasia Airlines operated at least seven Ju 52/3ms. One demonstration model was acquired by the Kuomintang government and used as Chiang Kai-shek's personal aircraft.

Postwar use

Following World War II, Ju 52s continued to be utilized in both military and civilian capacities. The Portuguese Air Force employed them for paratrooper deployments during colonial wars up until the 1960s. The Swiss Air Force maintained Ju 52 operations from 1939 until retiring their last three units in 1982, marking the type’s longest military service span. These aircraft remain airworthy today and are offered for sightseeing flights by Ju-Air.

During the First Indochina War, the French Air Force deployed Ju 52s in limited bombing missions.

The Spanish Air Force operated domestically produced Ju 52s—nicknamed Pava—into the late 1970s for parachute training at Alcantarilla Air Base.

Several former military Ju 52s were converted for civilian use after the war; British European Airways flew eleven ex-Luftwaffe Ju 52/3mg8e on domestic routes between 1946 and 1947 before transitioning to Douglas DC-3 aircraft. French carriers such as STA and Air France also operated Ju 52s into the early 1950s.

Captured Ju 52s in the Soviet Union were assigned to civil agencies for cargo transport through the late 1940s.

Yugoslavia’s Air Force extensively used Ju 52s to support flying clubs and parachuting activities; one example is preserved at the Aeronautical Museum Belgrade following its final paratrooper mission in Maribor in 1960.

A Ju 52 alongside a Douglas DC-3 were the final planes to depart Berlin Tempelhof Airport before its closure on October 30, 2008.

Other versions

Although the majority of Ju 52 aircraft were scrapped following the war, production persisted after 1945, with 585 units manufactured. In France, manufacturing was carried out by Junkers-controlled Avions Amiot, resulting in the Amiot AAC 1 Toucan. Meanwhile, in Spain, Construcciones Aeronáuticas SA produced the CASA 352 and 352L models. Today, four CASA 352s remain operational and are regularly flown.

New Generation

In April 2022, commemorating the 90th anniversary of the Ju 52/3m's inaugural flight, Swiss company Junkers Flugzeugwerke AG unveiled the Ju 52 New Generation. This updated aircraft will accommodate 14 passengers and incorporate contemporary RED A03 engines alongside advanced avionics systems, with plans to introduce it to the market around 2025.

Variants

Information sourced from Junkers Aircraft & Engines 1913–1945

Civil variants

Ju 52: Initial prototype featuring a single engine; six units completed. Maiden flight took place on 3 September 1930, powered by a BMW VIIaU engine.
Ju 52/1mba: Prototype modified with a single Junkers L88 engine.
Ju 52/1mbe: Equipped with BMW VIIaU engine.
Ju 52/1mbi: Second prototype utilizing an Armstrong Siddeley Leopard engine.
Ju 52/1mca: Incorporated drag flaps and powered by BMW VIIaU.
Ju 52/1mce: Adapted as a target tug; one converted into a torpedo bomber for Sweden under designation K 45.
Ju 52/1mci: Second prototype fitted with stepped floats; conducted flights from the River Elbe in July 1931.
Ju 52/1mdi: Floats removed and landing gear restored; registered as D-USUS starting in 1934.
Ju 52/1mdo: Testbed equipped with Jumo 4 engine; re-registered as D-UZYP in 1937.
Ju 52/3m: Three-engine prototype powered by three Pratt & Whitney R-1340 Wasp engines; first flown in March 1932.
Ju 52/3mba: VIP variant built for Romanian prince George Valentin Bibescu, utilizing Hispano-Suiza engines.
Ju 52/3mce: Civil transport with three engines, powered by Pratt & Whitney Hornet or BMW 132 engines.
Ju 52/3mde: Seaplane adaptation for Bolivia and Colombia, converted from Ju 52/1m.
Ju 52/3mfe: Enhanced model featuring structural reinforcements and NACA cowlings on outer engines, powered by three BMW 132A-3 engines.
Ju 52/3mf1e: Trainer version designed for DVS.
Ju 52/3mge: Airliner variant powered by BMW Hornet 132A engines.
Ju 52/3mho: Two aircraft tested with Junkers Jumo 205C diesel engines.
Ju 52/3mkao: Experimental platform powered by two BMW 132A and one BMW 132F or N engine.
Ju 52/3ml: Fitted with three Pratt & Whitney R-1690-S1EG engines.
Ju 52/3mlu: Italian airliner initially powered by Piaggio Stella X engines, later refitted with Alfa Romeo 126RC/34 engines.
Ju 52/3mmao: Comparable to kao but equipped with NACA cowling.
Ju 52/3mnai: Airliner serving Sweden and Great Britain, powered by Pratt & Whitney Wasp engines.
Ju 52/3mreo: South American airliner variant powered by BMW 132Da/Dc engines.
Ju 52/3msai: Airliner for Sweden and South Africa, utilizing Pratt & Whitney Wasp engines.
Ju 52/3mte: Airliner equipped with three BMW 132K engines.
Ju 52/3mZ5: Export model for Finland, fitted with BMW 132Z-3 engines.

Military variants

Ju 52/3mg3e: Upgraded military version powered by three BMW 132A-3 radial engines (an enhanced Pratt & Whitney R-1690 Hornet), featuring advanced radio systems and bomb-release mechanisms. Later models replaced the tailskid with a tailwheel.
Ju 52/3mg4e: Military transport variant incorporating a tailwheel instead of a tailskid.
Ju 52/3mg5e: Similar to g4e but powered by three BMW 132T-2 engines; adaptable to floats, skis, or wheeled landing gear configurations.
Ju 52/3mg6e: Transport model outfitted with extra radio equipment and autopilot capabilities; some included degaussing rings.
Ju 52/3mg7e: Transport version capable of carrying either eighteen soldiers or twelve stretchers, equipped with autopilot and enlarged cargo doors.
Ju 52/3mg8e: Largely similar to g6e but enhanced with improved radio and direction-finding devices; certain aircraft fitted with floats.
Ju 52/3mg9e: Tropicalized g4e variant intended for North African operations, featuring glider towing apparatus and reinforced landing gear.
Ju 52/3mg10e: Comparable to g9e but adaptable between floats or wheels configurations, lacking deicing systems.
Ju 52/3mg11e: Similar to g10e but equipped with deicing equipment.
Ju 52/3mg12e: Land transport variant driven by three BMW 132L engines.
Ju 52/3m12e: Civilian adaptation of Ju 52/3mg12e used by Luft Hansa.
Ju 52/3mg13e: Specifications remain unknown.
Ju 52/3mg14e: The last German-built model featuring improved armor compared to g8e.

A.A.C. 1 Toucan: The French postwar version of g11e, with a total of 415 units constructed.
CASA 352: The Spanish license-produced postwar model, comprising 106 units built.
CASA 352L: A Spanish variant powered by ENMA Beta B-4 (licensed BMW132) engines, totaling sixty-four produced.
C-79: A single unit operated by the United States Army Air Forces.
D52: The designation used by the Czechoslovak Air Force for this type.
T2B: The name assigned by the Spanish Air Force to their variant.
Tp 5: The Swedish Air Force's designation for their version.
K45c: A unique Ju 52/1mce converted into a torpedo bomber at Junkers' Limhamn facility in Sweden.

Operators

Argentina
Austria
Belgium
Bolivia
Brazil
Kingdom of Bulgaria
Canada (1921)
Chile
China (Republic of China)
Colombia
Independent State of Croatia
Czechoslovakia
Denmark
Ecuador
Estonia
Finland
France
Nazi Germany / Germany
Greece (former flag)
Kingdom of Hungary (1920–46)
Kingdom of Italy
Lebanon
Norway
Peru
Poland
Portugal
Kingdom of Romania
South Africa (1928)
Slovak Republic (1938)
Soviet Union
Spanish State (1938)
Sweden
Switzerland
Turkey
United Kingdom
United States (1912)
Uruguay
Yugoslavia

Operational

France

T.2B-212 – Ju 52/3m maintained in flying condition by Amicale J.B. Salis, located in Cerny, Essonne.

South Africa

T.2B-273 – CASA 352L preserved in airworthy status at the South African Airways Museum Society in Germiston, Gauteng. Acquired from the United Kingdom in 1981 to commemorate South African Airways' 50th anniversary.

United States

T.2B-176 – CASA 352L currently operational at the Military Aviation Museum in Virginia Beach, Virginia. Previously under the ownership of Commemorative Air Force, it has been operated by MAM since August 2010. The aircraft features modifications including Pratt & Whitney R-1340 geared engines with three-blade propellers.

Museum exhibits

Argentina

T-158 – Ju 52/3mge held in storage at the Museo Nacional de Aeronáutica de Argentina in Morón, Buenos Aires.

Belgium

6309 – Ju 52/3mg7e presented as a static exhibit at the Royal Museum of the Armed Forces and Military History in Brussels.

Canada

T.2B-148 – CASA 352L displayed statically at the Royal Aviation Museum of Western Canada in Winnipeg, Manitoba, modified to resemble a Ju 52/1m.

Colombia

FAC-625 – Ju 52/3mg4e exhibited at the Colombian Aerospace Museum in Tocancipá, Cundinamarca as a static display.

France

6311 – Ju 52/3mg7e stored by Association des Mécaniciens Pilotes d'Aéronefs Anciens in Brétigny-sur-Orge, Essonne, acquired from Museu do Ar in 2011.

Germany

363 – AAC.1 showcased statically at the Deutsches Museum in Munich, Bavaria.
6320 – AAC.1 exhibited at Verein für Historische Luftfahrzeuge in Monchengladbach, North Rhine-Westphalia, loaned from Hugo-Junkers-Kaserne.
6134 – Ju 52/3mg4e on static display at a museum in Dessau.
6693 – Ju 52/3mg4e presented statically at a museum facility in Wunstorf.
6821 – Ju 52/3mg4e exhibited at the Technik Museum Speyer.
WkNr 130714 – Ju 52/3mg8e displayed alongside Quax for Deutsche Lufthansa Berlin-Stiftung in Büren; previously owned by author Martin Caidin and refitted with Pratt & Whitney R-1340 engines.
T.2B-108 – Ju 52/3mte exhibited statically at the Deutsches Technikmuseum in Berlin.
T.2B-127 – CASA 352L exhibited at Flugausstellung Peter Junior in Hermeskeil.
T.2B-140 – CASA 352L on display at Technik Museum Sinsheim.
T.2B-144 – CASA 352L shown at Munich Airport Visitors Park.
T.2B-209 – CASA 352L exhibited at Technik Museum Speyer.
T.2B-257 – CASA 352L on display at Technik Museum Sinsheim.

Norway

6306 – Ju 52/3mg3e displayed statically at the Norwegian Aviation Museum in Bodø.
6657 – Ju 52/3mg4e exhibited at the Norwegian Armed Forces Aircraft Collection in Gardermoen.

Poland

48 – AAC.1 presented as a static exhibit at the Polish Aviation Museum in Kraków.

Portugal

6304 – Ju 52/3mg3e exhibited statically at the Museu do Ar located in Sintra.

Serbia

7208 – AAC.1 displayed as a static exhibit at the Aeronautical Museum Belgrade in Surčin.

Spain

T.2B-211 – CASA 352L on static display within the Museo del Aire situated in Cuatro Vientos, Madrid.
T.2B-246 – CASA 352L exhibited at Torrejon Air Base.
T.2B-254 – CASA 352L also part of the Museo del Aire collection in Cuatro Vientos.

Sweden

T.2B-142 – CASA 352L shown statically at a museum facility located in Ugglarp, Halland.

United Kingdom

T.2B-272 – CASA 352L preserved as a static exhibit at the Kent Battle of Britain Museum in Hawkinge, Kent.

United States

T.2B-244 – CASA 352L held in storage at the National Museum of the United States Air Force located in Dayton, Ohio; gifted by Spain in 1971.
T.2B-255 – CASA 352L displayed within the Steven F. Udvar-Hazy Center, part of the National Air and Space Museum complex.
T.2B-262 – CASA 352L kept in storage at Fantasy of Flight, Polk City, Florida.

Under restoration

Switzerland

A-701 – Ju 52/3mg4e currently being refurbished to achieve airworthy status by Ju-Air located in Dübendorf, Zürich.
A-703 – Another Ju 52/3mg4e undergoing restoration aimed at returning it to flight capability with Ju-Air in Dübendorf.
T.2B-165 – CASA 352L is in the process of restoration for airworthiness at Ju-Air, Dübendorf; it was formerly displayed as D-CIAK at Düsseldorf Airport.

External links

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