Junkers Ju 87

Junkers

Industry	Aerospace, Aircraft manufacturing
Founded	1895
Founder	Hugo Junkers
Headquarters	Dessau , Germany
Products	Aircraft, including the Ju 87 Stuka dive bomber

The Junkers Ju 87, commonly referred to as the "Stuka", is a German dive bomber and ground-attack aircraft that was designed by Hermann Pohlmann and first took flight in 1935. It saw its combat debut in 1937 with the Luftwaffe's Condor Legion during the Spanish Civil War, subsequently serving the Axis powers throughout the duration of World War II (1939–1945).

Characterized by its inverted gull wing configuration and fixed landing gear equipped with aerodynamic covers, the Ju 87 is instantly recognizable. Its main landing gear incorporated ram-air sirens, dubbed "Lärmgerät" (noise device), which became a symbol of German air dominance and the Blitzkrieg strategy from 1939 until 1942. The aircraft was fitted with automatic pull-up dive brakes located beneath each wing to guarantee safe recovery from steep dives, even if pilots experienced blackout due to intense g-forces.

The Ju 87 initially demonstrated exceptional performance in close air support and anti-shipping operations, spearheading attacks during the Invasion of Poland in 1939 and subsequent campaigns across Norway, the Netherlands, Belgium, and France in 1940. Although highly effective against ground targets, its relatively low speed and limited agility made it susceptible to enemy fighter interception, particularly during the Battle of Britain, where substantial fighter escort was necessary.

Following the Battle of Britain, Stuka squadrons were deployed across the Balkans, North African and Mediterranean fronts, as well as early operations on the Eastern Front. They undertook ground support roles, specialized anti-tank missions, and maritime interdiction tasks. Despite losing air superiority later in the conflict and becoming increasingly vulnerable, production persisted until 1944 due to the absence of a suitable successor. By 1945, ground-attack versions of the Focke-Wulf Fw 190 had largely replaced the Ju 87, although it remained operational until the conclusion of the war.

Approximately 6,000 Ju 87 units were manufactured in Germany between 1936 and August 1944.

Oberst Hans-Ulrich Rudel distinguished himself as the most accomplished Stuka pilot and was Germany’s most decorated aviator throughout the war.

Early design

The lead designer of the Ju 87, Hermann Pohlmann, prioritized a design philosophy centered on simplicity and durability for dive bombers. This approach resulted in features such as the fixed undercarriage with aerodynamic spats—a hallmark of the Stuka. Building upon concepts introduced by co-designer Karl Plauth (who passed away in 1927), Pohlmann developed the Ju A 48 prototype that underwent testing in 1928. Its military derivative was designated as the Ju K 47.

Following the Nazi rise to power, the Reichsluftfahrtministerium (RLM) placed significant emphasis on this design. Although competing against the Henschel Hs 123, Pohlmann’s Junkers designs were favored by RLM authorities. During trials in 1932 with the K 47 model, twin vertical stabilizers were incorporated to enhance rear gunner visibility and firing range. The Ju 87’s signature characteristic became its double-spar inverted gull wing structure.

After Plauth’s death, Pohlmann continued advancing development efforts. The Ju A 48 (registered as D-ITOR) featured a BMW 132 engine delivering 450 kW (600 hp) and was equipped with dive brakes for evaluation purposes. Test results praised its handling qualities.

Ernst Udet emerged as a prominent advocate for dive bombing after piloting the Curtiss F11C Goshawk. In a notable test flight in May 1934, Udet executed a precision bombing run starting from a dive at an altitude of 1000 m, releasing ordnance at just 100 m before narrowly recovering—a maneuver that raised concerns among Luftwaffe leadership regarding pilot skill demands. Nevertheless, Junkers continued development efforts encouraged by Udet’s support.

Udet championed equipping all medium bombers with dive-bombing capability, influencing German aerial warfare doctrine. This perspective initially shaped design considerations for the Heinkel He 177A heavy bomber, which was engineered for "medium angle" dive bombing until Hermann Göring exempted it from this role in 1942 due to its large airframe being ill-suited for such maneuvers.

Evolution

The development of the Ju 87 commenced in 1933 as part of the Sturzbomber-Programm, initially equipped with the British Rolls-Royce Kestrel liquid-cooled V12 engine. In April 1934, Junkers procured ten Kestrel engines at a price of £20,514. The initial prototype was constructed by AB Flygindustri in Sweden and covertly transported to Germany later that year. Due to construction setbacks, the aircraft was not completed until October 1935, with the Ju 87 V1 W.Nr. 4921 undertaking its first flight on 17 September 1935. Testing revealed overheating problems caused by an undersized radiator.

On 24 January 1936, the Ju 87 V1, which featured the Kestrel engine and twin vertical stabilizers, crashed near Dresden, resulting in the deaths of Junkers' lead test pilot Willy Neuenhofen and engineer Heinrich Kreft. The twin tail fins were structurally inadequate, failing during an inverted spin maneuver. Consequently, the design was revised to include a single vertical stabilizer and reinforced fuselage plating to endure dive stresses. Hydraulic dive brakes were installed beneath the wing's leading edge, rotating 90° to enhance dive control.

The Reichsluftfahrtministerium (RLM) expressed reservations about the Ju 87, particularly its dependence on a British powerplant. By late 1935, Junkers suggested adopting a DB 600 inverted V12 engine, with plans to ultimately utilize the Jumo 210. This proposal was accepted temporarily, prompting redesign efforts beginning in January 1936. Testing encountered delays due to scarce aircraft and engine availability; initially, the second prototype used a BMW "Hornet" engine before transitioning to the Jumo 210Aa in March 1936 and later upgrading to the Jumo 210G.

Although Flight Captain Hesselbach commended test outcomes, Wolfram von Richthofen from the Technisches Amt remained doubtful about the Ju 87’s suitability as the Luftwaffe’s primary dive bomber because of insufficient engine power. On 9 June 1936, the RLM ordered development cessation in favor of the Heinkel He 118, but this decision was overturned by Udet after Heinkel's prototype crashed on 27 July 1936. The failure of the He 118 led Udet to declare the Ju 87 victorious in the dive bomber competition, cementing its strategic importance within Luftwaffe planning.

Refinements

Despite its selection, Wolfram von Richthofen voiced criticism regarding the Ju 87 design. Early in 1937, evaluations of the V4 prototype (Ju 87 A-0) exposed performance shortcomings: it required extended distances for takeoff, climbed to altitude within eight minutes carrying a bomb load, and cruised at moderate speeds. Richthofen insisted on installing a more powerful engine, noting that the Heinkel He 50 surpassed it in acceleration and climb rate—vital attributes for evading enemy defenses. While pilots found cockpit instruments confusing during combat operations, they praised both handling characteristics and structural integrity.

Due to delays in delivering DB 600 engines, flight tests began on 14 August 1936 using a Jumo 210 D inverted V-12 instead. This change improved speed at sea level and at altitude while maintaining favorable handling qualities; however, performance still fell short of expectations.

Basic design (based on the B series)

The Ju 87 was designed as a single-engine all-metal cantilever monoplane with fixed landing gear and accommodated two crew members. Its primary construction material was duralumin; critical components such as wing flaps utilized Pantal (an aluminum-titanium alloy) and Elektron parts, with steel employed for high-stress fasteners.

Maintenance was facilitated through detachable hatches and removable panels; welding was minimized in favor of molded and cast elements. Large airframe sections were made interchangeable to expedite repairs.

The aircraft’s sectional structure allowed for transportation via road or rail. Its wings incorporated standard Junkers double-wing construction techniques, enhancing lift during takeoff and reducing runway length requirements.

Certified under "Stress Group 5," it could withstand dive speeds up to , with a maximum level speed near ground level reaching , supporting a flying weight of . Dive brakes located beneath each wing helped maintain controlled speeds during dives, aiding precision targeting while lessening g-forces on crew members.

The oval-shaped fuselage typically housed a Junkers Jumo 211 water-cooled inverted V-12 engine. Fuel tanks were positioned forward of the cockpit firewall; emergency egress was possible through a canvas-covered bulkhead situated behind the cockpit. The canopy consisted of two Plexiglas sections joined by a welded steel frame, each crew member having an individual sliding hood.

Engine mounting employed triangulated support frames bolted directly to both engine and firewall; an asbestos mesh firewall prevented toxic fumes from entering the cockpit area.

The fuel system comprised two tanks located within inner wing sections equipped with low-level warning indicators; fuel was delivered to the engine via pumps with manual backup capability. Cooling relied on ring-shaped aluminum water containers mounted near the propeller hub and beneath the engine.

Control surfaces operated conventionally except for an automatic pull-out mechanism activated upon bomb release through dive brake deflection; pilots retained manual override control.

The aircraft’s distinctive wing design featured a center section with negative dihedral (anhedral) combined with outer wing panels exhibiting positive dihedral, creating an inverted gull-wing shape—this improved ground visibility for pilots and allowed shorter landing gear legs. The center section extended only per side.

Offensive armament included two mechanically operated wing-mounted 7.92 mm MG 17 machine guns controlled by the pilot; defensive firepower consisted of a rear-facing 7.92 mm MG 15 operated by the gunner/radio operator.

Automatic controls for engine and propeller incorporated an auto-trimmer that shifted balance tail-heavy during dives to assist aiming; bombs were released after swinging clear on crutches positioned ahead of the propeller arc.

Diving procedure

While flying at , the pilot identified the target through a bombsight window located in the cockpit floor, then pulled the dive lever backward to restrict movement of the control column. This action triggered the dive brakes automatically, adjusted the trim tabs, reduced throttle, and closed the coolant flaps. The aircraft rolled 180° and entered an automatic nose-down dive between 60° and 90°, maintaining a steady speed of thanks to the dive brakes, which improved bombing precision.

At a predetermined altitude—indicated by a contact altimeter light, typically near —the pilot released the bomb and initiated the automatic pull-out by pressing a control knob. A U-shaped crutch swung the bomb clear from the propeller as the plane executed a 6g pull-up maneuver. After leveling off, dive brakes retracted, throttle was increased, propeller pitch set for climb, and coolant flaps reopened to avoid engine overheating. Some aviators, including Helmut Mahlke, chose to disable this system because it made their recovery path predictable to enemy forces.

The physical demands on aircrew were severe; pilots often suffered from vision disturbances such as "seeing stars" and experienced blackouts due to forces exceeding 5g during the pull-up phase.

British test pilot Eric "Winkle" Brown from No. 1426 Flight RAF commended the Ju 87’s ability to perform vertical dives during trials at RAE Farnborough, highlighting its unique fully automatic vertical dive system among dive bombers.

G-force test at Dessau

At their Dessau facility, Junkers carried out comprehensive g-force experiments that revealed pilots could tolerate up to 8.5 g for approximately three seconds under centrifugal stress. Visual or consciousness impairments did not occur below 4 g. However, at forces above 6 g, half of the pilots experienced visual disturbances such as greyout, escalating to a 40% incidence of complete vision loss at forces exceeding 7.5 g, with occasional blackouts recorded. Despite these visual impairments, pilots frequently remained conscious and responsive for brief intervals. When seated in a crouched posture, pilots could endure up to 7.5 g and potentially between 8 and 9 g momentarily without vision problems—levels deemed acceptable in combat scenarios.

Experiments involving the Ju 87 A-2 introduced technological measures aimed at reducing g-force effects, emphasizing the critical role of pressurized cockpits. At higher altitudes, even forces as low as 2 g could prove fatal without adequate pressurization and appropriate equipment. The research encompassed specialized flight suits and oxygen masks. When the United States Army took control of the Dessau plant in April 1945, they demonstrated significant interest in these advanced aviation medical studies.

Other designs

Dive bombing became a foundational element of Luftwaffe tactics, shaping subsequent aircraft developments. Bombers such as the Junkers Ju 88 and Dornier Do 217 were designed with dive bombing capabilities integrated. The Heinkel He 177 strategic bomber originally included requirements for dive bombing functionality—a factor that contributed to its design complications until Hermann Göring removed this criterion in September 1942.

As the Ju 87 Stuka increasingly faced threats from enemy fighters, efforts to develop replacements intensified. Dedicated close-support aircraft projects were hampered by wartime constraints and technical difficulties. Ultimately, the Focke-Wulf Fw 190 fighter was modified for ground-attack roles with its Fw 190F variant taking over day missions from the Ju 87 starting in 1943. Nevertheless, the Ju 87 continued serving as a nocturnal harassment bomber until the conclusion of hostilities.

Ju 87 A

The second prototype incorporated a modified single vertical stabilizer and was equipped with a Jumo 210 A engine, which was subsequently upgraded to the Jumo 210Da. The initial A-series model, the A-0, featured an all-metal structure with a fully enclosed cockpit beneath a "greenhouse" canopy, along with twin radio masts unique to this version. It also had a straightened leading edge on the wings to facilitate streamlined mass production. Pilots were able to adjust elevator and rudder trim tabs during flight; the tail assembly was connected to two-section landing flaps positioned between the ailerons and fuselage. To enhance pilot visibility, the engine cowling was flattened by lowering the engine approximately , which also resulted in a lowered gunner position to improve firing angles.

The RLM initially commissioned seven A-0 units, later increasing the order to eleven. Early 1937 evaluations revealed that the Jumo 210A engine lacked sufficient power, leading to its replacement by the Jumo 210D.

The A-1 closely resembled the A-0 but incorporated two fuel tanks within the inner wings and did not include armor protection. Its intended armament consisted of four MG 17 machine guns mounted in the wings; however, due to weight restrictions, only two were installed. These remaining guns had a combined ammunition supply of 500 rounds housed within distinctive undercarriage fairings known as "trousers," which were not present on subsequent Ju 87B models. The pilot utilized a Revi C 21C gunsight for aiming these weapons. The gunner operated a single MG 15 machine gun supplied with fourteen 75-round drums, increasing ammunition capacity compared to the A-0. Additionally, the A-1 was fitted with a larger diameter propeller.

Due to engine power limitations, the Ju 87 could only carry a single bomb if flown without its rear gunner/radio operator; operational combat loads were typically limited to bombs (although Spanish Civil War missions sometimes omitted the rear crewman).

The A-2 variant introduced the Jumo 210Da engine featuring a two-stage supercharger and was equipped with an H-PA-III controllable-pitch propeller. By mid-1938, production had reached 262 Ju 87 A aircraft—192 manufactured at Junkers' Dessau facility and 70 at Weser Flugzeugbau near Bremen—before being succeeded by the more powerful Ju 87B.

Prototypes

• Ju 87 V1 : W.Nr 4921, first flown on 17 September 1935
• Ju 87 V2 : W.Nr 4922, registered as D-IDQR; later flown as D-UHUH on 4 June 1937
• Ju 87 V3 : W.Nr 4923, first flight on 27 March 1936
• Ju 87 V4 : W.Nr 4924, maiden flight on 20 June 1936
• Ju 87 V5 : W.Nr 4925, first flown on 14 August 1936

Production variants

• Ju 87 A-0 : Ten pre-production aircraft powered by a 640 PS () Jumo 210C engine.
• Ju 87 A-1 : Initial production model.
• Ju 87 A-2 : Production variant equipped with an improved 680 PS () Jumo 210E engine.

Ju 87 B

The Ju 87 B series marked the first variant produced in large quantities. Six pre-production Ju 87 B-0 aircraft were constructed using airframes from Ju 87 A models. The first full production version, designated Ju 87 B-1, was powered by an enlarged Jumo 211D engine delivering 1,200 PS (883 kW), featured redesigned landing gear and fuselage modifications, and mounted a single radio mast forward on the canopy. After successful operational trials in Spain, production accelerated to approximately sixty units per month, resulting in a total of 336 Ju 87 B-1s available at the onset of World War II.

The B-1 was equipped with "Lärmgeräte" propeller-driven sirens that generated noise but caused a speed reduction of roughly 20–25 km/h due to aerodynamic drag; these devices were gradually phased out over time, although some bombs retained fin-mounted whistles for sound effects. The concept for these sirens is attributed either to Udet or Adolf Hitler.

Later B-2 variants introduced enhancements including ski landing gear options and tropical climate kits ("B-2 trop"). The Italian Regia Aeronautica referred to their B-2s as "Picchiatello," while other Axis nations such as Hungary, Bulgaria, and Romania also received this variant. The B-2 incorporated an oil hydraulic system for controlling cowling flaps—a feature maintained in subsequent models.

Production commenced in 1937 with an output of eighty-nine B-1s at Junkers' Dessau plant and forty units at Weserflug's Lemwerder facility by July. Following April 1938, Weserflug took over primary production responsibilities although Junkers continued manufacturing until March 1940.

Ju 87 R

The Ju 87 R, with "Reichweite" denoting its extended range, was a long-distance adaptation derived from the B-series airframe, primarily intended for anti-ship missions. This model incorporated an additional oil reservoir and fuel piping that supported the attachment of two standard 300 L drop tanks beneath the wings, boosting the total fuel volume to around 1080 L. To offset the added weight, bomb capacity was frequently restricted to a single 250 kg bomb when fully loaded with fuel.

The Ju 87 R-1 utilized a modified B-1 airframe equipped with an enlarged oil tank to enhance operational range. The R-2 variant, based on the reinforced B-2 airframe capable of withstanding dive speeds up to 600 km/h, was powered by the Jumo 211D engine, replacing the R-1’s Jumo 211A. Although the R-2 was approximately 30 km/h slower than the B-1 due to increased mass, it gained an extended operational radius of about 360 km.

Production of the R-3 and R-4 variants was limited; the R-3 functioned as an experimental glider tug featuring upgraded radio systems, while the R-4 differed by employing the Jumo 211J engine.

Notable prototypes

• Ju 87 V6: W.Nr 0870027. Converted from A-0 to B-0; maiden flight on 14 June 1937
• Ju 87 V7: W.Nr 0870028. Prototype for Ju 87B equipped with a 1,000 PS Jumo 211A engine; first flown on 23 August 1937
• Ju 87 V8: W.Nr 4926. First flight occurred on 11 November 1937
• Ju 87 V9: W.Nr 4927. Flew initially on 16 February 1938 as D-IELZ; later on 16 October 1939 as WL-IELZ
• Ju 87 V15: W.Nr 0870321. Registered as D-IGDK; destroyed in a crash during 1942
• Ju 87 V16: W.Nr 0870279; Stammkennzeichen GT+AX
• Ju 87 V17 and Ju 87 V18 are believed not to have been constructed

Ju 87 C

On August 18, 1937, the Reich Air Ministry (RLM) commissioned the Ju 87 Tr(C), a dive bomber and torpedo bomber variant tailored for use by the Kriegsmarine. Prototype development commenced with testing slated between February and April of 1938. The V10 prototype, designed as a fixed-wing testbed, took its first flight on March 17, 1938, and was designated Ju 87 C-1. The subsequent V11 model incorporated folding wings and flew first on May 12. By December of 1939, rigorous arrested landing trials revealed that the arrestor gear winch required reinforcement. The V11 was officially labeled C-0 in October of the previous year and featured improved wing-folding mechanisms. Production was scheduled at Weserflug’s Lemwerder facility between April and July of 1940.

This variant was outfitted with a two-seat rubber dinghy equipped with emergency provisions and inflatable fuel tanks designed to keep it afloat for up to three days. Although wartime demands led to cancellation of approximately 120 units in October of 1939, catapult-assisted testing persisted. The Ju 87 C had a maximum takeoff weight of , launching at speeds around , capable of carrying one SC bomb alongside four additional SC bombs. Armament consisted of two MG 17 machine guns mounted in the wings plus an MG 15 operated by a rear gunner. Production transitioned to the R-1 model in May of 1940.

Notable prototypes

• Ju 87 V10: Registered as D-IHFH (later TK+HD). W.Nr 4928. Maiden flight on March 17, 1938
• Ju 87 V11: Stammkennzeichen TV+OV. W.Nr 4929. First flown May 12, 1938

Ju 87 D

Despite its exposed weaknesses during the Battle of Britain, development of the Stuka proceeded within the Luftwaffe due to lack of suitable alternatives, culminating in the D-series models. In June of 1941, five prototypes (V21 through V25) were commissioned. An effort to equip the D-1 with a Daimler-Benz DB 603 engine was abandoned after it demonstrated inferior performance relative to the Jumo 211.

The D-series introduced dual coolant radiators mounted beneath each wing and repositioned oil coolers, alongside a more streamlined cockpit design providing enhanced visibility and space for crew comfort. Armor protection was augmented significantly, while defensive firepower included a rear-mounted MG 81Z machine gun noted for its high rate of fire. Engine output increased to approximately 1,420 PS (). The bomb load capacity expanded nearly fourfold from earlier models’ limits—previously —to up to under overload conditions—with typical payloads ranging between .

Fuel storage rose to an internal capacity of about 800 L with provision for two external drop tanks holding an additional total of 600 L, extending flight endurance up to four hours.

Variants encompassed:

• D-2: A tropicalized version featuring heavier armor but reduced overall performance; produced in limited numbers.
• D-3: An upgraded ground-attack configuration with reinforced armor; some units adapted for night or tropical missions.
• D-4: A prototype torpedo bomber capable of carrying an aerial torpedo intended for deployment from the carrier Graf Zeppelin. It boasted two MG 151/20 cannons forward-firing plus increased ammunition supply for rear defense.

The D-5 model incorporated wings extended by approximately six decimeters (0.6 m), replaced wing-mounted guns with more potent MG 151/20 cannons, strengthened cockpit floor glazing, and enhanced dive capabilities reaching speeds up to at altitude. Operational range was approximately at low altitude and at cruising altitude.

The D-6 served primarily as a trainer variant produced in small quantities due to material shortages that prevented mass production. The D-7 and D-8 were further ground attack adaptations based on earlier airframes and equipped with exhaust flame dampers suitable for night operations.

Initial production of the D-1 began in early 1941 with an order totaling nearly five hundred units delivered between May 1941 and March 1942. The RLM targeted manufacturing over eight hundred aircraft starting February 1941 and assigned Weserflug company as producer. Early output faced delays—with only one aircraft completed in July and none in August against targets—but production improved by September reaching two units out of over one hundred planned monthly deliveries. From spring 1942 until cessation in late 1944, roughly three thousand three hundred Ju 87s (mostly D-1, D-2, and D-5 variants) were constructed.

In early 1943, Ju 87 Ds were utilized as testbeds for G-series cannon trials at Tarnewitz testing facility. Initial results indicated increased aerodynamic drag reducing speed and maneuverability; however, operational deployment included mounting BK 37 cannons on selected D-1 and D-3 units.

Notable prototypes

• Ju 87 V21: Registered as D-INRF; converted from B-1 to D-1 configuration; first flight March 1, 1941.
• Ju 87 V22: Stammkennzeichen SF+TY; B-1 converted to D-1; maiden flight March 1, 1941.
• Ju 87 V23: Stammkennzeichen PB+UB; converted from B-1 to D-1; first flown March 1, 1941.
• Ju 87 V24: Stammkennzeichen BK+EE; conversion from B-1 to D-1/D-4; first flight March 1, 1941.
• Ju 87 V25: Stammkennzeichen BK+EF; converted B-1 tropic variant (D-4); maiden flight March 1, 1941.
• Ju 87 V30: Sole known prototype of Ju 87 D-5 series; W.Nr 2296; first flown June 20, 1943.
• Ju 87 V26–28, V31, V42–47: Experimental versions with unspecified configurations.

Ju 87 G

The Ju 87 G model rejuvenated the outdated Stuka platform by transforming it into an effective anti-tank aircraft, mainly deployed on the Eastern Front. In response to the changing tides of war after 1943 and the emergence of heavily armored Soviet tanks, Junkers modified the design to address this new challenge. Although the Henschel Hs 129 demonstrated capability, its large fuel tanks made it vulnerable, leading the RLM to pursue a swift replacement. Development of the Ju 87D successor started in November 1942, incorporating a Junkers Jumo 211J engine and equipping it with two cannons. The aircraft was also intended to carry bombs and featured improved crew armor inspired by the Ilyushin Il-2 Sturmovik, enhancing survivability during low-altitude assaults.

Stuka ace Hans-Ulrich Rudel suggested fitting two 37 mm Flak 18 guns within self-contained under-wing pods, known as the Bordkanone BK 3,7, following successful use of the 20 mm MG 151/20 cannon against Soviet armor. This setup was initially trialed on a Ju 87 D-1 in January 1943. Due to delays with the Ju 88P-1 and Hs 129 B-3—both equipped with larger autoloading cannon pods—the Ju 87G was brought into production. The first G-1 models were delivered in April 1943.

Armed with two 37 mm Bordkanone BK 3,7 cannons firing tungsten carbide-cored armor-piercing rounds, the Kanonenvogel ("cannon-bird") excelled under pilots like Rudel. The G-1 maintained smaller wings without dive brakes, whereas the G-2 adopted extended wings from the D-5 series; 208 units were produced alongside at least 22 conversions from D-3 airframes. Only a few production G models participated in the Battle of Kursk, where Rudel flew the sole official Ju 87 G on day one; however, numerous D variants unofficially operated as G models with comparable armament. In June 1943, the RLM ordered twenty production Ju 87Gs.

Night-harassment variants

During 1940–41 in The Blitz, the Ju 87 took on a night intruder role inspired by Soviet Air Force tactics using outdated biplanes for nocturnal harassment missions against German forces. This led to the creation of Störkampfstaffeln (harassment squadrons) within the Luftwaffe. On 23 July 1942, Junkers proposed Ju 87 B-2, R-2, and R-4 variants featuring Flammenvernichter ("flame eliminators"), and this design received approval from the RLM GL/C-E2 Division on 10 November 1943.

As ground attack units transitioned from Ju 87s to Fw 190s, D-5 airframes awaiting repair along with D-7 and D-8 models in conversion units were adapted for night operations. These night variants were either conversions or modifications of D-1 and D-3 frames, all requiring installation of radios and exhaust dampeners. Designations varied depending on subcontractors—some appended an "N" (for Nacht) or used Roman numeral VII to signify FuG 7 radio equipment. Although some confusion exists, Junkers records confirm the existence of the D-7 variant. No dedicated production "nacht stuka" was manufactured; instead, modifications depended on subcontractor capabilities and available components.

A Stuka repair facility at Wels-Lichtenegg serviced and tested 746 aircraft between May 1940 and November 1944. During winter 1943/44, Metal Works Lower Saxony Brinckmann und Mergell (Menibum) converted approximately 300 Ju 87D-3 and D-5 airframes into night-operation variants by removing dive brakes and installing gun muzzles along with exhaust dampers to minimize flash and noise; some also received Jumo 211P engines. This conversion effort involved around 2,170 technicians; however, total numbers remain uncertain due to lost documentation after Soviet capture at war’s end. Essential equipment included the FuG 101 Electronic Radio Altimeter for altitude measurement; some Ju 87s also employed FuG 16Z transmitter/receiver systems alongside FuG 25 IFF units.

Pilots underwent "Blind Flying Certificate 3" training focused on instrument navigation over unfamiliar terrain during night missions. The standard Revi C12D gunsight was replaced by Nachtrevi C12N or occasionally Nachtrevi 16D models. Instrument panels were illuminated using violet lighting for improved visibility.

An Auxiliary Staffel was established on 15 November 1942. By mid-1943, Luftflotte 1 operated four Staffeln, while Luftflotte 4 and Luftwaffe Kommando Ost controlled six and two respectively. Twelve Nachtschlachtgruppen ("night battle groups"—NSGr) flew various aircraft including Ju 87s, which proved highly effective due to their slow-speed low-level flight capabilities. NSGr units such as the first and second saw combat on the Western Front during both the Battle of Normandy and Battle of the Bulge. NSGr 7 conducted anti-partisan missions out of Albania beginning July 1944, replacing German trainers in that role. The third and fourth groups operated on the Eastern Front; the eighth in Arctic regions; and the ninth in Italy. NSGr 20 engaged during the Western Allied invasion of Germany in 1945, notably targeting the Ludendorff Bridge during the Battle of Remagen, with photographic evidence depicting Ju 87s preparing for takeoff amid USAAF attacks.

Production

Although early production of the Ju 87 encountered difficulties, the RLM placed an order for 216 Ju 87 A-1 units scheduled for delivery between January 1936 and 1938. Due to Junkers’ full manufacturing capacity, production licenses were granted to other factories. The initial batch of 35 Ju 87 A-1s was manufactured by Weser Flugzeugbau (WFG). By the outbreak of war on 1 September 1939, a total of 360 Ju 87 A and B models had been assembled across Junkers’ Dessau and Weserflug facilities. Financial records indicate Junkers had received payments amounting to 2,365,196 Reichsmarks (RM) for Ju 87 contracts by the end of September 1939, with an additional 243,646 RM allocated for development. Audit data reveals that by late September 1941, expenditures on Ju 87 airframes reached approximately 3,059,000 RM. By mid-1940, production figures included 697 Ju 87 B-1s, 129 B-2s, along with smaller quantities of R-1 and R-2 variants.

The limited operational range of the B-2 model prompted its replacement in late 1940 by the long-range Ju 87 R series. The first batch of 105 R-1s was upgraded to R-2 status, followed by an order for an additional 616 R-2 aircraft. Development work on the D-1 variant commenced in May 1941, entering production by March of the following year. However, expansion of Ju 88 production lines—intended to supplant Dornier Do 17 manufacturing—delayed output of the Ju 87 D series. Production bottlenecks at Weserflug led Milch to intervene in February 1942, insisting on meeting RLM’s delivery requirements. Approximately 700 skilled workers were needed to satisfy demand; however, military conscription had reduced labor availability. Junkers contributed around 300 German workers and supplemented the workforce with Soviet prisoners of war and deported civilians. By maintaining continuous operations, WFG managed to overcome shortages and received official commendations for their efforts.

Demand surged further by May 1942; General Walter Herthel, Chief of Procurement, established a standard unit strength of 100 Ju 87s with monthly attrition replacements averaging about 20 aircraft. Production capacity increased from June through December 1942 to roughly 80 Ju 87 units per month. By August that year, after scaling back Blohm & Voss BV 138 production and ceasing license work at WFG, monthly output reached approximately 150 Ju 87 D airframes; nonetheless, spare parts—particularly landing gear components—remained insufficient. Milch set an ambitious goal of producing 350 units monthly in September, but this target proved unattainable given Reich-wide manufacturing constraints.

The RLM explored establishing additional production in Slovakia to boost output but encountered delays due to shortages of machine tools and skilled technicians; Slovakian labor could only supply unskilled workers rather than qualified personnel. This facility expansion would have added roughly 25 machines monthly amid escalating demand. In October, a fire at a WFG plant exacerbated shortages of tailwheels and undercarriage parts. By January 1943, Junkers director Carl Frytag reported production capacities limited to about 120 Ju 87s in Bremen and around 230 at Berlin-Tempelhof.

Decline and end of production

Following evaluations of Ju 87 performance on the Eastern Front, Göring restricted production to a maximum of 200 aircraft per month. Ernst Kupfer, General der Schlachtflieger, concluded that further development would yield minimal tactical improvements. Fighter ace Adolf Galland regarded halting development as premature but concurred that a monthly output of approximately 150 units was sufficient.

On 28 July 1943, strike and bomber manufacturing was curtailed to prioritize fighters and bomber destroyers. Milch later clarified that this decision would not diminish production levels for the Ju 87, Ju 188, Ju 288, or Ju 290 models—even though the operational lifespan of the Ju 87 had declined from an average of nine and a half months in 1941 to merely around one hundred flight hours. By October, Kupfer reported that the Ju 87 was no longer combat-effective and recommended replacement by the Focke-Wulf Fw 190F variant. Milch agreed to maintain limited production of the Ju 87 D-3 and D-5 models during the transition period.

Production decreased in May 1944 with only seventy-eight new Ju 87s produced alongside sixty-nine rebuilt from damaged airframes. Over the subsequent six months, an additional total of four hundred thirty-eight Ju 87 D and G models were either newly manufactured or repaired. Records regarding production after December 1944 remain unclear.

In total, Junkers produced approximately five hundred fifty Ju 87 A and B2 units at Dessau; Weserflug was responsible for manufacturing five thousand nine hundred thirty out of the overall six thousand five hundred Ju 87 aircraft built. The WFG facility at Lemwerder sustained minimal damage from Allied bombing raids between 1940 and ’45 compared to the heavily affected Focke-Wulf plant in Bremen. Berlin-Tempelhof also escaped significant destruction despite intense bombardments. The Dessau Junkers factory experienced heavy attacks only after completion of Ju 87 production had ceased. Meanwhile, the Wels repair center was destroyed in May ’44, ending its involvement with the Ju 87 program.

Spanish Civil War

During the Spanish Civil War, a lone Ju 87 A-0 (V4 prototype) was allocated to the Condor Legion’s experimental VJ/88 squadron. Secretly transported from Hamburg in August 1936, it took part in the Nationalist assault on Bilbao in 1937 before likely being sent back to Germany.

In January 1938, three Ju 87 As arrived with the Legion Condor but demonstrated several operational shortcomings: the spatted landing gear tended to sink into muddy airfields and had to be removed, and the maximum bomb load of was only achievable if the rear gunner’s seat was left vacant, limiting standard bomb loads to . These aircraft supported Nationalist ground forces and carried out anti-shipping operations until October 1938.

During the Catalonia Offensive in January 1939, three Ju 87Bs participated in a bombing raid on Barcelona’s harbor alongside Heinkel He 111 bombers. Despite encountering Republican fighter resistance and reports of a Stuka being downed near El Vendrell, all aircraft returned safely. This marked the sole Stuka attack on Catalonia’s capital. Subsequent missions prevented the destruction of a key bridge near Barcelona but resulted in two crew fatalities—the only Stuka losses during the conflict.

Following the war, the Ju 87 B-1s were quietly withdrawn to Germany. The experience gained proved invaluable for both aircrew and ground personnel, as well as for testing equipment under combat conditions. However, these aircraft had yet to face well-coordinated fighter opposition—a costly lesson that would become apparent later during World War II.

Second World War

All Stuka units were deployed along Germany’s eastern frontier in preparation for the invasion of Poland. On 15 August 1939, during a mass dive-bombing demonstration at Neuhammer near Sagan, 13 Ju 87s and 26 crew members perished when low cloud cover and unexpected ground fog prevented recovery from dives.

Poland

The Wehrmacht launched its invasion of Poland on 1 September 1939, initiating World War II. Luftwaffe records indicate that by 31 August, 366 Ju 87 A and B models were operational. The initial Ju 87 mission targeted Polish demolition charges placed on rail bridges spanning the Vistula River—critical for connecting Eastern Germany with the Danzig corridor and East Prussia. II. and III./StG 1 struck infrastructure at Dirschau (now Tczew), with a flight led by Staffelkapitän Oberleutnant Bruno Dilly executing the first bombing raid of the war at 04:26 CET—eleven minutes before Germany’s official declaration of war. Although successful, delayed German ground advances allowed Polish forces to either repair or destroy most bridges.

The first aerial victory of WWII was recorded by Rottenführer Leutnant Frank Neubert of I./StG 2, who shot down a Polish PZL P.11c fighter on the morning of 1 September. Ju 87 formations operated under strong fighter escort, resulting in minimal losses against Polish air resistance.

After initial strikes, Ju 87 units concentrated on ground-attack missions throughout the campaign. They played a pivotal role in assaults such as the bombing of Wieluń. The Polish Army’s deficiency in anti-aircraft artillery enhanced Stuka effectiveness. At Piotrków Trybunalski, I./StG 76 and I./StG 2 annihilated a Polish infantry division during its unloading from trains; similarly, StG 77 targeted troop transports at Radomsko. During the Battle of Radom, six Polish divisions surrendered after four days of intense bombing by StG 51, 76, and 77 using fragmentation bombs that inflicted heavy casualties. The Stukas also had a decisive impact in the Battle of Bzura by dropping approximately 388 tonnes (428 tons) of ordnance. In the Siege of Warsaw and Battle of Modlin, Ju 87 wings contributed substantially to overcoming entrenched Polish defenders; IV(Stuka)./LG 1 was particularly effective against Modlin Fortress.

Luftwaffe naval air units such as 4.(St)/TrGr 186 successfully targeted Polish naval assets, sinking destroyer Wicher (1,540 tons) and minelayer Gryf—both docked—as well as torpedo boat Mazur (412 tons) at Oksywie. Gunboat General Haller (441 tons), minesweeper Mewa (183 tons), along with sister ships Czapla and Jaskolka, were sunk during the Battle of Hel. These operations effectively neutralized Polish naval forces trapped in the Baltic Sea. Enemy air resistance was limited; throughout the campaign, Stukawaffe losses totaled only 31 aircraft.

Norway

The commencement of Operation Weserübung on 9 April 1940 marked the simultaneous invasions of Norway and Denmark. Denmark surrendered within hours, whereas Norway mounted resistance with assistance from British and French forces. Unlike a conventional Blitzkrieg strategy, the rugged mountainous landscape hindered effective coordination between Panzer units and Stuka dive bombers. Consequently, German forces relied heavily on paratroopers deployed via Junkers Ju 52 aircraft and specialised ski troops. The Ju 87 dive bombers concentrated on ground assault and anti-shipping roles, demonstrating considerable effectiveness.

On the day of invasion, Stukas targeted Oscarsborg Fortress following the sinking of the German cruiser Blücher, which disrupted planned amphibious landings in the Oslofjord. A group of 22 Ju 87s played a key role in suppressing Norwegian defenders during the Battle of Drøbak Sound, though resistance continued until Oslo fell, ultimately causing the naval landing to fail. The StG 1 unit inflicted damage on the 735-ton Norwegian destroyer Æger near Stavanger, forcing it ashore where it was subsequently scuttled. Stuka units operated the Ju 87 R model, which was outfitted with enlarged fuel tanks and underwing drop tanks to extend operational range.

The Ju 87s recorded notable achievements against Allied naval forces, particularly those of the Royal Navy, which posed a significant threat to German coastal operations. On 17 April, the heavy cruiser HMS Suffolk sustained severe damage to its stern but managed to return to Scapa Flow despite casualties. The light cruiser squadron, including Curacoa and Curlew, endured sustained attacks; Curacoa was heavily damaged while only one Ju 87 was lost. The sloop Black Swan narrowly avoided destruction on 27 April after a bomb penetrated vital compartments; despite heavy defensive fire, no attackers were downed. On 30 April, was sunk. During the evacuation at Namsos on 3 May, Sturzkampfgeschwader 1 destroyed the French destroyer Bison and , resulting in significant crew casualties. Survivors from Bison aboard Afridi were also lost. German-armed trawlers operated under air cover as less fortified targets but lacked armor or substantial weaponry. On 30 April, Ju 87s sank the Jardine (452 tons) and Warwickshire (466 tons). The Polish troopship Chrobry (11,442 tons) was sunk on 15 May.

Even near misses by Ju 87 attacks influenced Allied naval tactics. On 1 May, Vice Admiral Lionel Wells led a Home Fleet task force including carriers Glorious and Ark Royal. Although waves of Ju 87s escorted by He 111 bombers made several close passes without scoring hits, Wells ordered his vessels to avoid operating within Ju 87 striking range along the Norwegian coast. As a result, British sea power was effectively pushed back from these waters; Admiral Charles Forbes deemed carrier operations unfeasible under such conditions.

In the weeks that followed, StG 1 maintained maritime operations. Off Namsos on 5 May, they sank Royal Norwegian Navy transports Aafjord (335 tons) and Blaafjeld (1,146 tons). Ju 87s also bombed local infrastructure including the town and airstrip supporting German troops commanded by Eduard Dietl, facilitating its capture in early May. Throughout the remainder of the campaign, Ju 87s provided crucial support in containing Allied forces at Narvik until their withdrawal in early June.

France and the Low Countries

Ju 87 units incorporated insights gained from previous operations, emphasizing precision bombing throughout the Phoney War, which demonstrated its effectiveness during the Western offensive.

When Fall Gelb commenced on 10 May 1940, the Stuka was pivotal in incapacitating Belgium's Eben Emael fortress. It successfully demolished the command center located in Lanaken, although only one out of three bridges spanning the Albert Canal was destroyed, allowing swift German Army progress in the Battle of Belgium. Ju 87 aircraft were crucial for Army Group B across the Low Countries, effectively suppressing artillery and armored units during the engagements at Hannut and Gembloux.

Throughout the Battle of the Netherlands, Ju 87s disrupted evacuation efforts by Dutch and British naval forces, sinking Dutch vessels such as Jan Van Galen and Johan Maurits Van Nassau, severely damaging British ships including Valentine, and inflicting harm on others like Winchester and Whitley, the latter ultimately scuttled.

During the Battle of France, Ju 87 units concentrated their efforts to support breakthroughs exemplified at Sedan, conducting over 300 sorties under heavy escort from Messerschmitt Bf 109 fighters. Although susceptible to organized resistance—as shown by losses near Sedan—the majority of Allied forces were poorly coordinated. Ju 87s played a vital role in disrupting counteroffensives and delivering accurate aerial artillery strikes during battles at Montcornet, Arras, Boulogne, and Calais.

The Luftwaffe's streamlined ground-to-air communication system enabled swift target coordination; forward liaison officers could direct Stukas to objectives within a 10–20 minute window, a method highly commended by Oberstleutnant Hans Seidemann.

In the course of the Battle of Dunkirk, Ju 87 assaults inflicted considerable damage on Allied naval forces amid evacuation operations. Significant sinkings included the French destroyer L'Adroit, paddle steamer Crested Eagle, and Channel steamer Côte d'Arzur. British destroyers such as Grenade and French ships like Mistral were either sunk or heavily damaged. These attacks temporarily disrupted evacuation efforts. By 29 May, Allied losses amounted to 31 vessels sunk and an additional 11 damaged. On 1 June, further destroyers including Keith were sunk or incapacitated alongside minesweepers and troop-carrying merchant ships.

In total, the campaign saw the loss of 89 merchant vessels (126,518 grt); among the Royal Navy's fleet of 40 destroyers involved, eight were sunk while 23 sustained damage. The operation concluded with France capitulating on 25 June 1940. Allied air forces remained largely ineffective and disorganized; Stuka losses—primarily due to ground fire—accounted for roughly one-third of their strength (120 aircraft) during this timeframe.

Battle of Britain

During the Battle of Britain, the Luftwaffe deployed bomber units equipped with Ju 87 aircraft, including IV.(St) of Lehrgeschwader 2, III. Gruppen of Sturzkampfgeschwader 1 and 2, as well as I. Gruppe of Sturzkampfgeschwader 3 and Sturzkampfgeschwader 51. Early on, the Ju 87 demonstrated considerable effectiveness in anti-shipping roles. On 4 July 1940, StG 2 successfully struck a convoy in the English Channel, sinking four freighters and damaging six more. Later that same day, 33 Ju 87s from III./StG 51 sank a 5,500-ton anti-aircraft vessel in Portland Harbour, inflicting heavy casualties.

In August, Ju 87s continued to provide crucial support for German operations. On Adlertag ("Eagle Day"), 13 August, Bf 109s from Jagdgeschwader 26 (JG 26) engaged RAF fighters to clear the way for 86 Ju 87s from StG 1 to strike RAF Detling airfield in Kent without opposition, destroying aircraft and facilities.

Nevertheless, the Battle of Britain revealed significant weaknesses of the Ju 87 when faced with coordinated fighter opposition. Its limited speed and poor defensive armament rendered it vulnerable during low-level dive bombing missions. As a result, the Ju 87 was withdrawn from attacks over Britain by the end of August after suffering severe losses, leaving the Luftwaffe without a precision ground-attack platform. On "Hardest Day" (18 August), sixteen Ju 87s were lost and many more damaged. Between 8 and 18 August alone, losses amounted to fifty-nine destroyed and thirty-three damaged—exceeding twenty percent of operational strength.

Despite these setbacks, Ju 87s succeeded in sinking six warships and fourteen merchant vessels while damaging seven airfields and three radar installations; they also destroyed forty-nine British aircraft primarily on the ground. On 19 August, VIII. Fliegerkorps repositioned nearer to Pas de Calais under Luftflotte 2 in preparation for the planned invasion of Britain. Attacks on airfields resumed on 13 September with limited involvement from Ju 87 units.

Anti-shipping missions recommenced on 1 November as part of a blockade strategy. Over ten days, seven merchant ships were sunk or damaged in the Thames Estuary at the expense of four Ju 87 losses. On 14 November, following unsuccessful convoy searches, Ju 87s attacked Dover.

Worsening weather conditions curtailed operations and led to redeployment of Ju 87 groups to Poland to prepare for Operation Barbarossa. By spring 1941, only St.G 1 remained active against Britain with approximately thirty Ju 87s conducting limited winter sorties against maritime and coastal targets through March and into the subsequent winter.

North Africa and the Mediterranean

After Italian setbacks in the Italo-Greek War and Operation Compass, German command dispatched forces to North Africa, including Luftwaffe's StG 3 arriving in Sicily in December 1940. Two groups totaling around eighty Stukas were assigned to X. Fliegerkorps with primary responsibility for attacking British shipping between Sicily and North Africa—especially convoys supplying Malta. The Ju 87s targeted the British aircraft carrier , inflicting multiple hits though failing to sink her; she managed to reach Malta’s harbor despite damage.

The Italian Air Force (Regia Aeronautica) operated its own Stukas known as Picchiatello, following a request for one hundred Ju 87s from Germany in 1939. Italian pilots received dive-bombing training, and between seventy-two and one hundred eight Ju 87 B-1 models were delivered by spring 1940 to units such as the 96°, 97°, 101°, and 102° Gruppi. These aircraft participated in operations against Malta, Allied convoys, and North African campaigns, contributing notably to Tobruk's capture and remaining active until around 1942.

During Italy’s October 1940 invasion of Greece, Italian Ju 87s had a comparatively limited effect relative to German efforts. By early 1941, Greek forces advanced into Albania prompting Hitler to deploy Luftwaffe support. Prior to German involvement, Italian units achieved some naval successes by sinking several Allied vessels including freighter Susanah, torpedo boat Proussa, tanker Hekla, destroyer Waterhen, gunboat Cricket, and submarine Cachalot.

Following the overthrow of Yugoslavia's pro-German government in March 1941, Hitler expanded military actions into Yugoslavia with Operation Marita commencing on April 7. Luftwaffe units StG 1, StG 2, and StG 77 spearheaded air assaults deploying nearly three hundred Stukas encountering minimal resistance; they inflicted heavy ground losses facilitating Yugoslavia’s swift surrender. The dive bombers also took part in Operation Punishment (Operation Retribution), bombing Belgrade’s airfields and anti-aircraft defenses alongside civilian zones.

In Greece, despite British assistance, Luftwaffe forces encountered little aerial opposition. As Allied troops withdrew to Crete, Stukas inflicted substantial damage on shipping—sinking destroyers Psara and Ydra along with numerous vessels at Piraeus port. During the Battle of Crete, Ju 87s played a pivotal role attacking British naval units: on May 21–22, they sank destroyer , damaged battleship , sank cruisers Calcutta and Coventry, crippled cruiser Dido (later finished off by fighters), plus destroyer . Subsequent losses included destroyers , , and , while cruisers Ajax and Phoebe suffered severe damage during evacuation efforts.

Throughout its two-year North African campaign supporting Generalfeldmarschall Erwin Rommel’s Afrika Korps, the dive bomber wing focused on close air support and targeting Allied maritime supply lines. Operations concentrated heavily on the Siege of Tobruk (1941) as well as battles at Gazala and both El Alamein engagements. However, increasing Allied air superiority by late 1942 combined with American entry via Operation Torch exposed the Ju 87’s vulnerabilities; it was outclassed by fighter-bombers such as Bf 109s and Fw 190s. On November 11, USAAF Curtiss P-40Fs rapidly downed most of a formation of Ju 87Ds within minutes.

By early 1943 Allied control of skies restricted Ju 87 operations to small formations often forced to jettison bombs upon enemy detection; German fighter escorts could only provide limited coverage due to fuel constraints. Despite this, dive bombers continued missions across southern Europe; following Italy’s September surrender they participated in the Dodecanese Campaign—their last significant success against Western Allied forces—helping German troops recapture islands held by Britain. StG3’s Ju 87s sank several Allied vessels including minelayer Lagnano, landing craft LCT-115, cargo ship Taganrog, light cruisers Aurora, Penelope, Carlisle, plus destroyer Panther. This campaign marked the final major victory for Stuka units against British forces.

Operation Barbarossa, 1941

On 22 June 1941, the Wehrmacht initiated Operation Barbarossa, marking the invasion of the Soviet Union. The Luftwaffe's deployment included four dive bomber wings: VIII. Fliegerkorps with StG 1 units; Sturzkampfgeschwader 2 Immelmann; and StG 77 under the command of General der Flieger Bruno Loerzer within II. Fliegerkorps. Additionally, Luftflotte 5, operating from Norway, fielded IV. Gruppe (St)/Lehrgeschwader 1 (LG 1).

The initial Ju 87 loss took place early on 22 June when Oberleutnant Karl Führing of StG 77 was downed. Although only two aircraft were lost on the first day, the Luftwaffe inflicted devastating damage on the Soviet Air Force in the western USSR, claiming destruction of over 2,000 enemy planes after confirmation—far surpassing early estimates. Soviet aircraft losses escalated by an additional 1,922 within the subsequent two days.

The Ju 87 played a crucial role in disrupting Soviet ground operations by hindering counteroffensives, neutralizing fortified positions, and cutting supply routes. On 5 July, StG 77 destroyed eighteen trains and approximately 500 vehicles. During the push across the Dnieper River toward Kyiv, Ju 87s delivered vital support; notably, on 13 September, StG 1 targeted rail infrastructure and inflicted significant casualties on retreating Red Army forces while sustaining minimal losses.

A remarkable event occurred on 23 September when Hans-Ulrich Rudel of StG 2 sank the Soviet battleship Marat at Kronstadt harbor using two 1000 kg bombs. In this operation, Leutnant Egbert Jaeckel also sank the destroyer Minsk, with other Soviet destroyers and a submarine being sunk or heavily damaged. These achievements came at the cost of only two Ju 87 aircraft.

During Army Group Centre’s December advance toward Moscow, StG 77 destroyed 420 vehicles and 23 tanks between 13 and 22 December, boosting German infantry morale despite increasingly defensive conditions. StG 77 emerged as the most effective dive bomber wing throughout the campaign, destroying thousands of vehicles, tanks, artillery pieces, and trains while losing only 25 Ju 87s to enemy action.

By the conclusion of Barbarossa, losses totaled: StG 1 with sixty Ju 87s lost in combat plus one destroyed on the ground; StG 2 with thirty-nine lost in aerial combat and two on the ground; StG 77 with twenty-nine air combat losses and three on the ground (twenty-five caused by enemy fire); and IV.(St)/LG1 from Norway suffering twenty-four Ju 87 losses—all occurring during air engagements.

Fall Blau to Stalingrad, 1942

In early 1942, Ju 87s continued to provide essential support to Heer operations. On 29 December 1941, the Soviet 44th Army landed on the Kerch Peninsula. The Luftwaffe responded by deploying limited reinforcements consisting of four bomber groups alongside two dive bomber groups from StG 77. Benefiting from air superiority, Ju 87s operated with freedom and destroyed half of the landing force within the first ten days of the Battle of the Kerch Peninsula while inflicting severe losses on Soviet shipping by blocking sea routes. Although later models of T-34 tanks were generally resistant to Stuka attacks, nearly all obsolete and lightly armored tanks used by the Soviet 44th Army were destroyed. During the Battle of Sevastopol, Stukas flew up to three hundred sorties against encircled Soviet troops. StG 77 (under Luftflotte 4) executed a total of 7,708 combat sorties dropping approximately 3,537 tonnes of bombs, playing a significant role in forcing Soviet surrender on 4 July.

For the summer offensive known as Fall Blau, Luftwaffe concentrated around 1,800 aircraft within Luftflotte 4, making it the largest air command globally at that time. The strength of the "Stukawaffe" stood at one hundred fifty-one aircraft. Throughout the Battle of Stalingrad, Stukas conducted thousands of sorties against Soviet defenses. On a single day—14 October 1942—StG units (1, 2, and 77) flew three hundred twenty sorties; subsequently, over one thousand sorties targeted a small Soviet pocket on the west bank of the Volga River. Despite inflicting heavy casualties on Soviet forces, they were not annihilated. The Luftwaffe’s Stuka units averaged five hundred sorties daily during this period, causing significant damage while losing approximately one aircraft per day. The Battle of Stalingrad represented the high point for Junkers Ju 87s; however, as Soviet air power increased and they gained air superiority, losses among Stuka units steadily rose.

Kursk and Subsequent Decline; 1943

During Operation Citadel, the Battle of Kursk, the Ju 87 was a key asset. The Luftwaffe deployed several Sturzkampfgeschwader units under the direction of Luftflotte 6 and Fliegerkorps VIII. Hans-Ulrich Rudel’s Ju 87 G models, equipped with cannons, were highly effective in destroying Soviet armored forces around Orel and Belgorod. Between 16 and 31 July, Ju 87s provided crucial support for a counterattack that stopped a Soviet advance near Khotynets, preventing the encirclement of two German armies and reducing the Soviet 11th Guards Army’s tank strength to merely 33 by 20 July. Nonetheless, the losses suffered were substantial: Fliegerkorps VIII experienced daily Ju 87 casualties during early July, and StG units collectively lost over fifty aircraft throughout that month. In September, three Stuka wings began transitioning to Focke-Wulf Fw 190 F and G ground-attack variants, subsequently redesignated as Schlachtgeschwader (attack wings). With increasing Soviet air resistance, Ju 87s required extensive fighter escorts; however, some units such as SG 2 Immelmann continued to operate effectively with Ju 87 G models armed with 37 mm cannons as tank destroyers until the war’s conclusion.

Following the Kursk setback, Ju 87s assumed a critical defensive function on the southern sector of the Eastern Front but endured heavy losses against approximately 3,000 Soviet fighters. In August alone, SG 77 and SG 2 each lost about thirty aircraft. Despite these attritions, Ju 87s contributed to XXIX Army Corps’ breakout from encirclement near the Sea of Azov. During the Battle of Kiev in 1943, Ju 87 units were heavily engaged but failed to prevent Soviet advances and became increasingly vulnerable both in aerial engagements and ground combat. After Kursk, Stuka operational strength dwindled to only 184 aircraft—less than half of what was needed. On October 18, 1943, StG units were officially renamed Schlachtgeschwader, reflecting their evolving role toward ground-attack missions alongside Fw190F-series aircraft; traditional dive-bomber formations were discontinued.

A small contingent of Ju 87s remained active in anti-shipping operations in the Black Sea theater where they had previously demonstrated effectiveness in the Mediterranean. In October 1943, StG3 targeted the Soviet Black Sea Fleet; on October 6 they succeeded in sinking three major destroyers—Kharkov, Besposhchadny, and Sposobny. This significant loss prompted Stalin to decree that no vessels could enter areas within German air attack range without his explicit consent.

Operation Bagration to Berlin 1944–1945

By early 1944, the operational deployment of Ju 87s had sharply diminished due to Allied air dominance and their replacement by ground-attack variants of the Focke-Wulf Fw 190. During the Soviet summer offensive known as Operation Bagration, twelve Ju 87 groups along with five mixed formations (incorporating Fw 190s) remained active on Luftwaffe rosters. The mixed unit Gefechtsverband Kuhlmey, which included numerous Stukas, played a pivotal role on the Finnish front in 1944, claiming destruction of approximately 200 Soviet tanks and 150 aircraft at a cost of only 41 losses. By January 1945, just 104 Ju 87s remained operational alongside additional numbers within combined Schlacht units. Increasing fuel shortages further restricted Stuka sorties until war’s end.

In the conflict’s final phase, ground-attack formations continued to exert considerable operational impact—most notably during Berlin’s defense. Operating from well-equipped airfields, German forces launched effective strikes against Soviet columns amid the Vistula–Oder Offensive in early 1945. Over a fortnight, more than 800 enemy vehicles were destroyed; during February alone, German air attacks claimed roughly 2,000 vehicles and fifty-one tanks. Although Ju 87 participation was limited numerically, this represented the largest concentration of German air power since 1940 and temporarily challenged Soviet air superiority on the Eastern Front. This counteroffensive contributed to delaying Berlin’s capture by approximately three months but depleted German fuel reserves significantly. Pilot Hans-Ulrich Rudel exemplified Ju 87 capability by reporting destruction of thirteen tanks on February 8.

Post-war assessments revealed that bombing claims made by pilots were often exaggerated. Unlike Allied forces who conducted systematic evaluations showing dive-bombers had limited anti-tank effectiveness beyond suppression roles, the Luftwaffe did not undertake scientific analysis of Ju 87 combat performance during the conflict.

Operators

• Bulgarian Air Force – Acquired a total of 12 Ju 87 R-2 and R-4 models along with 40 Ju 87 D-5 variants.

• Zrakoplovstvo Nezavisne Države Hrvatske – Received Ju 87 aircraft assigned to the Lucko bomber squadron in January 1944.

Czechoslovakia

• Czechoslovak Air Force – Operated five captured Ju 87 D-5 units after the war, designated as “B-37.”

• Luftwaffe

• Royal Hungarian Air Force – Took delivery of approximately 33 to 34 Ju 87 D-3/D-5s and between 11 and 12 B-1 and B-2 models.

• Regia Aeronautica – Procured 46 Ju 87 D-2 and D-3 dive bombers as well as several Ju 87 R-2 variants.

• Imperial Japanese Army Air Force – Purchased two aircraft from Germany for testing purposes, including a Ju 87 A-1 (Ju 87 K-1).

• Royal Romanian Air Force – Operated a fleet of 90 Ju 87 D-3 and D-5 dive bombers.

• Slovak Air Force – Utilized six Ju 87 D-1s and an additional five Ju 87 aircraft starting from 1943.

Spain

• Spanish Air Force

• Royal Air Force – Conducted evaluations on various captured Ju 87 variants during and following WWII.

• United States Army Air Forces – Performed testing on several seized models throughout and after the conflict.

• SFR Yugoslav Air Force – Operated captured Ju 87 aircraft.

Surviving aircraft

Currently, two complete Ju 87s remain intact, with a third undergoing restoration:

Ju 87 G-2, Werk Nr. 494083

This particular ground-attack model is exhibited at the Royal Air Force Museum in London. Captured in May 1945, it was probably manufactured as a D-5 between 1943 and 1944 before being converted into a G-2 equipped with hard-points for Bordkanone BK 3,7 gun pods (which were never installed). Selected by British authorities for preservation, it was stored at various RAF locations until transferred to the RAF Museum in 1978. It was altered for the film Battle of Britain (1967) but remained non-flyable. The original G-2 configuration was reinstated in 1998.

Ju 87 R-2/Trop. Werk Nr. 5954

Discovered abandoned in North Africa by British forces in 1941, this aircraft was later donated to the United States during WWII and underwent full restoration by the Experimental Aircraft Association in 1974.

One additional Ju 87 is currently being restored:

Ju 87 R-4, Werk Nr. 6234 (incorporating 857509)

Owned by Paul Allen's Flying Heritage & Combat Armor Museum, this restoration project merges two wrecks: a Ju 87 R-4 built in 1941 that was downed over Murmansk in 1942 and recovered in 1992, along with parts from a Ju 87 R-2 retrieved in the UK in 1998. Publicly displayed since November 2018, the aircraft is expected to be restored to flying condition within two years, with restoration activities conducted openly for visitors.

Additional surviving remnants include:

• A Stuka wreck located near Žirje Island, Croatia, shot down during the Balkans Campaign in April 1941, now popular among scuba divers.
• Two complete wrecks housed at the Deutsches Technikmuseum Berlin, recovered near Murmansk in the early 1990s and acquired from collector Tim Wallis.
• Wreckage exhibited at the Sinsheim Auto & Technik Museum originating from a crash near Saint-Tropez in 1944.
• A Ju 87 D-3/Trop retrieved underwater near Rhodes and currently displayed at the Hellenic Air Force Museum.
• A Junkers Ju 87 B-2 on display at the Yugoslav Aeronautical Museum in Belgrade.
• Components from three other aircraft identified by various Luftwaffe unit markings.
• A Ju 87 B-3 wreck discovered in Poland in October 2015 containing remains of its pilot.

Replicas

Scaled reproductions at 7/10 size were constructed by Louis Langhurst and Richard H. Kurzenberger. The Commemorative Air Force obtained Langhurst's model, whereas Kurzenberger's aircraft was tragically destroyed in a fatal accident in 2000.

In popular culture

Sound designer Richard King highlights that the "Lärmgerät" dive siren—commonly but incorrectly referred to as "Jericho trumpets"—has become a prevalent audio motif in movies and television, symbolizing dive bombers or crashing planes. This distinctive sound effect even appears comically in the Wile E. Coyote and the Road Runner series.

Bibliography

• *

Further reading

• de Zeng, H.L., D.G. Stanket, and E.J. Creek. Bomber Units of the Luftwaffe 1933–1945: A Reference Source, Volumes 1 & 2. London: Ian Allan Publishing, 2007.
• Eisenbach, Hans Peter. Fronteinsätze eines Stuka-Fliegers: Mittelmeer und Ostfront 1943/1944 (in German). Berlin: Helios Verlag, 2009.
• Zuerl, Walter. Deutsche Flugzeug Konstrukteure. München: Curt Pechstein Verlag, 1941.

External links

• Wartime footage showcasing the test flight and combat introduction of the "Kanonenvogel"