J 3« FLIGHT FEBRUARY 12TH, 1942

THE JUNKERS JU 88 A-6

'-*•*,
Performance Trials With and Without External Bombs : 33 m.p.h.
Lost at 16,000ft : Gross Weight Not the Same in all Tests

F O L L O W I N G upon the publication in our issue of last

week of the article on the latest Messerschmitt r the
Me 109F, we. are able to present to our readers the
if suits of performance trials which have been carried out in
rear gunner is made by means of a gondola under the star-
board side of the cockpit.
T h e aircraft can be used as a dive-bomber, being fitted
with dive brakes just outboard of the nacelles. When
this country with the latest J u n k e r s J u 88, the A-6. We are retracted, these do not recess into t h e wing, b u t on the
indebted to the Minister of Aircraft Production, L t . Col J u 88 tested are of slightly cleaner design t h a n those on
J T. C, Moore-Brabazon, for placing a t our disposal the early J u 88s "
material upon which the following article is based. T h e four external b o m b racks fitted to t h e wing between
T h e original J u 88 will be familiar to readers of Flight t h e nacelles and t h e fuselage are well faired.
trom the illustrated descriptions which appeared in our T h e s t a n d a r d petrol capacity is 638 gallons; there are
issues of October 3rd, 1940, and December 5th, 1940; but four wing t a n k s , each of 92 gallons capacity, a n d a fuselage
in order to assist in appraising the results of t h e perform- t a n k capacity of 270 gallons. Occasionally a jettisonable
ance trials it m a y be helpful it a brief reference is m a d e t a n k , capacity 150 gallons, is carried in the aft b o m b bay.
to t h e original J u 88, and to the essential differences W i t h the wing t a n k s full a n d four 250 kg. bombs carried
between it and the newer version with which the perform externally, t h e weight is 24,350 lb., corresponding to a .
ance trials were made. wing loading of 41.8 l b . / s q . ft.
T h e J u 88 is a low-wing, t win-engined monoplane ol all- T h e weight during these tests was kept low, and the
metal construction. T h e liquid-cooled, in-line ] u m o 211 aircraft was flown with t h e fuselage t a n k e m p t y . The
engines are enclosed in m a x i m u m overload weight
cylindrical cowlings which of the aircraft is about
also carry the coolant and 28,500 lb. ; a't this weight
oil radiators and the air in some form of assistance is
takes. Cooling is controlled used for take-off (flywheel
by gills of the type used on winch or rockets).
radial engines. T h e gills Main differences between
may be set in six positions, the original J u 88 A-i afep
and are operated elec- the 88 A-6 are an increase
trically ; the gills on the in wing span, and conse-
port and starboard engines quently wing area ; metal-
can be operated inde- covered ailerons of slightly
pendently. larger span, provision for
T h e engines are fitted a t t a c h m e n t of balloon cable
with two-speed super- lender, fitting of a new
chargers. By setting the type of dive-bomb sight;
gear control lever to the and installation ol new
" A u t o m a t i c " position, the radio equipment.
gear is automatically T h e wing span of the
IUNKERS JU 88 A-5 GENERAL ARRANGEMENT
changed at about 8,500ft. 65ft. 7ln Wing Area 583 sq. ft. J u 88 A-6 has been in
i pan...
by means of an altitude Height Wing Loading .-4l.8lb./«|.ft. creased by extending the
capsule. T h e three-bladed Length Power Loading . lO.MIb./h.p leading a n d trailing edges,
airscrews are of the V.D.M so t h a t the rounded wing
variable-pitch type, the tip is of narrower chord
pitch being changed by than was the original. The
means of an electric motor span has been increased by
under t h e pilot's control a b o u t 61t., from 59.8ft. to
T h e undercarriage legs 65.6ft., which has increased
and wheels retract back- the wing area to 583 sq ; ft
wards into the engine Protection against i&
nacelles, and are completely formation is in the* form ol
enclosed when retracted. hot-air pipes in the leading
Provision for a lower edge of the main planes
 FEBRUARY 12TH, 1942 FLIGHT 139

(fht leading edge of the tailplane has a full-span pulsating

rubber overshoe type of de-icer.) One of the hot-air pipes
in the cabin h a s been extended to form a demisting spray
for the pilot's windscreen.
Attachment points for t h e balloon cable fender are pro-
vided on the wings a n d on the nose of t h e fuselage. Those
on the wings are farther o u t b o a r d t h a n the corresponding
points on the Heinkel H e 111. On t h e fuselage t h e r e are
four a t t a c h m e n t points on t h e front fuselage ring, pre-
sumably to t a k e t h e four legs of a p y r a m i d projecting
forward from t h e nose.
New B o m b Installation
The bomb-release gear installation is appreciably dif-
ferent from t h a t of t h e earlier t y p e , probably because t h e
forward b o m b bay is no longer used as such, being invari-
ably occupied b y a fuel t a n k . Two b o m b carriers, as
normally fitted t o t h e J u 88, are provided under each wing.
This type of carrier is suitable for bombs u p to 1,000 kg.,
for large containers of incendiary bombs (435 kg. and
900 kg.), or for extra petrol t a n k s . Ten normal b o m b
,^rf^?s are fitted in t h e middle fuselage c o m p a r t m e n t ,
each capable of t a k i n g a 50 kg. b o m b , a flare, or a n in-
cendiary b o m b container.
Armament consists, as in t h e earlier t y p e , of four of t h e
usual M.G.15 t y p e , 7.92 m m . machine guns. A m m u n i t i o n
is contained in 29 of t h e usual magazines, which hold 75
jounds each. One gun is m o u n t e d in t h e windscreen, a n d
can be used either as a free or as a fixed g u n . I t is worked
either by t h e pilot or b y . t h e b o m b aimer. One gun is
mounted in t h e rear end of the b o t t o m gondola. I t fire:*
aft and downwards. T h e position of this gun is normal,
but the mounting is new. T h e usual swing-ring m o u n t i n g
is replaced b y a well-armoured sliding m o u n t i n g . This
consists of two curved armour-plate shields, 8.5 m m . t l r c k ,
one on each side of t h e g u n . These shields carry t h e gun
and are arranged t o slide to port or starboard on curved
rails To move t h e guns a n d shields in a z i m u t h a handle
is provided, fitted with a spring-actuated plunger which
must be pressed down to unlock the mounting a n d held In the diving attitude, with air brakes down, the Ju 88 reaches
down during t h e m o v e m e n t of t h e gun a n d shields. a speed of some 340 m.p.h. It is used for "precision " as
Secondary m o v e m e n t of t h e gun in a z i m u t h a n d in e'.eva- well as dive bombing. In the A.6 the brakes, when folded,
lie more nearly flat against the surface than in the earlier model.
tion during firing is catered for b y t h e s t a n d a r d t y p e of
attachment of the guns to the shields. T h e floor of t h e T h e mid-gunner is protected by strips 4 m m . thick fitted
mounting is of 7 m m . thick a r m o u r plate. The side walls along t h e floor of t h e gondola under the fuselage.
are Perspex t y p e panels. T h e field of view from t h e mid- A dive-bomb sight, t y p e B . Z . A . i (also known as t h e
under position is very poor, due to t h e a r m a m e n t shields. I . V . R . i a n d I . K . R . i ) , is fitted. T h e actual sight is
Moreover, t h e m o u n t i n g requires considerable physical m o u n t e d from t h e roof of t h e pilot's cockpit. W h e n n o t
effort to manoeuvre it. in use it is stowed in the t o p left-hand corner so a s not t o
Two guns are m o u n t e d in the mid-upper position in interfere with t h e field of view. T h e computer is m o u n t e d
swii^g-ring mountings. T h e swing rings are located in t h e in t h e rear fuselage c o m p a r t m e n t .
"•f? of the cockpit cover, project a p p r o x i m a t e l y 3 m . , a n d Performance tests have been done on t h e Ju 88 T y p e
• .ice slightly t o t h e sides. T h e glass vision
panel within t h e rings is modified into a
kidney shape, occupying practically t h e
whole of the ring except t h e p a r t in which
the gun is actually m o u n t e d . Visibility
through the panel is poor.
Armour Protection
Armour-plate protection is afforded, in
addition to t h a t mentioned above, b y a
back plate, side pieces, head protection,
and slats under the seat, for the pilot
the wireless operator is protected by
7 mm. armour plate between the swing
r n
' gs and b y 5 m m . plate surrounding
them. A folding flap of a r m o u r p l a t e pro-
tects the gunner's chest, and is hinged to
g've access to the wireless panel (8.5 m m .
an
Q 4 mm.). Protection from below is
provided by 4 m m . plate under the seat
• • -

A close-up view of the front of the Ju 88

showing the four 250-kg. bombs carried on
external streamline racks. The blister
houses a gun position fring aft.
 140 FLIGHT FEBRUARY I2TH, 1942

THE JUNKERS JU 88 A-6

A-6 (2 J u m o 211G engines). ^The ralient results emerging m . p . h . t o 220 m . p . h . I . A . S . , t h e m e a n value being
from these tests are given in the accompanying t a b l e s : — - f m.p.h.
FULL THROTTLE LEVEL SPEEDS Engine r.p.m. 2,400) ; T h e electrically heated pitot static h e a d e x t e n d s forward
Engine Cowling Gills closed from the leading
edge of t h e port cttt
Loading Condition w i n g . The dis-
Esternal Four 250 kg. Weight Height
Speeds Super-
charger tance of t h e head
2|
BOmb Petrol 16. m.p.h. gear <rS
•MM ft. from t h e leading 160 ISO 200 220 240
Racks (external
Off Off Inner wing tanks
edge is 4.22ft. ;
t h e local wing
°i U S M.PH

half full 19,870 16,000 281 High I-a:

On Off Wing tanks full... 22,200 10.0(H) 270 High chord is 8.9ft.. OO
a.
On On Wing tanks full 24,350 10,000 248 High a n d the local wing
Off Off inner wing tanks
half full 19,870 5,000 261 Low thickness about
12 per cent.
T h e full-throttle BOO
CLIMB3
level speeds ob-
Loading Condition tained under Si
Service various conditions CD
****
Ex- Four Flying Rate of ceiling Q
terna] 250 kg. Petrol Weight Height speed climb (100 ft. Engines are shown plotted
bom!) bombs lb. tt T.A.S. ft/ /min.) against height in 1
racks (ex- m.p.h. mm. ft 400
ternal) Fig. 2A. The 20 24 32 36 AC
BOOST INS Hg ABS
correspond-
Off Off Wing 21,838 6,000 130 1,370 — " Combat "
ing boost pres-
tanks 1.15 Ata,
fuH. 2,300 r.p.m. sures are given in Fig. 1A (top) : Position error correction
On Off Wing •1-J..-2.W 16.000 1*1 1,100 26,000 Full throttle curve. Fig. iB (bottom) : Variation of
tanks 2,300 r.p.m. Fig. 3 A. The B.H.P. with boost pressure at constant
full. engine cowling
On Off Wing 22,200 10 00(1 130 ' 1.190* •2I..700* Full throttle speed of 2,300 r.p.m. from -f- 3 lb. per
tanks 2,400 r.p.m. gills were in t h e sq. in. boost, ground level intake, for
full. c l o s e d position Jumo 211 D engines. Fuel, 92 octane,
On On Wing 24,350 1(1 000 140 700' 21,000* Full throttle
tanks 2,400 r.p.m. throughout. supercharger in low gear. The curve
full.
Speeds w e re can be applied to Jumo 211 E engines.
* Estimated values.
corrected on t h e ,
density basis above the supercharged height a n d on the
TAKE-OFF DISTANCE (mean of two take-off runs), Corrected to
Zero Wind and Standard Atmospheric Conditions. pressure basis below t h e supercharged height. Boost was
corrected on the half-and-half basis above t h e super-
Distance start Distance start charged height a n d on a pressure basis below these heights.
Loading io take-off to 50ft.
Meani Yards
T h e full-throttle height with the superchargers in high
(Mean) Yards
gear is 16,oooft t h e estimated full-throttle height with the
Four 250 kg. bombs superchargers in low gear is 7,500ft.
carried externally.
Wing tanks full. W i t h t h e external b o m b racks off and t h e inner wing
Weight 24,350lb. ... 60.1 1 028 t a n k s half full (total weight, 19,870 lb.), t h e full-throttle
m a x i m u m level speed is 281 m . p . h . T . A . S . a t 16,000ft.
T h e p r o g r a m m e of tests covered the following p o i n t s : — with t h e superchargers in high gear, 2,400 engine r.p.m,,
(i) Determination of the position error curve.
(2) Measurement of full-throttle level speeds (a) with the 25,000
external bomb racks off; \b) with the external bomb S. 2
racks on but with no bombs; (c) with four 250 kg. 5-V
bombs carried externally. Speed measurements were 20,000 FULL T H R O T T L I U ^
also made at the " c o m b a t " rating (boost pressure 1.15 2 4 0 0 ENGINE - 5 W
ata, 2,300 engine r.p.m., rich mixture).
(3) Partial climbs at 6,000ft. at " combat " rating with the
external bomb racks off (superchargers in low gear). 15.000 -
V 1 1;
RPM [ESTIMATED]

(4) Determination or the ceiling by a climb from 16,000ft.

at full throttle and 2,300 engine r.p.m. (superchargers
10000
in high gear).
(5) Measurement of take-off run with the external bombs or
carried and the wing petrol tanks full. UJ
T
5.000
. ' N u r s i n g the Engines
In order to conserve t h e engines, full t h r o t t l e (1.35 a t a
boost pressure, 2,400 engine r . p . m . , rich mixture) was used 240 260 280
as little as possible. Full-throttle running is only allowed TRUE AIRSPEED M P H
for three minutes, a n d , when t h e cowling gills are closed,
invariably results in overheating of t h e engines. Again,
t o avoid overheating, above t h e full-throttle height with Fig. 2A : Full-throttle level
t h e superchargers in high gear, full t h r o t t l e a n d 2,300 speeds (engine cooling gills
closed, and boosts as in Fig.
engine r . p . m . (not 2,400 r.p.m.) were used. E x c e p t for a 3A). The curves represent:
few points, the measurements a t low heights were m a d e a t (1), no external bomb racks ;
t h e " c o m b a t " rating (1.15 a t a boost pressure, 2,300 weight 19,870 lb. ; engine
engine r . p . m . , rich mixture). T h e cruising conditions are r.p.m. 2,400. (2), no externa)
1.10 a t a boost pressure, a n d 2,100 engine r . p . m . , weak bomb racks, weight 19,870
mixture. l b . ; engine r.p.m. 2,300. (3),
T h e aircraft was timed a t various speeds over a 7J miles external racks, no bombs ;
weight 22,200 lb. ; engine
speed course in order to establish t h e position error curve. r.p.m. 2,300. (4), external
T h e points are plotted in Fig. i A . These indicate t h a t t h e bombs j weight 24,350 l b . ;
position error is independent of speed over t h e range 160 engine r.p.m. 2,400.
COMBAT RATING .
[BOOST 113 ATA ' N i
ENGINE B.BM. -2.300 " ,
5.000 • SPEED 130 M.PH EAS]
O 500 1000 1.500
RATE OF CLIMB FT/MIN.
Fig. 2B : Rates of climb and
ceiling. (Boosts in Fig. 3^-)
These curves were obtained
at a weight of 22,200 lb. with
bomb racks on but no bombs.
With cooling gills two-thirds
open the speed was 130 m.prr?
at 16,ooo and 18,oooft. and
125 m.p.h. at 20,000 and
22,000ft. With cooling gi»s
one-third open the speed was
120 m.p.h. at 24,000ft.
 r

FEBRUARY 12TH, 1 9 4 2 FLIGHT 141

v

THE JUNKERS JU 88 A - 6

and rich m i x t u r e . This speed is m a i n t a i n e d u p t o about «.°oo

17,500ft.
At 5,000ft. with t h e superchargers in low gear t h e full-
throttle level speed under t h e same condition is 261 m . p . h .
V
Comparative speeds with t h e external b o m b racks a n d \
bombs fitted were only obtained aboye t h e full-throttle 15.000 \
height with the superchargers in high gear.
fc.
Fitting the external b o m b racks (no bombs) a n d increas-
fO.OOO
ing the weight t o 22,200 lb. b y filling all t h e wing t a n k s
decreases t h e full-throttle level speed b y 5 m . p . h . , giving X
(J
a maximum level speed a t 16,oooft. of 276 m . p . h . T . A . S . X
vooo
With four German 250 kg. b o m b s carried externally a n d
the wing t a n k s full, t h e weight was increased t o 24,350 lb. • : • •

In this condition the m a x i m u m level speed a t full t h r o t t l e 240 260 - 2SO 300 I.OOO 15OO 2.O0O
at 16,oooft. is decreased a further 28 m . p . h . t o 248 m . p . h . TRUE AIRSPEED MPh RATf OF CLIMB F^MI*
A number of level-speed m e a s u r e m e n t s were m a d e a t the
r a r ^ a t " rating (1.15 a t a boost pressure, 2,300 r . p . m . ) . Fig. 5A : Level speeds at 1.15 Fig. 5B : Estimated rates of
x
\ncn mixture is again used a t this rating. T h e results ata boost pressure ; engine climb with external bombs
are given in F i g . 5A. r.p.m. 2,300 (combat rating;. (four 250 kg.) ; full throttle ;
External bomb racks off ; engine r.p.m. 2,400 ; super-
weight 19,870 lb. chargers in high gear
•^SUPERCH ARCERS
VJJN HIGH GEAR
50000 F U L L
THBOTTLE.X
TL V S Lk F U L L THROTTLE the strength of t h e partial-climb results, t h e climb was
' -*J 240C20OO ENGINE RPM
2UUUU 3 3 O O E N G I N E RPM ULL THROTTLE
2 A O O ENGINE
FULL THROTTU VS5TIMATED1
2.SO0 ENGINE RP
done a t 130 m . p . h . I . A . S . u p t o 20,000ft., a t 125 m . p . h .
RPM

^ ! from 20,000ft. t o 23.000ft., a n d thereafter a t 120 m.p.h.

To avoid overheating of the engines, the cowling gills were
FULL THROTTLE ,
-f *> set two-thirds open u p t o 23,000ft. a n d t h e n one-third open.
2400 ENGINE RPM
ESTIMATED FULL SUPERCHARGER^ T h e service ceiling (100ft./min.) a t this loading, a t full
THROTTLE 2 4 0 0 U IN LOW GEAR V I
•RPM SUPERCHARGED (CLIMBING S P E E t f ^ t h r o t t l e , 2,300 engine r . p . m . , a n d rich mixture, is 26,000ft.
IN LOW GEAR ,1
(LEVEL SPEEDS)-f- A t 2,400 r . p . m . it can be estimated, from engine power con-
COMBAT RATING |
2300 ENGINE HPM COMBAT A siderations, t h a t t h e service ceiling would be increased t o
5.000
RATING^! 26,700ft.
I '2.3OO ENGINE RPM
F r o m t h e speed m e a s u r e m e n t s a n idea can be obtained
i of t h e b o m b drag, a n d it is estimated t h a t t h e effect of
1
OS IO fitting the four external 250 kg. b o m b s , t h e r e b y increas-
BOOST PRESSURF
BOOST PRESSURE ATA ing the weight t o 24,350 lb. and increasing t h e drag, would
be to reduce the service ceiling to 21,000ft. (Fig. 5B).
Fig. 3A: Boost at level Fig. 3B : Boost at climbing Take-offs were done with four 250 kg. bombs carried
speeds. (Level speeds in speeds. (Rate of climb and externally„and t h e wing t a n k s full (weight, 24,350 lb.").
Fig. 2A). speeds in Fig. 2B). T h e photographic a n d t h e plane table methods of measur-
Estimates of ""the speed a t other t h r o t t l e settings can b s ing t h e take-off run were used. Two take-off r u n s were
made, using t h e curve of variation of power with boost done, a n d t h e results obtained are given in t h e following
given in Fig. i B . This curve was obtained from bench table. T h e measured distances and t h e distances corrected
tests on J u m o 21 i D engines. T h e same variation is con- to zero wind a n d t o s t a n d a r d atmospheric conditions are
sidered to apply to the J u m o 21 i G engines. given. T h e wind speed was 2.8ft. / s e c . c:i R u n "i, a n d
3.3ft./sec. on R u n 2. T h e ground t e m p e r a t u r e w a s
v- Partial Climb Tests 20 deg. C , and altimeter reading on the ground was 550ft.
^ffvith the external bomb racks off a n d t h e wing petrel
tanks full (total weight, 21,800 lb.), p a r t i a l climbs were Distance Start t o Take-off Distance Start to 50ft.
done at " c o m b a t " rating, superchargers i n low gear a t Yards Yards Correc'ed
Truo
6,000ft. T h e Uncorrec ed CorrecieJ Camera 8pc»d at
woo
„ m a x i m u m rate of T.O.

1200 X c l i m b w a s
1,370ft./min. a t
130 m . p . h . I.A.S Run 1
Plane
Table

080
Camera

G46
Plane
Table

040
Camera

000
Un-
corrected
954
Corrected

885
m.p.h

9B.5

71000 \ (see Fig. 4). T h e Run 2 gas 7015 78"> 740 1.230 1,170 110.0
engine cowling

e
5
800,
k •
gills were set one-
t h i r d open ( t o
avoid overheat-
T h e difference in the take-oft distances can be a tributed
to piloting technique.
A flowmeter is a s t a n d a r d fitting on t h e J u 88 A-6, a n d
ing of t h e en-
0 600
gines). some readings were t a k e n . These are of some interest, a n d

JMOo
\^-r—
With the exter-
nal b o m b racks
a r e presented here ; too m u c h i m p o r t a n c e m u s t n o t , how-
ever, b e a t t a c h e d t o t h e m , a s no calibrations were m a d e .
T h e following table gives the indicated consumption r a t e :
aoc

\
and~V
on (no bombs)
t h e wing
petrol t a n k s full Boost Engine
Mixture
letro
Consumption
Petrol Consumption
irom Gorman
(total weight Pressure r.p.m. (Each Engine: Handbook
do u 0 If )0 IE 10 2C 0" re 0 z~ 0 22,200lb.), a ceil- Gals Hour (Each Engine)
I EAS MPH Gals. Hour
ing climb w a s
Ata 1.10 cruising ... 2,100 Weak Si 57
% • 4 : Partial climbs of Ju 88 A-6 at d o n e from
o.oooft. No external bomb r a c k s ; 15,000ft. a t full Ata 1.15 (Combat)... 2,300 Rich 65 60

1,800 lb.; boost pressure 1.15 a t a ; throttle a n d 2,300 Ata 1.35, full throttle 2,400 Rich 78
en
gme r.p. m . 2,300 (combat rating). engine r . p . m . O n