Designed to meet the 1934 Air Ministry Specification P.4/34 for a light bomber, the Hawker Henley first flew on 10 March 1937. By the time the Henley and the competing Fairey P.4/43 flew, the Air Ministry had dropped its requirement for a light bomber. This decision appears to have been based on the potential for propeller overspeed when dive bombing. Although this could be alleviated with constant speed propellers, they were not then available in the required quantities. When they did become available in 1940, they were need for Hurricane fighters.
Based on the Hurricane, the Henley was capable of carrying 550lb of bombs within the fuselage and had provision for another 200lb of bombs to be carried on underwing racks. An order for 350 Henleys was placed before the decission to cancel the project was made. This was reduced to 200 Henley target tugs, which was fulfilled by Gloster as Hawker was committed to Hurricane production.
The Henley was disappointing as a target tug. Capable of 300 mph, it was forced to fly at 220 mph for its new role. The addition of the high drag target drogue placed great strain on the engine, with high revs and slow speed resulting in insufficient cooling. This resulted in an unacceptable rate of engine failures.
Henleys were accordingly passed onto anti-aircraft co-operation units, where the drogue was even larger. This resulted in even poorer performance. As a result in mid-1942, the Henley was withdrawn, in favour of modified Boulton Paul Defiants, and purpose-built Miles Martinet aircraft.
The Hawker Henley was also used as an engine testbed, the original prototype (K5115) being fitted with a Rolls-Royce Vulture, 24-cylinder engine in 1939. This engine proved troublesome however, and another example (L3302) was also similarly converted during the following year.
Additionally in 1940, a Hawker Henley (L3414) was fitted with a Rolls-Royce Griffon engine and was used for much of the engine trials work carried out for its further use in the Fairey Firefly.
Hawker Henley Prototypes
Hawker Henley Mk.I K5115 First PrototypeHawker Henley Mk.I K5115Hawker Henley Mk.I K5115Hawker Henley Mk.I K5115 First PrototypeHawker Henley Mk.II K7554 after conversion as the first TT Mark III prototype
Hawker Henley TT Mk.III
Hawker Henley Mk.III Line drawingHawker Henley TT Mk.III L3261Hawker Henley TT Mk.III L3261Hawker Henley TT Mk.III L3243. The first production HenleyHawker Henley TT Mk.III L3261 showing the bomb bay which could accommodate two 250 Ib bombsHawker Henley TT Mk.IIIHawker Henley TT Mk.IIIHawker Henley TT Mk.III L3243 the first production Mk.IIIHawker Henley TT Mk.III L3251Hawker Henley TT Mk.III L3259Hawker Henley TT Mk.III L3276 at the Aeroplane and Armament Experimental Establishment, Boscombe Down, Wiltshire, March 1942Hawker Henley TT Mk.III L3276 was powered by a Merlin V and underwent trials at A&AEE between February and March 1942Hawker Henley TT Mk.III L3286Hawker Henley TT Mk.III L3276 with bombs mounted externally outboard of the undercarriageHawker Henley TT Mk.III L3288 of No. 1 Anti-Aircraft Cooperation UnitHawker Henley TT Mk.III L3353 No. 1 Anti-Aircraft Co-operation Unit, parked a few feet from a bomb crater at Bircham NewtonHawker Henley TT Mk.III L3433Hawker Henley TT Mk.IIIHawker Henley TT Mk.III behind airfield machine gunHawker Henley TT Mk.III towing a target over an anti-aircraft gun positionHawker Henley propeller-driven winch to haul in a target tug’s drogue cable
Hawker Henley Evaluation and Test-Beds
Hawker Henley with Rolls-Royce Griffon engineHawker Henley with Rolls-Royce Vulture engineHawker Henley Mk.I K5115 First Prototype fitted with the 1,760 h.p. Rolls-Royce Vulture engineHawker Henley TT Mk.III L3276 with bombs mounted externally outboard of the undercarriageHawker Henley Mk.I prototype was tested with underwing bombsHawker Henley TT Mk.III L3276 was powered by a Merlin V and underwent trials at A&AEE between February and March 1942
Crashed Hawker Henley Target Tugs
Hawker Henley TT Mk.III L3245 crashed on beachHawker Henley TT Mk.III L3245 crashed on beach
Designed as both a bomber for the Luftwaffe and transport for Luft Hansa, the Junkers Ju 86 first flew on 4 November 1934. Four Ju 86D bombers were sent to Spain during the Civil War, where it was found that the diesel engines could not withstand rough treatment during combat. Although production switched to the E version with radial engines, it was inferior to the Heinkel He 111 and production was cut back.
By the start of the Second World War, the Ju 86 had been relegated to training units, apart from III./KG 1 “Hindenburg” which used them in Poland. During the attempt to supply surrounded German troops at Stalingrad in 1942, many Ju 86 were reallocated to transport units.
In 1940, the Luftwaffe had 40 early model Ju 86s converted to Ju 86P-1 high-altitude bombers and Ju 86P-2 photo-reconnaissance aircraft. During early 1941 the reconnaissance version flew sorties over Britain, but these stopped when Hitler invaded Russia (Operation Barbarossa). By mid-1942 the pressurized bomber version was available, and flew about a dozen nuisance raids over southern England. After the RAF mounted a special interception squadron using modified Spitfire Mk IXs, and one bomber attempting a raid on Portsmouth was intercepted on 12 September 1942, no further flights over England were attempted.
In August 1942, a modified Supermarine Spitfire Mark V shot one down over Egypt at an altitude of some 14,500 m (49,000 ft); when two more were lost, Ju 86Ps were withdrawn from service in 1943.
Military version were exported to several countries. Spain operated several ex-Legion Condor bombers.
The Royal Hungarian Air Force received the first of 63 Junkers Ju 86K-2 bombers in early 1938. These were used to bomb Slovakian airfields and defensive positions during the Slovak–Hungarian War in March 1939. From June 1941, the Ju 86s began to be replaced by Italian Caproni Ca.135 bombers. Both of these types were used during Hungary’s support of the German led invasion of the Soviet Union. Heavy losses led to the withdrawal of the Ju 86 bombers from frontline service during 1942.
Junkers Ju 86 Z Werknummer 086 0952 was built in1937 in Dessau, Germany and registered as D-AGEY. During March 1937, over a three-week period, it was piloted by Hans Kommoll on a ferry flight from Germany to Australia. Just before landing, an engine failed resulting in it swinging off the runway. It took about five weeks before a replacement engine arrived from Germany by sea.
On May 14, 1937 it was registered in Australia as VH-UYA and named “Lawrence Hargrave” for the British-born Australian engineer, explorer, astronomer, inventor and aeronautical pioneer. This aircraft was acquired by Sydney wool broker, H. Beinssen in exchange for £23,000 worth of Australian wool being shipped to Germany.
Placed on charter to Airlines of Australia Ltd. it was hoped that the diesel engines would prove more economical to operate than other aircraft. However, engine reliability problems resulted in the operator cancelling the lease. The aircraft was shipped back Germany in August where it became D-AREY.
The Republic of Austria ordered 12 Junkers Ju 86 bombers, although only three were actually delivered (in December 1937) before the Anschluss (the integration of Austria into Germany). At this time the three that had been delivered were back in Germany to have defects repaired.
The Chilean Air Force (Fuerza Aérea de Chile) operated 12 Junkers Ju 86 K-6 medium bombers powered by Pratt and Whitley Hornet engines. LAN also ordered three Ju 86Z airliners powered by Jumo 205 diesel engines, one of which was later transferred to the Air Force. Many of the Chilean Ju 86s were lost when the undercarriage failed due to rough and rocky airfields.
Designed as both a bomber for the Luftwaffe and transport for Luft Hansa, the Junkers Ju 86 first flew on 4 November 1934. Four Ju 86D bombers were sent to Spain during the Civil War, where it was found that the diesel engines could not withstand rough treatment during combat. Although production switched to the E version with radial engines, it was inferior to the Heinkel He 111 and production was cut back.
By the start of the Second World War, the Ju 86 had been relegated to training units, apart from III./KG 1 “Hindenburg” which used them in Poland. During the attempt to supply surrounded German troops at Stalingrad in 1942, many Ju 86 were reallocated to transport units.
In 1940, the Luftwaffe had 40 early model Ju 86s converted to Ju 86P-1 high-altitude bombers and Ju 86P-2 photo-reconnaissance aircraft. During early 1941 the reconnaissance version flew sorties over Britain, but these stopped when Hitler invaded Russia (Operation Barbarossa). By mid-1942 the pressurized bomber version was available, and flew about a dozen nuisance raids over southern England. After the RAF mounted a special interception squadron using modified Spitfire Mk IXs, and one bomber attempting a raid on Portsmouth was intercepted on 12 September 1942, no further flights over England were attempted.
In August 1942, a modified Supermarine Spitfire Mark V shot one down over Egypt at an altitude of some 14,500 m (49,000 ft); when two more were lost, Ju 86Ps were withdrawn from service in 1943.
The Royal Hungarian Air Force received the first of 63 Junkers Ju 86K-2 bombers in early 1938. These were used to bomb Slovakian airfields and defensive positions during the Slovak–Hungarian War in March 1939. From June 1941, the Ju 86s began to be replaced by Italian Caproni Ca.135 bombers. Both of these types were used during Hungary’s support of the German led invasion of the Soviet Union. Heavy losses led to the withdrawal of the Ju 86 bombers from frontline service during 1942.
South African Airways ordered 17 Junkers Ju 86 airliners with the first arriving at the end of 1936. The first five aircraft were powered by Rolls Royce Kestrel engines and designated Ju 86Z-3. The airline raised concerns that these engines were unsuitable and the remaining aircraft used the Pratt and Whitney Hornet radial engines and were designated as Ju 86Z-7.
The South African Air Force also took delivery of a sole Junkers Ju 86K-1.
When war broke out, the planes were militarised and armed as bombers with defensive guns and external bomb racks. These aircraft were initially used for coastal patrols along with the sole Ju 86K-1, playing an important role in the interception of the German blockade runner SS Watussi in December 1939. In May 1940, they were used to re-equip No. 12 Squadron SAAF, which was deployed in the East African Campaign from June 1940. It flew its first bombing missions on 14 June 1940. As more modern aircraft became available, the South African Ju 86s were passed from squadron to squadron, seeing their last use with No. 22 Squadron SAAF, which used it along with the Avro Anson in the coastal reconnaissance role, finally retiring its Ju 86s in September 1942.
The German manned Condor Legion trialed four Junkers Ju 86D-1 bombers in Spain from February 1937. After flying several missions, one was shot down by Republican fighters. A replacement for the lost bomber was sent from Germany. However, two of the Ju 86s were lost in landing accidents resulting in the last two being sold to the Spain Nationalists. These were operated until at least the end of the Spanish Civil War.
Sweden ordered 40 Junkers Ju 86 bombers which were delivered from 1936 to 1938. They were designated Ju 86K by Junkers and operated as the B3 by the Swedish Air Force (Flygvapnet). SAAB obtained a licence to produce an additional 40 aircraft, of which 16 would be from parts supplied by Junkers. However, only 16 were built before it was decided to terminate production to speed up production of the B5 (Northrop 8A).
During their service the JU 86Ks received engine upgrades to improve performance. They finished their service operating as transports with the last one being retired in 1957.
One Ju 86Z-7 was delivered to AB Aerotransport (ABA) for use as a mail carrier. It was later transferred to the Air Force where it was designated Tp9.
Swissair received a Junkers Ju 86B-0 in 1936. Registered HB-IXI, it crashed near Frankfurt at the end of 1937. A replacement Ju 86B-1 was delivered and registered HB-IXE. In early 1939 it was re-engined with BMW 132 Dc radials (making it equivalent to a Ju 86Z-2) and re-registered as HB-IXA. This aircraft was lost in a crash near Constance on 19 July 1939.
Sweden ordered 40 Junkers Ju 86 bombers which were delivered from 1936 to 1938. They were designated Ju 86K by Junkers and operated as the B3 by the Swedish Air Force (Flygvapnet). SAAB obtained a licence to produce an additional 40 aircraft, of which 16 would be from parts supplied by Junkers. However, only 16 were built before it was decided to terminate production to speed up production of the B5 (Northrop 8A).
During their service the JU 86Ks received engine upgrades to improve performance. They finished their service operating as transports with the last one being retired in 1957.
One Ju 86Z-7 was delivered to AB Aerotransport (ABA) for use as a mail carrier. It was later transferred to the Air Force where it was designated Tp9.
