The roots of the Junkers Ju-87 Stuka, one of the deadliest and most effective aircraft used by the Axis powers, can be traced back to a daring World War I ace and, ironically, to innovative American aviation pioneers during the peaceful early 1930s.
Ernst Udet, born in Frankfurt, gained recognition as a pilot during World War I, earning praise for downing 62 planes and holding the second-highest tally behind the renowned “Red Baron,” Manfred von Richthofen. Despite the challenges of the conflicts from 1914 to 1918, Udet survived. After the war, he transitioned into a career as a stunt pilot, captivating audiences with his aerial performances across various locations, including Africa, Greenland, the Swiss Alps, and South America. It was during a trip to the United States in 1931 that he witnessed the development of dive-bombing techniques by the U.S. Navy.
Upon his return to Germany, Ernst Udet, characterized as a jovial and humorous individual with a penchant for women and alcohol, had garnered numerous friendships in both America and England. This occurred around the period when Adolf Hitler and the National Socialists ascended to power. Hermann Göring, the aviation minister of the new regime, encouraged Udet, who then showcased dive-bombing techniques. While the U.S. Navy adopted the dive-bombing concept, and the Royal Air Force disregarded it, specific German leaders displayed interest.
Udet was approached with offers to assist in reshaping the German air service. While he was not eager to join the Luftwaffe, he provided forward-thinking technical recommendations. One such suggestion was the development of a dive bomber. Hitler sought a “long-range artillery” aircraft to complement the German Army for his envisioned blitzkrieg strategy, prompting immediate design efforts. In April 1935, the Junkers aircraft company constructed and conducted flight tests on a single-engine prototype, giving rise to the Ju-87 Stuka. The aircraft’s name was derived from the German term for dive bomber, “sturzkampfflugzeug.”
Following its competitors, including the Arado 81, the Heinkel 118, and the Blohm & Voss Ha-137, the Stuka featured inverted gull-shaped wings, an in-line water-cooled engine producing 1,100 horsepower, and a substantial, fixed undercarriage equipped with wheel spats. Operated by a pilot and a radioman-gunner, it boasted a wingspan of 45.2 feet, achieved a top speed of 232 miles per hour, was armed with three 7.9mm machine guns, and had the capacity to carry 1,100 pounds of bombs beneath its wings and fuselage.
The aircraft had a menacing appearance, often compared to that of a predatory bird, particularly a flying vulture. Aviation historian William Green described it as “an evil-looking machine, with something of the predatory bird in its ugly contours—its radiator bath and fixed, spatted undercarriage resembling gaping jaws and extended talons.” Ironically, the early iterations of the Stuka were equipped with Pratt & Whitney Hornet and Rolls-Royce Kestrel engines.
In January 1936, Udet entered the Luftwaffe with the rank of brigadier, assuming the positions of inspector of fighter and dive-bomber pilots and later director of Reichsmarshal Göring’s technical department. He played a pivotal role in advancing the development of the Stuka, going so far as to incorporate air-driven sirens onto the undercarriage legs, intended to instill fear and panic during dives. These sirens, known as the “Trumpets of Jericho,” proved remarkably effective in combat. The Stuka clearly outpaced its competitors, with the first units of its type reaching flying squadrons by early 1937.
Udet’s dive bomber, characterized by its simplicity in maintenance and operation, proved highly effective when piloted by skilled aviators. In steep 80-degree dives, descending to altitudes as low as 2,300 feet, pilots could accurately deliver bombs within a radius of less than 30 yards. Even pilots of average skill could achieve a success rate of 25 percent in hitting their intended targets—an achievement surpassing that of conventional horizontal attack bombers.
The Luftwaffe’s Stuka squadrons faced their first combat trial when dispatched to Spain in late 1937 to assist General Francisco Franco’s Nationalist forces during the Spanish Civil War. Operating under Maj. Gen. Hugo Sperrle’s Condor Legion, which inflicted considerable damage on Spanish urban centers and settlements, the Junkers Ju-87s proved highly efficient, notwithstanding certain limitations, in engaging both ground targets and naval vessels. These aircraft participated in engagements across all fronts where German air units were deployed during the intense conflict, providing valuable training opportunities for the Luftwaffe.
Having demonstrated their effectiveness in Spain, the production of Stukas was accelerated. By mid-1939, production rates had increased to up to 60 enhanced “B” models per month. It was not long before these aircraft would be deployed into action.
The onset of World War II witnessed the inaugural combat mission of the Stukas, as 53 German panzer and infantry divisions, supported by a formidable fleet of 1,600 aircraft, surged into Poland on September 1, 1939. Three Ju-87B-1s, led by Lieutenant Bruno Dilley, launched an early morning assault on the Dirschau bridge over the Vistula River, just 11 minutes before the commencement of Nazi hostilities. Accompanying the advancing German ground forces, additional Stuka dive bombers wreaked havoc, decimating Polish tanks and aircraft, and targeting strategic infrastructure such as airfields, bridges, highways, and supply depots. The terror-inducing sirens of the Stukas instilled fear among Polish troops and civilians alike, contributing to the rapid capitulation of the Polish government on September 27. The Stukas garnered commendations for their effectiveness, aiding in hastening the German victory and solidifying their reputation as symbols of Nazi aggression.
In the subsequent period known as the “Phoney War” from 1939 to 1940, relative calm prevailed following the fall of Poland. However, the tranquility was shattered on May 10, 1940, when Nazi Germany initiated blitzkrieg warfare, launching a lightning-fast offensive into Holland, Belgium, and Luxembourg. Almost the entire fleet of 380 available Stukas was initially deployed against Holland and Belgium, providing close air support for airborne troops. Although not the most optimal use of the Ju-87s, they proved indispensable in providing heavy firepower for lightly armed paratroopers. Notably, some Stukas supported a spectacular operation in Belgium, where German glider-borne infantry seized the fortress of Eben Emael.
In France, the terrifying impact of the Stukas on both military personnel and civilians was evident, with French troops immobilized by fear as the dive bombers descended upon them. As German forces advanced westward, Stukas relentlessly targeted rear areas, flying multiple sorties daily when weather conditions allowed. By late May, as Allied troops retreated to Dunkirk for evacuation, Stukas inflicted significant damage to ships and harbor installations. Despite the successful evacuation of almost 340,000 British and French troops, the Stukas continued to pose a formidable threat during the Battle of Britain, engaging in aerial combat with RAF Hurricanes over the English Channel in July 1940.
The pace of aerial combat steadily increased, culminating in the Luftwaffe’s most intense convoy assault on August 8. At dawn, a handful of Stukas attempted to reach Convoy CW-9, consisting of 18 freighters and naval escorts bound for Weymouth, but were repelled by patrolling Spitfires and Hurricanes. However, by midday, the Luftwaffe launched a more substantial attack, with 57 Stukas swooping down on the convoy as it passed the Isle of Wight.
While Me-109 escorts engaged RAF fighters, the Stukas descended upon the slow-moving ships, inflicting damage and sinking two vessels. Later in the afternoon, an additional 82 Ju-87s descended upon the survivors to deliver the final blow. The convoy suffered near-total devastation, with only four ships reaching Weymouth unscathed. Nevertheless, the German forces paid a heavy price, losing 28 aircraft, including nine Stukas, while ten others sustained damage. The RAF, in turn, lost 19 fighters on that fateful day.
The most extensive Ju-87 attack during the Battle of Britain occurred on August 18, remembered as “The Hardest Day.” During a sunny afternoon, 109 Stukas from Geschwader 77 launched a bombing raid on radar stations and airfields in southeastern England. Protected by 50 Me-109s, the Stukas inflicted precise strikes on their targets, but were met with fierce resistance from scrambling Hurricanes of the RAF’s No. 43 and 601 Squadrons.
Lieutenant Frank Carey, leading the Hurricanes, recounted the difficulty of targeting the diving Stukas due to their rapid descent. However, the Hurricanes managed to down several enemy aircraft before ammunition shortages forced them to disengage. The day proved disastrous for the Ju-87s, with 16 shot down and seven returning with damage. This setback underscored the aircraft’s vulnerability to enemy fighters and antiaircraft defenses.
Between August 13-18, Spitfires and Hurricanes downed a total of 41 Stukas, prompting the Luftwaffe high command to reconsider their use in the Battle of Britain. With the looming threat of Operation Sealion, the dive-bomber force was deemed too valuable to risk further losses, leading to their withdrawal from the battle. However, the Ju-87s found renewed purpose in subsequent engagements, including vital roles in the Mediterranean, the Balkans, and Russia.
During the campaign in Crete in April-May 1941, Stukas inflicted heavy losses on Royal Navy vessels during the evacuation of British and Greek troops. In the Western Desert, Ju-87s provided close air support to General Erwin Rommel’s Afrika Korps, effectively targeting British strongholds with remarkable precision.
By 1941, the Stuka had fallen into a state of obsolescence. Vulnerable to Hurricane machine gun fire, it often disintegrated upon impact, and its climbing speed of 120 mph rendered it unsuitable for escort by faster fighters like the Me-109. RAF pilots enjoyed mocking “Stuka parties” as a form of leisurely amusement, while Stuka crews humorously acknowledged that their survival often depended on their British adversaries overshooting their slow-moving aircraft.
However, despite these limitations, the Ju-87s continued to fulfill their role as attackers of Allied land and sea targets and served as the vanguard of “flying artillery” wherever German forces launched offensives. When three powerful German army groups invaded the Soviet Union on June 22, 1941, eight Stuka groups comprising a total of 324 planes provided close support. They conducted bombing raids on Russian installations and towns as German panzer and infantry units advanced against minimal resistance.
Initially, the Stukas encountered little resistance from Soviet flak or fighters, as Hauptmann Schmidt of Geschwader 77 noted. However, as the Russians became more adept at countering diving tactics, the risks grew. Furthermore, the prospect of being captured behind enemy lines was daunting, as survival chances were slim.
As the war on the Eastern Front progressed, modified Stuka variants were hurriedly deployed. Among them were the Ju-87 “Dora” and the Ju-87G “Gustav.” Designed to address the urgent need for anti-tank aircraft, the Gustav was armed with a 550-pound high-explosive bomb and two 37mm high-velocity cannons under the wings, proving effective in penetrating the relatively thin armor of Red Army tanks. These Gustavs made their debut in the spring of 1943, just before Operation Citadel, the major German offensive near Kursk.
All available Stuka units, including approximately 360 Doras and a dozen Gustavs, were positioned to support the offensive. The Battle of Kursk, which commenced on July 5, 1943, marked the largest tank battle in history. With crews conducting up to six sorties a day, bomb-laden Doras targeted Soviet rear areas, while Gustavs attacked exposed enemy tanks. Despite formidable air support, German armored thrusts stalled in the face of Soviet defenses. With reserves depleted, Hitler ordered a defensive stance on July 23, and the German Army failed to achieve a decisive victory at Kursk, losing the strategic initiative.
On the Eastern Front, Oberst Hans-Ulrich Rudel emerged as the top combat ace of World War II. Despite losing a leg, he flew an astonishing 2,530 sorties, employing innovative ground attack techniques and single-handedly destroying hundreds of tanks, vehicles, and artillery positions. Rudel was the sole recipient of Germany’s highest decoration, the Gold Oak Leaves with Swords and Diamonds to the Knight’s Cross, and he defied orders to continue flying until the war’s end. Rudel was even rumored to be Hitler’s chosen successor.
In the autumn of 1943, the Luftwaffe began replacing the Ju-87 Doras with ground-attack Focke-Wulf 190Fs. Renowned as one of the best German fighters of the war, the FW-190 was equipped with four 20mm cannons and two machine guns, and it could carry up to 1,100 pounds of bombs, boasting double the speed of the Stuka.
Despite its declining role, Stuka squadrons remained active in various theaters, escorting convoys, conducting raids in the Mediterranean, and harassing British forces in North Africa. After Operation Torch, Stukas inflicted losses on inexperienced American troops, particularly during the debacle at Kasserine Pass.
The production of Ju-87s ceased in September 1944, but the aircraft continued to serve in various capacities. Some were repurposed as night raiders, glider tugs, and transports, while the Ju-87C variant was adapted for carrier operations on the Graf Zeppelin, although the carrier never entered service.
However, by April 1945, the Stuka’s prominence had waned, with only 125 Doras and Gustavs remaining in frontline units. Despite its decline, Stukas continued to operate alongside Axis air forces from Italy, Hungary, Romania, Bulgaria, and Croatia.
The Stuka, which had symbolized Nazi power and terror from Warsaw to Stalingrad, outlived its creator, Ernst Udet. Despite his crucial role in planning the Luftwaffe, Udet’s tenure was marred by personal struggles, including addiction and mental decline, culminating in his suicide on November 17, 1941.
