The Early
Years
( Rheydt ) |
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The Early Years
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Hugo Junkers was born on February 3rd, 1859 in a small town named Rheydt near Monchengladbach in Germany. He was
the third out of seven sons of Louise and Heinrich Junkers. Heinrich Junkers was the owner
of a small textile company in Rheydt, which ensured, that the family had a
good financial backing. His mother died, when Hugo Junkers was ten years old,
in 1869. Hugo Junkers grow up at
Rheydt and joint the Junior High School in 1867. In 1873 his father married
Luise Pfaff, bringing back a women into the pure man’s family. Hugo Junkers
finished the Junior High School at Rheydt in 1874 and moved to the Vocational
School at Barmen in 1875. At the age of nineteen, Hugo Junkers finished his
school education in 1878. |
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The
Studying Years
( Berlin, Aachen,
Karlsruhe ) |
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The Studying Years
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Winter 1878 / Summer 1879
at Technical University Berlin During the second half of
1883 Hugo Junkers took over the technical management of his father's textile
company at Rheydt. In January 1884 Hugo Junkers returned to Aachen for
additional studies in electrical engineering. Parallel to these studies
Junkers took jobs at several Aachen mechanical companies until 1885. In June
1887 Hugo Junkers again moved to Berlin, where he continued his electrical
engineering studies, as well as some economical studies. In June 1887
he obtained the title “Baumeister” at the Technical University of Berlin. In November 1887 Hugo
Junkers’ father died by a gas accident, when ventile of the gas lines did not
close completely and he get poisoned by leaking gases. The textile company of
the Junkers family was taken over by the oldest of the Junkers’ brothers, Max
Junkers. Hugo Junkers returned to
Berlin in 1887 and performed additional studies at the Research Institute of Prof.
Slaby. Junkers concentrated himself in the field of electro-mechanics
plus some economical trade lectures. At Slaby’s Electrotechnical Laboratories
Hugo Junkers got also involved in technological questions regarding gas
engines. In 1888 Wilhelm von Oechelhaeuser of the Deutsche Continental
Gasgesellschaft in Dessau was looking for a young engineer, who would be
able for further developement of the gas engine developements. Therefore
Oechelhaeuser asked Prof. Slaby for a propriate candidate for that job and
Prof. Slaby recommended Hugo Junkers, who finally accepted the new business. |
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Initial Research
Years
( DCA Dessau ) |
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1888 - 1893 Gas Engine
Researches
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However, in 1890 Hugo
Junkers and Wilhelm von Oechelhaeuser founded the Versuchsanstalt fuer
Gasmotore von Oechelhaeuser und Junkers (Laboratories for gas engines) at
Dessau. August Wagener had already joint Junkers’ research work at the DCA in
November 1889. Both were joint by Emil Wergien
and Wilhelm Lynen in March 1891. Initially the Laboratories were located at
the Wolfgangstrasse 15 in Dessau, but quickly they were retransfered to the
DCA area. Oechelhaeuser himself financed the Junkers studies at the
laboratories, but did no longer influence them. Together with his three
assistant engineers Junkers continued the researches for an improved gas
engine. The Model IV and V were conversions of the original Model III Benz
engine in 1890. But it took until 1892, when the first usefull Double-Piston
Gas Engine Model VI with a power of 100PS was ready. Hugo Junkers and Wilhelm
von Oechelhaeuser protected their gas engine with a patent. On 8th July 1892 the double counter piston engine was patented to both under
registration number 66961. This was the first patent out of a large series of
patents, which were assigned to Hugo Junkers. Hugo Junkers and his team
continued their researches in Dessau and a larger 200 PS gas engine Model VII
was already under construction, when Junkers and Oechelhaeuser separated from
each other on 17th April 1893. Junkers’ research team was
splitted. Wagener remained with Oechelhaeuser at the DCA. Lynen became
private assistant of Prof. Slaby in Berlin, while Emil Wergien remained with
Hugo Junkers. Oechelhaeuser himself continued his researches on a Model VIII,
which was a 25PS two stroke Double Postion Engine of 1893. Two further
engines Model IX and X were later delivered to Bamag by Oechelhaeuser. The
engagement of Hugo Junkers in the field of gas engines stopped until the
early years of the twenties century, when he founded the Experimental
Laboratories of Oil Engines at Aachen. |
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Getting
Independent
( ICO Dessau ) |
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1892 The Kalorimeter Hugo Junkers – Civilingenieur Junkers + Co.
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Oechelhaeuser agreed,
that the Kalorimeter was developed independently from him and allowed Junkers
to achieve a personal patent for the Kalorimeter instead of a patent for the
Versuchsanstalt. Already on 29th June 1892 the Kalorifer
patent was assigned to Hugo Junkers with the patent number 71731. On 9th
April 1893 an addition to the patent was assigned to Junkers under the number
72564. On 31st October 1892, still before leaving the Versuchsanstalt,
Hugo Junkers founded his first own and independent company under the name Hugo
Junkers – Civilingenieur. The major purpose of this company was initially the saving of the Kalorimeter
patents from the Versuchsanstalt. However, Oechelhaeuser allowed the new
Junkers company to remain on the areal of the DCA until 1895. Four people
were employed by the company: Emil Wergien and Otto Knick, as well as plumber
Kirchhof and mechanic Schantz. In 1893 the company started to sell
Kalorimeters. But Junkers was more or less unsuccessfull in selling his
Kalorimeter. Just 60 Kalorimeters were built until the end of 1895. In 1894 he met his friend
from student times, Dr. Robert Ludwig.
Together they founded the Junkers + Co. in Dessau on 1st July 1895. Junkers was responsible for the
technological developments of that company, while Ludwig was responsible for
the commercial and financial aspects. This company became the successful
nucleus for all further Junkers researches and developments. Junkers + Co.
provided the necessary money for the future Junkers developments at Aachen
and later Dessau. However, this money did not come from the initial
Kalorimeter product, but from the gas stove developments of Junkers + Co.,
which were added to the product portfolio in 1897, when Hugo Junkers handed
over the ICO responsibility to Hermann Schleissing. |
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Family
Foundation
( Dessau ) |
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1898 Family Foundation
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For further information
about the Junkers Family, please look here. |
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The
Scientific Years
( TH Aachen ) |
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1897 - 1911 Scientific Researches Machine Laboratories TH Aachen Construction Office Versuchsanstalt fuer
Oelmotore Versuchsanstalt
Prof. Junkers
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The Machine Laboratories
in Aachen belonged to the Departement No. III Mechanical Engineering of the
Technical Highschool. Hugo Junkers started his lectures at Aachen in Summer
1898. Initially he concentrated on the theories and construction of measure
equipments and methods of measurements in the field of machine engineering.
In the laboratories he offered exercises in machine assembly and disassembly,
as well as process measurement examples. Since Winter 1899 Hugo
Junkers started his research studies. On 15th November 1899 Walter
Bennhold, a brother of Hugo Junkers’ wife, joint the Machine Laboratories as
a private assistant of Prof. Junkers. He established a construction office
for water heaters, which was headed by him until June 1901, when he left
Junkers and his institute at Aachen. The designs of this construction office
were transferred to Dessau, where the both stoves were commercialized and
sold. In 1911, fourteen years after the initial production, the first one
hundred thousand warm water stoves were sold by ICO. On 12th
December 1902 an additional research laboratory was founded at Aachen under
the heading of Wilhem Scheller as the Versuchsanstalt fuer Oelmotore
(Experimental Laboratories for Oil Engines). Like the construction office for
bath stoves, this experimental laboratory was a private venture of Hugo
Junkers. It was financed from ICO at Dessau on one hand, on the other hand
ICO directly used the results from the laboratories in Aachen for their
commercial products. In 1907 all private research and experimental units were
combined in the Versuchsanstalt Prof. Junkers (Experimental
Laboratories Prof. Junkers). The Versuchsanstalt Prof. Junkers was mostly
focused on the development of large scale engines, which were useable in
ships. At the same time the Junkers’ lectures and experiments changed more to
thermodynamical area. In 1906 Hugo Junkers was
overloaded with his offical educational tasks, his company in Dessau and with
the death of his brother Max, who had managed the Junkers’ company at Rheydt
since the death of their father. Additionally Hugo Junkers became sick and
had to take a relaxing period from his lectures. During the Winter 1906/07
the Machine Laboratories of Prof. Junkers were taken over by Prof. Langer,
who was appointed as Professor for Machine Elements at TH Aachen since Summer
1906. When Hugo Junkers returned to his job at TH Aachen, disputes started
about a possible retirement of Hugo Junkers. The head of TH Aachen Prof.
Borchers tried to push Hugo Junkers out of his laboratories. In 1908 a second
machine laboratory was introduced under the mangagement of Prof. Langer. But
Hugo Junkers remained in his position, but in November 1910 he decided to
improve his research studies for ship engines and he asked the head of the TH
Aachen for one year research vacation. In 1911 Otto
Mader from the Versuchsanstalt took over the lectures and experimental
laboratories at Aachen. When Junkers finished his research year, he asked for
his retirement from the Technical Highschool of Aachen. Hugo Junkers left the TH
Aachen after fourteen years of educational and scientific period at the age
of 53 in January 1912. |
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Independent
Researches
( Aachen, Dessau ) |
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1907 – 1914 Ship Engine Developments at the Experimental Laboratories 1913 – 1914 Junkers Motorenbau
GmbH Magdeburg
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·
Junkers
Experimental Gas and Fluid Engine M11 ·
Junkers
Experimental Oil Engine M12 150/200 Wellen PS ·
Junkers
Oil Engines M13/M14 ·
Junkers
Experimental Oil Engine M15 750/1000 Wellen PS ·
Junkers
Locomotive Oil Engine M17 ·
Junkers
Experimental Oil Engine M18 1000 PS ·
Junkers
Experimental Engine M19 ·
Junkers
Oil Engine M22
800/1000 Wellen PS ·
Junkers
Experimental Locomotive Engine M23 ·
Junkers
Ship Engine M24 100
PS ·
Junkers
Engine M25 ·
Junkers
Experimental Engine M27 ·
Junkers
Oil Engine M??
3000 Wellen PS Several ship building
companies used the Junkers Oil Engine patent, which had been developed at
Aachen, i.e. Frerichs AG at Scharmbeck in 1911 for the fishing boat WOTAN,
Garrels + Boerner in Hongkong, Doxford and Sons in England. But Hugo Junkers
was not satisfied with the license production. He liked to gain experience in
the self construction of the designs. Therefore he founded the Junkers
Motorenbau GmbH at Magdeburg in 1913. Several Oil Engines were built at
Magdeburg during 1913 and 1914 until this company was dissolved after the
breakout of WWI in 1915, when Hugo Junkers reduced his activities in that
research field and headed more for aircraft engine developments. At the end
of WWI all engine activities at the Experimental Laboratories were focused on
the development of aviation engines. |
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1909 - 1915 Initial Aviation Researches at the Experimental Laboratories 1911 - 1915 Initial Aircraft Constructions at Junkers + Co. in Dessau
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Nevertheless it seems, as
if Reissner and Junkers had different views of future aircraft designs. While
Reissner patented the thin wing plate, Hugo Junkers discussed a completely
different design, the socalled thick-wing-design, which was capable to pick
up payload as well as to serve with the required lift for the aircraft. On 1st Februrary 1910 Hugo Junkers obtained his first aerotechnological
patent No. 253788 for a glider aircraft with a thick wing. That patent might
be counted as the first own contribution of Hugo Junkers to aeronautical
researches. During the following
years, Hugo Junkers concentrated on aerodynamical researches of wing profiles
to find the best design form for the thick wing. At his Experimental
Laboratories a special research unit was established at the Frankenburg in
Aachen. On 1st May 1914 a new wind channel went into service at
the Experimental Laboratories, which was headed by Ludwig Wagenseil. The Junkers’ ideas of an
all metal aircraft with thick wings were practically already used by two pre
WWI designs. In 1911 the French Antoinette Aeroplanes Ateliers built
the “Monobloc” of Leon Lavavasseur. This aircraft was a design without
any outside tension wires and had a cantilever wing design. Fuel tanks and
engines were integrated into cavities inside the wing. This aircraft was a
practical example of the thick wing patent of Hugo Junkers. However the Monobloc
was not capable to fly. An approach for the all metal design was made by
Fritz Huth in 1912. He exhibited an all metal aircraft at the
Allgemeine Luftfahrt Ausstellung ALA in Berlin. But also this example was unable to get into
the air. In Spring 1914 Hugo
Junkers advised his Experimental Laboratories to start the design of a
cantilever all metal monoplane. At the same time the Junkers + Co. in Dessau
was asked to prepare adequate production tooling for such a design. Due to
the breakout of WWI the development of the Junkers J1
retarded, but in November 1915 the world’s first all metal
cantilever aircraft and also the first Junkers aircraft was finished at
Dessau and taken to Doeberitz for its first flight. |
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Reorganising
the Assets
( ICO Dessau ) |
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1915 Centralization: 15th
February 1915
Junkers
Main Office at Dessau 1st
July 1915 November 1915
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The Junkers Motorenwerke
GmbH in Magdeburg were closed in 1915. The remains were transferred to Dessau
after WWI on 27th August 1919. The Dessau concentration
was marked by the foundation of the Junkers Werk Main Office at Dessau
on 15th February 1915. This Main Office had to integrate all
Junkers’ companies and facilities. In November 1915 Junkers also rented an
areal between Dessau and Mosigkau and set up there the first Junkers company
airfield. Hugo Junkers and his
family also moved from Aachen to Dessau in 1915. However it seems as if the
family still kept connections to Aachen, as the last Junkers child Dorothee
was still born in Aachen in 1920. |
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The
Aviation Consortium
( JFA Dessau ) |
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1915 – 1918 Commercialization of Junkers Aircraft Production 20th October 1917 – 3rd
December 1918 2nd June
1919 |
In November 1916 IDFLIEG
announced the first official development order for a heavy armoured battle
aircraft in all metal construction. Hugo Junkers developed the Junkers J4, which already flew first on 28th
January 1917 and achieved its type certification on 7th May 1917.
IDFLIEG was interested in a larger number of this aircraft type. However, the
aircraft development center at Junkers + Co. was still a small department
with several hundred people and a comparable small hangar area. This
department was mostly focused on prototype construction, but not on a large
scale serial production. It became also obvious, that several requests of the
IDFLIEG and the German Navy for new aircraft designs could not be answered in
time by Junkers. Therefore Junkers was asked to separate the development of
new aircraft designs from the serial production and to cooperate with
experienced aircraft production companies. Junkers started
discussions with the Stinnes Consortium and with the Fokker company and on 20th October 1917 the Junkers-Fokker-Werke A.G. was
founded in Dessau. The major purpose of this company was the serial
production of aircraft, which had been designed by the Research Institute of
Prof. Junkers. The aircraft department of Junkers + Co. was separated from
Junkers + Co. and integrated into the Junkers-Fokker-Werke A.G. Additional
capacity was transferred from the Fokker Werke at Schwerin. The remaining
Junkers + Co. was concentrated on its classical thermodynamic applications,
like the gas stoves and military equipment for the war time production.
Junkers + Co., as well as the Junkers Research Institute remained completely
under control of Hugo Junkers. Initially Junkers + Co. and the
Junkers-Fokker-Werke A.G. produced in the old JCO facility. But on 13th
June 1918 Junkers + Co. left the facility and turned over into a new nearby
facility. The former JCO facility was completely taken over by
Junkers-Fokker-Werke A.G. After the end of WWI
Anthony Fokker retreated from Germany. On 3rd December 1918 Fokker
left the Junkers-Fokker-Werke A.G. as a partner, the partner contract was
dissolved on 24th April 1919. A total of 321 aircraft were built
at Junkers-Fokker-Werke A.G. During the 15 month of existence, a lot of
differences were discussed between Hugo Junkers and Anthony Fokker, which
mostly resulted from Fokker’s priorities for his Schwerin facilities instead
of the Dessau plants. Only little experience interchange was gained on both
sides during this period, as Junkers was not willing to supply technology
experience to Fokker and Fokker was not willing to offer significant
production knowhow to Junkers. In sofar the Junkers-Fokker cooperation was
unsuccessfull. However, at the end of WWI Hugo Junkers had an own aircraft
production facility at Dessau, which was capable for large scale serial
production. This was the nucleus for the future aircraft production plant at
Dessau. On 2nd June 1919 the Junkers-Fokker-Werke A.G. was
renamed into Junkers Flugzeugwerke A.G. Dessau |
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Difficult
Post War Years
( Dessau, Limhamn, Fili,
Eshkedir ) |
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1919 - 1925 Junkers International Activities May 1920 - 1921
Junkers-Larsen Corporation Logo November 1922 – March 1925 16th January 1925 - 1935 A.B. Flygindustri, Limhamn, Sweden 15th August 1925 - 1927 TOMTAS, Turkey |
In 1919 John Larsen contacted Junkers and asked for
license production rights for the Junkers F13 in the U.S. market. However,
Junkers was not interested in such a license agreement, as in 1919 the
massive restrictions upon the German aviation industry was not yet obvious.
Therefore Larsen asked Junkers for the delivery of 100 F13s to the U.S.A.
This led to a contract between Junkers and Larsen in November 1919. In May 1920
Larsen founded the Junkers-Larsen Corporation in the U.S.A. Larsen
sold the Junkers F13 in the U.S.A. under the marketing name JL6. The first
batch of 28 aircraft arrived in U.S.A. during the first half of 1920. The
second batch was confiscated by the Allied Control Commission in October 1920
while been waiting for shipping in Hamburg harbour. At the same time a series
of crashes occurred in the U.S.A. with the JL6 aircraft, which were operated
by the U.S. Air Mail Service. This accident series resulted in the grounding
of the JL6. Larsen lost his major customer for his aircraft, while Junkers
was unable to satisfy the demand of Larsen for the U.S. market due to the
construction stop of aircraft, which was announced by the Allied Commission.
Finally in 1921 the Junkers-Larsen-Corporation was dissolved with the result
of financial losses on both sides. In 1922 the German
government asked Junkers for his support in the German-Soviet military
corporation. The Soviets asked Germany to help Russia in the setup of a
modern Russian aviation industry. In November
1922 Junkers and
the Soviet government signed a contract, which allowed Junkers to built up an
own facility at Fili near Moscow. This facility should produce
military aircraft, designed by Junkers, which should be used by the Soviet
air force. The aircraft development and the facility built at Fili was
financed with the support of the German government. In 1924 further credits
are offered to Junkers for the Russian ventures, but the Fili venture did not
come to a positive result. The Russians were not convinced with the Junkers
aircraft and in 1925 the German government lost their interest in the
corporation with the Soviets as Germany got out of the isolation policy of
the Allies. Further credits were stopped and Junkers was asked to repay all
prior credits of the Fili venture. In March 1925 the Fili venture came to a
sudden stop. Junkers himself was faced with massive financial losses and
massive repayment requests from the German government, which finally caused
the crash of the Junkers consortium in Autumn 1925. The only successful
international corporation of Hugo Junkers was the foundation of A.B.
Flygindustri at Limhamn near Malmo in Sweden. On 16th January 1925 the company was founded by Adrian Flormann,
Hugo Junkers and several other financial investors. The background of the
foundation of this company was, that Hugo Junkers was able to built larger
aircraft like the Junkers G24. But the Allied restrictions in 1925 still did
not allow to provide enough powerfull engines for such an aircraft. Therefore
Junkers built a total underpowered Junkers G23 at Dessau, flew it to Limhamn,
where the aircraft was reengined and sold to final customers. In 1926, when
the bans on German aviation industries were reduced by the Allies, Junkers
used Limhamn as an equipment center for military aircraft. Again, most
aircraft were delivered from Dessau to Limhamn in civil configuration and
gained at Limhamn their military equipment. The Junkers-Flygindustri corporation
last until 1935. In fact Limhamn was not an individual company, but it was
directly and completely controlled by Junkers. It’s major purpose was to
overcome the deficits of the German location in the early 20s. Another international
joint venture of Junkers was the TOMTAS company in Turkey on 15th August 1925. The character of that foundation was very
similar to the Fili foundation. The Turkish government was interested in
getting support for the setup of an own aviation industry. Junkers was
interested to deliver parts, which were manufactured at Dessau, to Turkey
where the parts were mounted. About 50 Junkers A25 were built in that way.
But the Turkish government was again not convinced with the Junkers aircraft
and the corporation was stopped in 1927. In total none of the
international activities except the Limhamn activity of A.B. Flygindustri
were successful. They helped to overcome the critical time of construction
restrictions in Germany and Junkers was able to continue his aircraft
developments for external markets. However, most of these ventures led to
catastrophical financial losses, which finally caused the crash of the
Junkers consortium in Autumn 1925. |
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Towards
the Airline Market
( JLAG Dessau ) |
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1919 - 1925 Civil
Aviation Development March 1919
Junkers J10 on Weimar-Dessau Service in 1919 1921 Department of Air Traffic 13th August 1924 Junkers Luftverkehrs A.G. Junkers Luftverkehrs A.G. 1925 Department of Parasit Fighting Verkehrsfliegerschule |
The AEG consortium had
already founded a first commercial airline during WWI, when the Deutsche
Luftreederei DLR was formed in 1917. The Luftfahrzeugbau Schuette Lanz
had started military mail flights from Zeesen in December 1918 and Sablatnig
Flugzeugbau GmbH and Rumpler Werke A.G. launched passenger
services from Johannisthal in December 1918 and January 1919. All services
were provided with former military aircraft, which were now civilized. Like
the other aircraft manufacturers, Hugo Junkers also applied for an airline
license at the Reichsluftamt. Junkers intended to open a regular mail and
passenger service from Dessau to Weimar in March 1919, when the National
Convent was held at Weimar. Two Junkers J10 were converted for civil purposes
and a covering was added above the rear seat, to protect passengers from rain
and wind. Services were started on 3rd March 1919 and the official
certification as an airline was achieved in May 1919. Junkers Flugzeugwerke
received the C of A No. 7 in Germany. When the National Convent at Weimar
closed in May 1919, this initial Junkers air service stopped. A proposal of Gotthard Sachsenberg for the foundation
of an airline service between Berlin and East Prussia reactivated the Junkers
engagement in Germany’s air traffic in 1920. In October
1920 the Lloyd
Ostflug GmbH was founded by Norddeutscher Lloyd, Albatros Flugzeugwerke
GmbH and Junkers Flugzeugwerke A.G. Each partner took shares of 1
million Reichsmark. Gotthard Sachsenberg brought in his Luftreederei der
Ola and a further million Reichsmark. Lloyd Ostflug was the first Junkers
engagement in a commercial airline company. When NDL and Albatros left Lloyd
Ostflug in late 1921, Junkers formed a Department of Air Traffic
within Junkers Flugzeugwerke A.G., which absorbed the remains of Lloyd
Ostflug. Several airlines were founded by the Department of Air Traffic at
Junkers through the following years. These airlines were spreaded not only in
Germany, but also in Northern, Eastern and Southern Europe. In 1923 the
Department of Air Traffic sorted their airline participation in three unions,
the Osteuropa-Union with those airlines in Eastern Europe and the Baltikum,
the Nordeuropa-Union with the Scandinavian airlines and the
Transeuropa-Union, where the German, Austrian and Swiss airlines were
integrated. Meanwhile the air traffic business at Junkers Flugzeugwerke A.G.
played a significant role. Therefore the Department of Air Traffic was
outsourced into the Junkers Luftverkehrs A.G., which was founded on 13th August 1924. A severe competition broke out between
Junkers Luftverkehrs A.G. and the opponent Deutscher Aero Lloyd. In May 1925
the three Junkers unions were integrated into Europa Union for further cost
cuttings. In 1925 Hugo Junkers was
also looking for further commercial utilizations of his aircraft. Two further
departments were founded in 1925, the Department of Parsit Fighting,
which offered pesticide flights and the Department of Cargo Flights.
Junkers also showed activities in the supply chain of his airlines. The
foundation of the Junkers Verkehrsfliegerschule established standard
pilot educations and the introduction of maintenance facilities throughout
the European network ensured the required technical standard on all of his
aircraft in 1925. Some of his F13 were modified to ambulance aircraft for
rescue services. Until Hugo Junkers was
forced to sell his Junkers Luftverkehr in October 1925, his airline became
the largest air transport operator with a Europe wide network and partners
also in South America and Middle East. About 40% of the worldwide air traffic
was performed by Junkers Luftverkehr in 1925. Hugo Junkers himself was not
really engaged in the air traffic engagement of his company. These activities
were mostly driven by Gotthard Sachsenberg, who headed Junkers Luftverkehr.
The major interest of Hugo Junkers in Junkers Luftverkehr came from the
market potential for his aircraft, which resulted from the growing airline
market. Nearly all airlines of the Junkers Luftverkehr operated Junkers F13
or G24 exclusively. In 1926 Junkers lost
total control about that market, when his Junkers Luftverkehr was absorbed
into Deutsche Lufthansa A.G. In Europe and Germany totally retreated from any
airline business since then. Just in Persia the Junkers Luftverkehr Persia
remained until the thirties as a new test cell for the development of a cost
efficient airline operation. |
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Financial
Crash of 1925
( --- ) |
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October 1925 The 1925 Financial Crash of the November 1925 Loss of Junkers Luftverkehrs A.G. November 1925 – December 1926 Junkers Flugzeugwerke A.G. |
·
80%
of the Junkers Luftverkehrs A.G ·
66%
of Junkers Flugzeugwerke A.G. to
the German Government. Therefore in November 1925 Junkers had lost control
about the majority of his companies. The Junkers Luftverkehrs A.G. was merged
with its opponent Deutscher Aero Lloyd into Deutsche Luft Hansa A.G., which
was formed on 6th January 1926. The loss of Junkers Luftverkehrs
A.G. did not only mean the loss of Junkers’ influence on the further
development of Europe’s air traffic market. Furthermore it meant the loss of
influence upon most of the customers of Junkers Flugzeugwerke A.G., opening
markets for Junkers’ opponents like Dornier or Messerschmitt. Furthermore
Junkers was forced to open the developments of the Forschungsanstalt to
Junkers Flugzeugwerke A.G. Since October 1925 Junkers had to hand over the
heading of the Supervisory Board of Junkers Flugzeugwerke A.G. to Dr.
Schlieben of the German government. Wilhelm Staben was appointed as the
reponsible economic head of Junkers Flugzeugwerke. Junkers was unable to make
any decisions at Junkers Flugzeugwerke without these two heads. Nevertheless,
the October agreement was just a preventive agreement. It was also intended,
that an official jury should review the Fili deal and the current Junkers
situation. As
Junkers Flugzeugwerke A.G. had lost most of their customers from Junkers
Luftverkehrs A.G. the economical situation of JFA became more and more worser
in 1926 under the control of the German government. In May 1926 it was
proposed to reduce Junkers Flugzeugwerke A.G. to a small prototype producer.
Until December 1926 a total loss of 7 Million Reichsmark were gathered again.
The
pressure on the German government now increased. The Junkers theme was widely
discussed in German and European public. In December 1926, after 14 month of
foreign control, Hugo Junkers and the German Reich signed the following final
agreement: ·
Junkers
sold the remaining 20% JLAG shares to the Reich ·
Junkers
had to pay 1 Million Reichsmark to the Reich ·
Junkers
had to deliver aircraft worth 2,1 Million Reichsmark to the Reich ·
The
Reich handed over the 66% shares of JFA and JUMO to Junkers Therefore
since 1st January 1927 Hugo Junkers again controlled his
Junkers Flugzeugwerke A.G. independently from the Reich. However, he had lost
his complete influence upon the further development of Germany’s air traffic,
which was now further developed by Luft Hansa A.G. During
the following 6 years Hugo Junkers returned to his ideas of the early
twenties. The Junkers G38 was the realization of the large scale JG1 airliner
of 1921, which had to be stopped due to the Allied restrictions in Germany.
The G38 might be counted as Hugo Junkers final detailled design. All further
Junkers aircraft were mostly driven by Ernst Zindel. At
JUMO he returned to the ideas of the oil engines, which were stopped at the
end of WWI. At least at the Jumo 204 Junkers participated and laid the
foundation for the later Jumo 205. Less known is, that Hugo Junkers also laid
the foundation for the future rocket and jet engines. Since 1927 Otto Mader
was engaged with the research of these power units. Even if Hugo Junkers
himself did not take much detail work at the Junkers Ju52, at least he was
the initiator for this very successful transport aircraft of the thirties and
finally his support for the Junkers Ju60 prepared Junkers Flugzeugwerke for
the modern aircraft design of the thirties. Therefore, even if Hugo Junkers
himself at least since the late twenties retreated from the detailled
aircraft design work, he still influenced the developments and pushed his
company into future trends of aircraft designs. |
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Junkers
and the Bauhaus
( Dessau ) |
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1927 – 1930 Bauhaus Architecture and Styles
1924 Junkers Lamella Hangars
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Junkers
himself headed for new areas. At Dessau he was in contact with Walter
Gropius, who was the head of the artificial Bauhaus connection, since the
Bauhaus had moved from Weimar to Dessau in 1925. The new Bauhaus style tried
to combinate artificial simplicity with new technological materials. It was
consequent, that Junkers and Gropius discussed the utilization of metal
materials in that concepts. In 1928 Hugo Junkers was interested in setting up
a commercial production of Bauhaus metal furnitures. He bought the shares of
the Dessauer Moebelfabrik A.G. – MoeFa. Already
in 1927 Junkers started discussions with Bruno Urban, a Bauhaus style
influenced architect from Munich. Several experimental metal constructions
were built by Urban and Junkers, i.e. Phone Cells, Car Garages, Kiosk Boxes,
Metal Doors. Also Container constructions for trucks and trains were
discussed. All aspects on house constructions were focused, including
technical infrastructure. Even if just a few small prototypes were built
during the years and even if Hugo Junkers’ investment remained very small, he
was personal deeply engaged in that work and it became the final research
area for Hugo Junkers, when he was arrested in Munich after 1933. But
the Bauhaus connection was not the first time, that Hugo Junkers headed into
architectural business. Already in 1924 he discussed the possibilities of
movable hangar constructions with lamella layouts. These hangars were
commercially sold via the Kaloriferwerke since 1924, as they gained the most
experience about lamella technologies. TOMTAS in Turkey used these lamella
hangars, several were sold to England and Iceland and still today one lamella
hangar is in use at Oberschleissheim airfield. |
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The Second
Financial Crash 1932
( ICO and JUMO loss ) |
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22nd March 1932 Second financial Crash of 4th November 1932 Junkers + Co. sold to 8th
November 1932 1931 Junkers Gesellschaft fuer |
During
the second half of 1931 the economic situation of Junkers Flugzeugwerke
became more and more dramatic. Intensive cost cutting programs were
initiated. But finally on 22nd March 1932 again Junkers was unable to pay
loans and other bills of his company. Again the Junkerswerke, including JFA,
JUMO and JCO as well as the Kaloriferwerk, were under governmental control. In
May 1932 two possible partners for Junkers were in discussion with the
Reichsverkehrsministerium. One was Fokker, the other was Henschel Locomotives
in Cassel. Henschel was interested in taking over the aviation complex of the
Junkers consortium. But Hugo Junkers was not willing to sell this part of his
company. Finally
Junkers decided to sell the nucleus of the Junkers consortium, the Junkers +
Co., to the Robert Bosch A.G. on 4th
November 1932 for
a price of 2.6 Million Reichsmark. Bosch received not only the ICO
facilities, but also the right to use all Junkers patents, which resulted
from ICO developments and researches. Bosch also bought the name JUNKERS for
further use on Junkers + Co. products. On
8th November 1932 Hugo Junkers founded two patent offices as
independent constructions. All Junkers aircraft patents were taken over by Junkers
Flugzeug-Patentstelle GmbH and all engine patents were transferred to Junkers
Motoren-Patentstelle GmbH. Both companies were now the legal owner of all
former Junkers patents. Contracts with JFA and JUMO were made, which offered
the utilization of Junkers patents for JFA aircraft and JUMO engine
developments. As
the salary of Junkers + Co. did not solve the complete financial situation of
the Junkers consortium, further sales of Junkers companies were necessary.
Therefore Junkers decided to sell parts of his engine facilities. He formed a
new company, the Junkers Dieselkraftmaschinen GmbH - Jukra Chemnitz, into which the
stationary engine development was transfered and finally sold. The remaining
part of the Oil engine development remained in Dessau and were integrated
into the Gesellschaft fuer Dieselkraftmaschinen GmbH at Dessau, where the future oil engine
research should be performed. By these activities Junkers managed to save his
Junkers Flugzeugbau and the Junkers Motorenbau from bankruptcy in December 1932. |
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Fight
against Nazi Government
( Dessau, Munich ) |
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1933 – 1935 The Take Over of 2nd June 1933 17th October 1933 3rd February 1934 |
Therefore
the Reichsverkehrsministerium asked the Dessau court investigator Laemmler to
accuse Hugo Junkers as a spy. In May 1933 Hugo Junkers was set under partial
arrest and he was not allowed to leave Dessau, while Laemmler was
investigating against him. On
June, 2nd 1933 Hugo Junkers was forced by Laemmler to transfer
his patent rights to IFA and JUMO, otherwise Junkers would be arrested
and sent into prison. With signing an agreement, Junkers transfered more than
170 personal patents to IFA and JUMO. Up to this time most shares of IFA and
JUMO still belonged to Hugo Junkers himself. But
Erhard Milch, who had became a major head of the newly formed
Reichsluftfahrtministry already intended to take over control of IFA and JUMO
at this time. Milch advised Laemmler to force Hugo Junkers to sell off the majority
of his shares to the German government. In a first step Hugo Junkers was
advised, that he had leave the city of Dessau on 3rd October 1933.
Junkers moved to his private home at Bayrischzell near Munich. On October, 17th 1933 Hugo Junkers was forced to join a meeting with Laemmler and he was
asked to sign an agreement, by which Junkers sold 51% of his IFA and JUMO
shares to the German government otherwise he would be arrested due to his
activities against the German government during the first Junkers crisis of
1926. Finally Junkers agreed and transfered 51% of his shares to the Reich,
loosing the final control over his company and his patents. At the same time
Hugo Junkers was forced to transfer his position as a chairman of the
supervisory board of IFA and JUMO to the president of the chamber of commerce
of Dessau Mueller. On 6th December 1933 Heinrich Koppenberg became
the new chairman of the Supervisory Board. While
Milch initially was just interested in the financial majority of the Junkers
consortium, since December 1933 he was interested in receiving the total
ownership of the Junkerswerke. When
Hugo Junkers refused any further discussions upon the remaining 49% of the
Junkers stock, on February, 3rd 1934 Junkers was set under arrest
at his private home at Bayrischzell. He was not allowed to leave Bayrischzell
and he was not allowed to get visits by third people without the
participation of police officers. Hugo Junkers continued to fight for his
rehabilitation during 1934. But his healthy condition became worser during
this year. In September 1934 Junkers wrote a letter to Goering and asked for
jury decision regarding the accuses against him. Goering and Milch advised
the economical consultant of Hitler, Dr. Keppler to identify solutions for the
take over of the remaining 49% of the Junkers stock. After two meetings with
Dr. Keppler, Hugo Junkers died in February 1935. But
the fight for the control over the Junkers consortium continued also when
Hugo Junkers already was dead. His wife Therese was finally forced to accept
the salary of the remaining Junkers shares for 9.050.000 Reichsmark. A
further 3.5 million Reichsmark had to be paid for the utilitzation of Junkers
patents during the next 10 years. The actual worth of the Junkers company at
this time was calculated for about 32 million Reichsmark. So, Therese Junkers
just received a third of the company's real value. After the end of WWII, her
son Klaus Junkers continued the family fight against the government of the
Federal Republic of Germany, but again without any success. The Junkers
family had finally lost their influence upon the work of Hugo Junkers. |
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Final
Days at Bayrischzell
( Bayrischzell, Munich, Gauting ) |
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1934 Research Institute
Junkers Large Scale Metal House Constructions |
In
Bayrischzell Hugo Junkers was isolated from all contacts. He was not allowed
to work in any aviation related area. Apart from his continued struggle
against the Nazi Government and the take over of his company, Hugo Junkers
studied the possibilities of large scale metal house architectures at
Bayrischzell. Even in the difficult situation of 1934, Hugo Junkers founded a
final company, the Research Institute Prof. Junkers GmbH in Munich in
Spring 1934. Hugo Junkers was allowed to travel between Bayrischzell and his
Munich Office in the Koeniginstrasse. This company should save the rights on
Hugo Junkers’ final ideas of architectural constructions. But
the health condition of Hugo Junkers became worse. In September 1934 he had
to go to a hospital and following his recovery Junkers went to sanatory at
Murnau. In October 1934 he bought a house for his family at the
Hindenburgstrasse 18 in Gauting, where Hugo Junkers and his family settled in
December 1934. |
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Death on
his 76th Birthday
( Gauting ) |
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3rd February 1935
Hugo Junkers’ Grave Yard at |
Officially
the Nazi Government tried to hide the struggle between Junkers and the
officials. Officially it was announced, that Hugo Junkers retreated from the
company as he personally preferred to provide more time for his personal
researches. When Junkers died, Goering and Milch advised a State Funeral. The
Mourning Speeches were held by Pastor Werner, Otto Mader and the president of
the Reichsgericht Dr. Simons. Rudolf Hess represented the Nazi Government at
the funeral. |
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