Long distance flights with the Junkers A50, updated 11.10.2024
Flying > The dream
Junkers A50
above the Junkers A50ci as 3d model render with the Siemens-Halske Sh 13 engine.
Why this page? Nearly 100 years ago, an aircraft was designed and considered the first all-metal sport plane, during a time when aviation was still in its infancy. Pilots flew it to demonstrate its potential, long before the modern aviation network was established. Its design was truly ahead of its time. Thanks to the efforts of Mr. Dieter Morszeck and his team — who previously revived the Junkers F13 — it is now possible for the Junkers A50 Junior to once again prove that its elegant design remains desirable and capable of bringing joy.
At the time, “dead reckoning” navigation (known in German as “Koppelnavigation”) was a primary method used for aerial navigation. It relied on three basic tools: a map, a compass, and a clock.
Before the flight, pilots created a detailed flight plan that included the route and significant landmarks. Using the map, they determined the direction and distance to each waypoint. The compass was used to maintain the correct heading, while the clock helped track elapsed time, allowing the pilot to calculate the distance traveled.
A key factor was the aircraft’s speed, which was estimated or measured with simple instruments to calculate the distance covered over time. Wind conditions, which could affect the flight path, were also considered, often through rough estimates or pilot experience. Pilots would make necessary adjustments to stay on course.
Dead reckoning required precise planning and constant monitoring, as there were no modern navigation aids like radio beacons or GPS systems available at the time.
Junkers A50 Junior
Junkers A50
Junkers A50 prototype
The 1929 Challenge International de Tourisme, held from the 7th to 20th August 1929, featured a 6,042 km course that started and ended in Paris. Among the participants were pilots flying the Junkers A50 aircraft:
- Franz Kneer piloted the D4 A50be D-1682
- Ernst van Vloten flew the D5 A50be D-1683
- Johann Risztics piloted the D7 A50be D-1681
These aviators showcased the performance and reliability of the Junkers A50 during the competition.
Junkers A50
Ville Leppänen’s demonstration flight to Petsamo, Finland, began on March 14, 1930, departing from Dessau, Germany, and concluded on April 27, 1930, with a landing in Helsinki.
Junkers A50
The Rheinland Liberation Flight in Cologne on the weekend of July 4th and 5th, 1930, where at least one Junkers A50 from the Luftfahrtverein Aachen with the registration
D-1868 participated. With kind permission of www.koelner-luftfahrt.de.
Junkers A50
The 1930 Challenge International de Tourisme, held from July 18 to August 7, featured a demanding 7,560 km course that started and ended in Berlin. Among the participants were pilots flying the Junkers A50 aircraft:
- Waldemar Roeder piloted the A8 A50ce D-1862
- Johann Risztics flew the A9 A50ce D-1864
- Alfred Gothe commanded the E2 A50ci D-1863
These aviators showcased the capabilities and reliability of the Junkers A50 during the competition.
Junkers A50
Junkers A50
In Four Continents by Sport Plane
Wäinö Bremer
Foreword
In this book, as I recount my experiences as a pilot, I have intentionally limited myself to describing the long-distance flights that I have undertaken in recent years with my own little plane: the flight to Africa in 1932 and the around-the-world flight in 1933, along with the flight around Europe in 1931. These flights represent, for now, the pinnacle of what I have gotten out of flying as a sport during the 6,000 flight hours I have spent in the air.
I got my first private plane in 1929. I had behind me seven years as an officer in the Finnish Air Force and three years as a commercial pilot. It was a Klemm with an engine of only 20 horsepower, and it was so inconvenient that in strong headwinds, it would move backward instead of forward. Two years later, I got rid of it and replaced it with a Junkers Junior, with which I made the journeys described in this book.
This plane, whose excellence and reliability I have tested in all kinds of weather, is made entirely of duralumin, weighs 370 kilograms, and measures 8 meters in length and 7 meters from wingtip to wingtip. The engine is an Armstrong Siddeley Genet, five-cylinder, 80 horsepower. It gives the plane an average speed of between 120 and 130 kilometres per hour and, under favourable wind conditions, can push the speed up to 175 kilometres per hour. I did not invest in any special equipment for the long-distance flights, no instruments for blind flying, no parachute, or the like. I only brought the usual instruments: altimeter, speedometer (which, by the way, failed me during the around-the-world flight in Constantinople and refused to function any further), compass, tachometer, fuel gauge, thermometer for reading the oil temperature, oil pressure gauge, and fuel pressure gauge. The landing gear is equipped with wheels, but there are also mounting possibilities for skis and pontoons.
I got my first private plane in 1929. I had behind me seven years as an officer in the Finnish Air Force and three years as a commercial pilot. It was a Klemm with an engine of only 20 horsepower, and it was so inconvenient that in strong headwinds, it would move backward instead of forward. Two years later, I got rid of it and replaced it with a Junkers Junior, with which I made the journeys described in this book.
This plane, whose excellence and reliability I have tested in all kinds of weather, is made entirely of duralumin, weighs 370 kilograms, and measures 8 meters in length and 7 meters from wingtip to wingtip. The engine is an Armstrong Siddeley Genet, five-cylinder, 80 horsepower. It gives the plane an average speed of between 120 and 130 kilometres per hour and, under favourable wind conditions, can push the speed up to 175 kilometres per hour. I did not invest in any special equipment for the long-distance flights, no instruments for blind flying, no parachute, or the like. I only brought the usual instruments: altimeter, speedometer (which, by the way, failed me during the around-the-world flight in Constantinople and refused to function any further), compass, tachometer, fuel gauge, thermometer for reading the oil temperature, oil pressure gauge, and fuel pressure gauge. The landing gear is equipped with wheels, but there are also mounting possibilities for skis and pontoons.
My plane is named OH-ABB, which may sound strange, but is actually as simple as possible. OH is the international designation for all aircraft based in Finland, and the last B is my private serial number: my first plane was A, and my next will be C. The middle letters AB simply stand for Astrid Bremer. They are a reminder of my wife’s invaluable contribution to all my aviation plans and endeavours, without her encouraging support and moral backing, none of the long-distance flights, which provided the material for this book, would have taken place.
Helsinki, September 1933
The Author.
Bremers Europa flight 1931
Bremers flight to Cape Town 1932
Wäinö Bremer (1899–1964) was a pioneering Finnish aviator known for his record-setting flights and contributions to Finnish aviation. Born in Viborg, Finland, Bremer gained fame in the 1930s for his long-distance flights, most notably flying from Helsinki to Cape Town and back in 1932. His adventurous spirit was also evident when he flew solo around the world in 1933, demonstrating remarkable skill and endurance.
In addition to being a skilled pilot, Bremer was a Finnish Air Force officer and an avid promoter of aviation. His achievements helped inspire a new generation of Finnish pilots, contributing significantly to the development of aviation in Finland. He later became involved in various aviation-related businesses and organizations until his passing in 1964.
Junkers A50
Bremer’s return flight from Cape Town to Helsinki began on April 26, 1932, and concluded with the landing on May 21, 1932.
Junkers A50
Bremers world tour 1933.
Junkers A50
Junkers A50
Wäinö Bremer transported his Junkers A50 by ship during his world tour in 1931-1932. For the Pacific crossing from Tokyo to San Francisco, he used the SS President Madison, an American ocean liner. For the Atlantic leg, from New York to Bremerhaven, he utilized the SS Bremen, a German ocean liner.
Marga von Etzdorf (1907–1933) was a pioneering German aviator and one of the first women to work as a commercial pilot. Born in Hannover, she developed an early passion for flying and became the first woman to fly for Deutsche Luft Hansa (now Lufthansa). In 1927, at the age of 20, she earned her pilot’s license, quickly making a name for herself with solo long-distance flights.
Marga von Etzdorf’s Berlin - Konstantinople - Berlin Flight (1930)
Total distance: 3,927 kilometers
Took off from Berlin on 18th August 1930, landed in Konstantinople on 23rd August, and returned to Berlin on 3rd September 1930.
Junkers A50
Marga von Etzdorf’s Flight from Berlin to Catania
Takeoff from Berlin on 14th November 1930, landing in Catania on 18th December 1930.
Junkers A50
Marga von Etzdorf’s Flight from Berlin to Tokyo
18th August 1931 – 29th August 1931
Junkers A50
Marga von Etzdorf gained fame in 1931 by flying solo from Germany to Tokyo in a Junkers A50, a remarkable achievement for any pilot at the time. Unfortunately, her life and career were cut short in 1933 when she tragically died by suicide during an attempted flight to Syria after facing technical difficulties and a forced landing.
Marga von Etzdorf remains a significant figure in aviation history, remembered for her bravery and contributions to early female pilots in a male-dominated field.
Seiji Yoshihara flight in 10 days from Berlin to Tokyo
Seiji Yoshihara was a pioneering Japanese aviator in the 1930s, best known for his remarkable flight from Berlin to Tokyo in a Junkers A50 aircraft. In 1930, he embarked on this daring solo journey, covering approximately 10960 kilometers, which was a significant achievement in the early days of aviation. His flight symbolized the growing ties between Germany and Japan at the time and showcased the capabilities of long-distance air travel. Yoshihara’s feat remains a notable chapter in aviation history, highlighting both his skill as a pilot and his adventurous spirit.
D-3 was only the ferry registration; later in September 1930, the aircraft was registered as J-BECB in Japan.
Junkers A50
The greatest distance covered in one day by Yoshihara during his hop from Berlin to Tokyo was on the fourth day, August 23rd, when he flew from Kazan to Noviosvusk, a distance of 2,299 kilometres.
Details of his daily flight record:
20. August 1930 - Berlin to Moscow, 1,442 km
21. August 1930 - Moscow to Seima, 657 km
22. August 1930 - Seima to Kazan, 510 km
23. August 1930 - Kazan to Noviosvusk, 2299 km
24. August 1930 - Noviosvusk to Krasnoyarsk, 758 km
25. August 1930 - Krasnoyarsk to Verchneudinsk, 1162 km
26. August 1930 - Verchneudinsk to Chita, 502 km
27. August 1930 - Chita to Harbin, 1350 km
28. August 1930 - Harbin to Keilo, 1180 km
29. August 1930 - Keijo to Osaka, 970 km
Seiji Yoshihara tried another long distance flight which he couldn't finish. I found some information about the flight here: https://www.oldtokyo.com/first-attempt-to-fly-solo-across-the-pacific-ocean-1931/
The following was mentioned in the FLIGHT magazine 1934. Investigation about this long distance flight is ongoing.
Junkers A50
The following are sourced from www.archive.org
Below, I've gathered some data on the Junkers A50 Junior that might be of interest. This information is based solely on my research from the internet and publications in my possession.
| Serial | Type | Date | Registration | Owner | Fate |
| 3501 | A50ba | 07.1929 | D-1681 | Junkers | Scrapped 1935 |
| 3502 | A50be | 07.1929 | D-1682 | Junkers, J. Müller/Dessau | Cancelled 03.1932 |
| 3503 | A50be | 07.1929 | D-1683 | Junkers | Crashed 19.10.1929 |
| 3504 | A50be | 07.1929 | D-1684 | Junkers | Crashed 16.07.1929 |
| 3505 | A50/5 | 11.1929 | D-1772 | Junkers | Crashed 9.1930 |
| 3506 | A50ce | 01.1930 | D-1784 | H. Schneider/Schlettau | Crashed 4.06.1937 |
| 3507 | A50ce | 01.1930 | VH-UNO | Wandouree, H.J. Barryman | Crashed 6.07.1930 |
| 3508 | A50ce | 02.1930 | ? | Foguete/Portugal | Crashed before 20.09.1930 |
| 3509 | A50se | 02.1930 | D-1792, P-BAAH | Bage, Junkers, VARIG | Crashed 04.1932 |
| 3510 | A50ce | 02.1930 | D-1789, D-ENIN | DLH | |
| 3511 | A50ce | 02.1930 | ZS-ABV | Crashed 30.06.1931 | |
| 3512 | A50ce | 02.1931 | D-2155, G-AATH, D-EQAX | Junkers, V. Haefner/Berlin G. Branz/München | |
| 3513 | A50ce | 02.1930 | D-1790 | DLH | Destroyed 10.1931 |
| 3514 | A50ce | 03.1930 | D-1802 | Junkers | |
| 3515 | A50ce | 03.1930 | D-1794 | Junkers | Crashed 11.1936 |
| 3516 | A50ce | 03.1930 | D-1810 | Junkers, E. Gottwald/Breslau w. Gremm u. A. Hilscher/Breslau | |
| 3517 | A50 | 03.1930 | VH-UCC, VH-MRR | ||
| 3518 | A50ce | 03.1930 | D-1803, P-BAAI, PP-VAI, PP-REL | Minuano, VARIG, Pena | Crashed 09.1949 |
| 3519 | A50ce | 04.1930 | D-1811 | Marga von Etzdorf/Berlin | Crashed 17.04.1932 |
| 3520 | A50ce | 05.1930 | SE-92, SE-ACI | AB Flygindustri, Svenska Luftfartsforbundet | Crashed 15.09.1930 |
| 3521 | A50ce | 04.1930 | D-1822 | Junkers, W. Meyer/Hamburg | |
| 3522 | A50ce | 04.1930 | D-1828 | Junkers, F. Steitz/Berlin | Cancelled 12.1936 |
| 3523 | A50ce | 05.1930 | |||
| 3524 | A50ce | 05.1930 | D-1842, D-EDUX | Dr. K. Fritsch/Plauen, DLV | Cancelled 02.1938 |
| 3525 | A50ce | 03.1930 | CF-ALW, CF-ANJ | Air-Land Manufacturing Co, Vancouver | |
| 3526 | A50ce | 06.1930 | D-1865 | Junkers | Crashed 08.1930 |
| 3527 | A50ce | 06.1930 | D-1868 | Luftfahrtverein/Aachen | Scrapped 11.1936 |
| 3528 | A50ci | 05.1930 | D-1821 | K. Bruegmann/Dessau, DLV | Destroyed 01.1937 |
| 3529 | A50ce | 07.1930 | D-1914, J-BESB | Junkers, Hotchi I | Crashed 14.03.1931 |
| 3530 | A50ce | 07.1930 | D-1915, OH-ABB | Wäinö Bremer | Cancelled 10.1973 |
| 3531 | A50ce | 09.1930 | ? | Junkers, Chinese Aero Club (Tian Chu) | |
| 3532 | A50ce | 11.1939 | R-157 | Berger, Mertig & Cia, Buenos Aires | |
| 3533 | A50ce | 06.1930 | D-1896 | Junkers | Crashed 06.1930 |
| 3534 | A50ce | 1931 | P-BAAE | VARIG | Crashed 25.04.1931 |
| 3535 | A50ce | 1934 | D-EGIN | W. Meyer/Hamburg | |
| 3536 | A50ce | 1930 | HA-JOI | ||
| 3537 | A50ci | 02.1932 | D-2208 | DLH A50ci prototype | |
| 3538 | A50ce | 06.1930 | D-1862, D-ELYS | Junkers | |
| 3539 | A50ci | 02.1932 | D-2209 | DLH | crashed 06.1932 |
| 3540 | A50ci | 06.1930 | D-1863, D-ENUF | Junkers, Kleist & Co./Leipzig, DLV | |
| 3541 | A50ci | 02.1932 | D-2210 | DLH | |
| 3542 | A50ce | 06.1930 | D-1864 | Junkers | Destroyed 02.1931 |
| 3543 | A50ci | 04.1932 | D-2240, D-ELAR | W. Meyer/Hamburg, Luftsportverband Niedersachsen/Hamburg, DLV | |
| 3544 | A50ci | 10.1933 | D-2644, D-EHIT | DLV/Berlin | Cancelled 02.1938 |
| 3545 | A50ci | 10.1933 | D-2645, D-EFOV | DLV/Berlin | Cancelled 02.1938 |
| 3546 | A50ci | 10.1933 | D-2646 | DLV/Berlin | Crashed 03.1934 |
| 3547 | A50ci | 09.1933 | D-2647, D-ENOK | DLV/Berlin | |
| 3548 | A50ci | 10.1933 | D-2648, D-EFIQ | DLV/Berlin | |
| 3549 | A50ci | 10.1933 | D-2641, D-EJIR | Luftschiffhafen Gotha, Fl. Ortsgruppe Gotha d. Fl.-Landesgruppe XI Thur des DLV | |
| 3550 | A50ce | 09.1932 | SE-ACM, D-2292, D-EZOT | Johannes Risztics/Dessau, DLV AB Flygindustri | Cancelled 10.1938 |
| 3551 | A50ci | 10.1933 | D-2642, D-EPUL | Luftschiffhafen Gotha, Fl. Ortsgruppe Gotha d. Fl.-Landesgruppe XI Thur des DLV | |
| 3552 | A50ce | 08.1930 | D-3, J-BECB | Junkers, Hochi Shimbun, Japan (Hochi) | |
| 3553 | A50du | 10.1931 | ZS-ADD | South African AW | |
| 3554 | A50ce | 01.1931 | P-BAAE, PP-VAE, D-2166, D-EDEN | VARIG, DLH | Crashed 20.03.1935 |
| 3555 | A50ce | 1931 | ACRE | Bolivien Airforce | |
| 3556 | A50ce | 1932 | PIRAY | Bolivien Airforce | |
| 3557 | A50ce | 1932 | WARNES | Bolivien Airforce | |
| 3558 | A50ce | 03.1931 | J-BENB | Hochi Shimbun, Japan (Hochi 2) | Crashed 05.07.1931 |
| 3559 | A50ce | 11.1930 | R-ACJD, LV-VAA | Argentinien | |
| 3560 | A50ci | 10.1933 | D-2712, D-ETOF | Luftschiffhafen Gotha, Fl. Ortsgruppe Gotha d. Fl.-Landesgruppe XI Thur des DLV | |
| 3561 | A50ci | 11.1930 | D-2710, D-EMUV | Junkers, DLV | Crashed 14.03.1935 |
| 3562 | A50ci | 10.1933 | D-2691, D-ESEZ | DLH | Cancelled 04.1935 |
| 3563 | A50ce | 05.1934 | D-EJUN | W. Meyer/Hamburg | Cancelled 03.1938 |
| 3564 | A50ce | 1930 | R-ACJC, R-191, T-5 | Paraguayan Air Force | |
| 3565 | A50ci | 01.1931 | D-1986 | DLV, Akaflieg | Crashed 16.05.1932 |
| 3566 | A50ci | 01.1931 | D-1987 | DLV, Akaflieg/Aachen | Crashed 12.1932 |
| 3567 | A50ci | ? | (D-2690) | DLH | |
| 3568 | A50ci | 07.1933 | D-2586 | Walter Meyer/Hamburg | |
| 3569 | A50ci | HA-JAA | Tisza | Crashed 13.07.1934 | |
| 3570 | A50ci | HA-JAB | Duna | Cancelled 1938 | |
| 3571 | A50ci | HA-JAC | Balaton | Cancelled 1938 | |
| 3572 | A50ci | 03.1931 | D-1999, D-ENIM | E. Bohm & F. Haack/Cottbus, DLV | |
| 3573 | A50ci | 07.1931 | D-2108, D-ENJA | DLH | |
| 3574 | A50ci | 07.1931 | D-2109, D-EDAQ | DLH | |
| 3575 | A50ci | 05.1931 | D-2054, CH-358, HB-UXI | DEVAG | |
| 3576 | A50ci | 05.1931 | OH-SKY, SK-1 | Finnish Air Force | |
| 3577 | A50ci | 03.1931 | D-2010 | H. Mueller/Dessau, DLH, DVS | |
| 3578 | A50ci | ? | HA-MAX | Prince Odescalchi Aviation Sports Club | |
| 3579 | A50ci | 03.1931 | D-2011 | E. v. Vlothen/Dessau, DLH | Scrapped 10.1936 |
| 3580 | A50ci | 05.1931 | SE-ACS, F-AOZZ | AB Flygindustri/Limhamm | |
| 3581 | A50ci | 12.1931 | D-2039 | DLH | |
| 3582 | A50ce | 05.1931 | D-2042, D-EGBE | Olex GmbH/Berlin, Edgar Gotthold/Breslau | |
| 3583 | A50du | 05.1931 | ZS-ACJ, SAAF2034 | Hopfner Windhoek South Africa | |
| 3584 | A50du | 05.1931 | ZS-ACK, SAAF1551 | Hopfner Windhoek South Africa | |
| 3585 | A50du | 05.1931 | ZS-ACL, SAAF2035 | Hopfner Windhoek South Africa | |
| ? | |||||
| ? | |||||
| ? | |||||
| ? | |||||
| ? | |||||
| ? | |||||
| ? | |||||
| 3592 | A50? | ? | D-3095 ? |
Newly made Junkers A50 Junior since 2021
JUNKERS Aircraft GmbH
Wittumsgrund 4
D-78727 Oberndorf-Hochmössingen
Link to the online source https://www.aironline.nl/weblog/productionlist-junkers-flugzeugwerke-ag/
| Serial | Type | Date | Registration | Remark |
| 001 | Junkers A50 Junior | 2022 | D-MDJU | |
| 004 | Junkers A50 Junior | 2023 | N50JU | |
| 005 | Junkers A50 Junior | 2023 | N50JG | |
| 007 | Junkers A50 Junior | 2023 | C-GKJU | |
| 009 | Junkers A50 Junior | 2023 | D-MQUI | |
| 010 | Junkers A50 Junior | 2023 | PP-JUN | |
| 017 | Junkers A50 Junior | 2024 | N17JU | |
| 018 | Junkers A50 Junior | 2024 | N18JU | |
Junkers A50 Junior | D-MKSG | |||
Junkers A50 Junior | D-MJFW | |||
Junkers A50 Junior | D-MJCZ | |||
Junkers A50 Heritage | D-MJFG | |||
Junkers A50 Heritage | D-MJUJ |
References
I referenced the following books and magazines in my possession:
"Kiek in die Welt" by Marga von Etzdorf
"Junkers Nachrichten No. 4/5 1930"
"Junkers Nachrichten No. 1 1931"
"Four Continents by Sport Plane" by Wäinö Bremer.
"Die Junkers-Lehrschau, Eine Führung durch die Lehrschau der Junkers Flugzeug- und -Motorenwerke A.-G.. Dessau"
"Elegance and Versatility - Junkers Light Aircraft K16 to A50 Junior"
Further references:
With sincere appreciation, I acknowledge the generous permission granted by Günter Frost for the use of information and illustrations from the ‘Challenge International Avions de Tourisme 1929 and 1930’, which has significantly contributed to this work.