The Unproven Flight

More than sixty years have passed since Nazi Germany surrendered to the Allies. In that time, witnesses, historians and researchers alike have painted a clear picture Germany’s activities during those bloody years. Much is known about the great land battles on the Eastern Front, the brave stand of a beleaguered Great Britain and the allied landings at Normandy to mention some events. As the years have passed on, numerous new facts have emerged, documents have been found, data has been de-classified paving the way to recreate obscure events that took place more than six decades ago. One of those events had to do with one of the unsolved mysteries of World War II, the flight of a German four engined aircraft from its base in northern France to within sight of the United States’ East Coast in 1944.

The story of the mysterious flight had its origins in the spring of 1942 when the then all-powerful Luftwaffe requested German aircraft manufacturers to design plans for a long range, heavy bomber capable of reaching the US mainland from Fortress Europe. The Junkers Corporation, with its track record of well designed aircraft such as the infamous Ju 87 Stuka Dive Bomber and the Ju 88 Level-Dive Bomber platform; was the most forceful participant in the competition. The company’s Design and Development team, used the experience gained on the Ju 290 project, the so called “America Bomber”, to design a completely new bomber platform. The whole 290 program was based on the concept made famous by an obscure German Air Force General, Walther Wever. In the summer of 1934, General Wever called for the immediate development of a massive four-engined, long range bomber; not to use against the US but against the Soviet Union’s industrial base located beyond the Ural Mountains. The Ju 290, known as the Ural Bomber to Luftwaffe officials, became Germany’s first true long range attack platform. The 290’s production run lasted only a few short years. In all, just a limited number of the 290 were ever produced by Junkers. The 290 never did made it as a true heavy bomber, but it did find a role as a long range maritime reconnaissance airplane.

During the life of the Ju 290 program, Junkers’ engineers performed several modifications to the original 290 airframe and onboard systems. The airframe was lengthened, wingspan was added and two additional engines were installed to increase the aircraft’s overall horsepower output. The end result of all those modification was a nearly new airplane. This modified version was renamed the 390. The 390 was designed to carry a maximum crew load of ten men over an operational range of 6000 nautical miles (unrefueled) at speeds just above 300 mph. Two units were actually built. Both were developed as troop and equipment transport planes. Another unit, the heavy bomber version (estimated to carry a payload of 3968 pounds), was schedule to be completed by the winter of 1944-45. But by that time, nearly all of the Luftwaffe’s airframes were used as fighter platforms in an effort to beat back the vast allied air armada which was bombing the Third Reich 24/7. Nevertheless, the 390’s design was impressive enough that the Empire of Japan purchased a Junker’s license to develop its own version. It is known that one of the built samples, unit V-2, was modified directly for maritime reconnaissance missions. Once it became operational, the V-2 unit was assigned to the Kampfgeschwader Number 200, an special wing of the Luftwaffe. The 200 mission profile called for the dispatch of Abwehr infiltration agents deep behind enemy lines. Beside the V-2, the 200 operated captured US B-17 and DC-3 aircraft, plus a complement of five Ju 290 units.

It has been speculated that in mid 1944, a round trip was made by a Ju 390 aircraft from a Kampfgeschwader operational base at Mont de Marsan, France to only fifteen nautical miles from New York City. Could such a flight had been made? Certainly, the 390, if re-modified to achieve its maximum range capability, was capable of it. Are there official records of such endeavor? No. But the fact that there’s no official German records on the subject does not mean the flight did not took place. In fact, there’s some supporting evidence that points towards it. During the last days of the war, as the allies moved from their beachheads in northern France and the Soviets were rapidly advancing from the East, Luftwaffe officials, sensing imminent defeat; commenced the ritual of burning priority documents at all of its facilities. Could some of those burned documents be related to or contain information on this uncommon flight?

The first real clue regarding this alleged flight was revealed to the public in November 11th 1955 in an article by historian-researcher Dr. Kenneth Werrell in Royal Air Force Flying Review. In the article, which was based on another subject, Dr. Werrell mentioned that he possessed “information” regarding the flight of two modified Ju 390 aircraft. The following year, the Review, on its March issue; published a letter from a British reader stating that instead of two 390s, the round trip was performed by a sole unit, thus lending credence to Dr. Werrell’s piece. In the before mentioned article, Dr. Werrell states its case on a little known story that supposedly emanated from the British intelligence services. He made references to reports of captured Luftwaffe intelligence officials interrogated in August 1944. Out of those interrogations, the captured officials allegedly told their handlers about the “flight”. The mentioned reports, known as the General Report on Aircraft Engines and Aircraft Equipment, suggested that the two 390s did made the flight and even took pictures of Long Island. The article also made detailed references to the 390’s specifications. After carefully examining the aircraft’s profile window, Werrell was able to determinate that a round trip from northern France to Newfoundland was more than feasible. But after departing Newfoundland, the 390 would had needed to travel an additional 2380 nm, which would made an unrefueled flight extremely difficult at best.

After Dr. Werrell’s article, there were a few other mentioning of this allegedly Trans Atlantic trip. The respected author William Green mentioned the incident on his 1968 book, Warplanes of the Second World War as well as in the follow up effort, Warplanes of the Third Reich published in 1970. In September 1969, the Daily Telegraph of London published an article entitled The Lone Bomber Raid on New York Planned by Hitler. The article centered its claim around the testimony of retired Junker’s test flight pilot, Hans Pancherz. Pancherz stated that in early 1944, he flew one of the modified Ju 390 on a trial flight from Germany to Cape Town in preparations for a bombing run into the United States. The test flight went smoothly but the operation was soon canceled due to lack of resources, said Pancherz. As with other claims of the mysterious flight, no factual data could be obtained.

There’s no reliable data connecting the 390 or any other version of it to a flight into American territorial waters. In fact, no data of any kind of a German aircraft invading US air space exists. It is entirely possible, even likely, that the before mentioned event never took place. Nevertheless, the absent of tangible data does not mean that there’s no data out there. As researchers and historians begin to examine classified Soviet-era documents, it is possible that evidence of this flight could be uncovered.

– Raul Colon

More information:
Great Untold Stories of World War II, Phil Hirsch, Pyramid Books 1968
The German Air Force General Staff, Andreas Nielsen, Arno Press 1959
Luftwaffe: Birth, Life and Death of an Air Force, Alfred Price, Ballantine Books 1969

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2 thoughts on “The Unproven Flight

  1. The aircraft said by German POW Unteroffizer Wolfgang Baumgart (US 9th Air Force A.P.W.I.U. Report 44/1945) to have flown close to New York was in fact a six engined Ju-390 and not it’s cousin the Ju-290. The aircraft had it flown at 19,000ft would have had a fuel consumption per engine of 55 US Gallons per hour per engine. Another POW questioned with Baugart stated the endurance was 32 hours putting the aircraft’s fuel capacity at around 63-65,000lb. Maximum take off weight was 166,100lb,

  2. Raul you may be interested that Ruben P Whittemore of Burlington Vermont and his wife Paula have dived the wreck of a six engined Junkers aircraft 2.5 SW of Owls Head, Maine, USA. It crashed there 18 September 1944. This aircraft was not the V1 prototype retired in November 1944, nor was it the V2 flown from Reichlin on 9 February 1944 so this was a third Ju-390 aircraft. If you search for Owls Head + Uboat.net you will find the aircraft has been mentioned online since 1997.

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