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The Junkers Ju EF100 was a trans-Atlantic airliner for post WWII use, its design was changed to be a long range bomber. The aircraft was to be of all-metal construction. The wings were located low..As a passenger plane, the Ju EF100 could carry a different amounts of passengers over varying ranges (50-100 passengers), in 1942 the RLM urged Junkers to end construction work on the EF100. All work ceased on the EF100 design at the end of 1942.

In 1941, fantasists in the Berlin Reich Ministry of Aviation (RLM) actually still believed in an early and victorious end to the war. Accordingly, planning expertson how the German aviation industry, which had been enormously inflated in the course of the armaments orders for the war, could be sensibly converted to the time afterwards. So they wereinterested German aircraft manufacturers. to submit civil projects to the RLM for long-haul air transport to be established at a later date.At that time, the lunkers Flugzeug- und Motorenwerke (JFM) in Dessau had already reached a workforce of around 100,000 employees and wanted to increase theirwar with the Ju 52 achieved and even expand its leading position in air traffic. Therefore, there were already concrete plans in Dessau for the construction ofLarge aircraft for long-distance and transatlantic continental routes. The large aircraft designed in this context with the internal designation EF 100(development aircraft) can certainly be judged to be ahead of its time from today's point of view, because cs would certainly have been compared to the later DC-6 and DC-7 ofDouglas.
MANY DETAILS WERE AHEAD OF THEIR TIME
Similar designs were also planned in the USA during the war with the aforementioned types or the Lockheed Super Constellation. Some of the constructive design
details of the lunkers design were abundantly un-conventional for the 1940s. such as the fuselage projected as a pressurized cabin. The fact that the Dessau designers do not rely onwanted to wait for the "final victory" and possibly enter production before that. is shown by the fact that, in parallel to the commercial aircraft, it also has a derivation as an armedvans. If there was a corresponding demand and possibly available production capacities, this would have been the first to be realised.Meanwhile, the war dragged on, and the hopes of for an immediate, victorious end dwindled more and more. For this reason, there was no construction order for the EF 100 (Blohm & Voss had more luck with itsBV 222, which had already been developed before the war and had now been ordered as a large transport. Nevertheless,it is worth taking a closer look at the EF 100 project, because you can see many parallels to commercial aircraft that were actually built later.The EF 100 airliner should, depending on the seating. 4000. have a range of 6000 or 9000 kilometres, although "seating" must not be taken literally.
At that time, flying was only possible for very well-heeled people, and they had to be offered armchairs. For the short distance it was 100th, for the middle 75 and for theLange 50. In any case, luxuriously furnished social rooms with bars and excellently equipped galleys were planned.Similar designs for the cabin resurfaced much later during the design of the A580 megaliner. but they will not prevail in regular service:Airline earns only on seats sold. but not of recreational areas provided free of charge. In the 1940s, however, it was still different.Six water-cooled diesel engines |umo 225. Two-stroke opposing piston engines with exhaust gas turbo blowers and 1840 kW output each. should drive the machine. The starting powerwould thus have been 11,025 kW (15,000 hp), and at 9000 meters cruising altitude the maximum speed was 570. At the time of project planning, the economical diesel aircraft engine was still very popular at lunkers, as it had a specific consumption of only 175 grams per hp/h.However, the designers probably suspected from their experience with the testing of the gas turbine |umo 004 that the future of the engines of long-haul aircraft would be more in line with thejet engine.Profitability has always been a top priority at Junkers, especially in its projects for global air transport. Already in his patent specification No.In 1909, Professor Lunkers had pointed out that a passenger aviation system that would unite peoples could only be built inexpensively and with a whole elotte oflarge aircraft to be operated would be possible. The EF 100 had two and a half times the transport capacity of the Ju 90 and even three times that of the |u 252.The wing shape had also been adopted from the latter type, with the wings being moved further back due to the changed centre of gravity. The plan wasinitially only one main spar: whether a second one was needed for the suspension of the ailerons and flaps. would only part out in the course of the concrete construction.The leading edges of the wings were to be heated by exhaust gases from the engines to prevent possible icing. Instead of the tried-and-tested lunkers double wing,rudders and flaps had to be provided with nozzle gaps, which meant a lower mass and reduced risk of icing.
UNUSUAL FUSELAGE CROSS-SECTIONThis design also promised more space for fuel tanks in the wing, while the main tank was to be located in the wing box, with a capacity of 55000 liters.The fuselage cross-section was kidney-shaped, so that two rows of seats of three seats each could be accommodated, a complete novelty for the time. Such a form was alsoduring the project planning of the former A1XX, but then not realized. In the case of lunkers, however, the internal pressure in the main frame plane was to be reduced to theCross beams were intercepted and transferred to the hull shell, narrow metal rods, which marked the center aisle in the cabin (see also the designs on the previous pages).A corresponding optimization calculation was already started at that time. but the documents were lost in the war. Large, rectangular windows shouldAllow passengers an unobstructed view of the landscape, but we know from the painful experiences with the first examples of the British "Comet". that this is not such a goodidea. The technical solution for the pressurized cabin, however, was proven and came from the high-altitude reconnaissance aircraft |u 86. Passengers were to enter the aircraft via a wide staircase in thetailgate, which had already been tested as a "trapoclap" on the |u 90. In the military version, however, only the cockpit should be pressurized. Overall, theEF 100 is an interesting design. which unfortunately was never realized.