http://fotomuseum.bergen360.no/-/image/show/1602528_bergen-flyhavn?ref=checkpoint
https://en.wikipedia.org/wiki/List_of_airworthy_Ju_52s
Junkers W34hi, LN-DAB Ternen is the one engined aircraft
http://www.strindahistorielag.no/jonsvatnet-lufthavn-1935-39-aarbok2003.pdf

Kaptein Palm Ernst Rebentrost - 2 flieger
http://www.europeanairlines.no/breakfast-in-oslo-lunch-in-bergen-dinner-in-oslo/

Fünker Theodor Sager

Kaptein Kaspar København - Oslo ( Fliegermillionær i km)

1 tur Oslo Bergen t/r

http://www.junkersf13.com/
Bergen-Sandviken-Norwegen 1936 - Photo Wilhelm Ingolf Furre - Original Lufthansa
http://www.lufthansa-ju52.de/english/ju52hist.htm
http://www.ju52-3m.ch/models.htm
http://www.airliners.net/search/photo.search?codesearch=D-AQUI&distinct_entry=true
http://www.lufthansa-ju52.de/english/ju52.htm

Built in April 1936 at the Junkers Aircraft Factory in Dessau, production number 5489 flew for the Lufthansa with the aircraft registration D-AQUI until mid- 1936. In 1984 the Ju 52 was purchased and completely restored by Lufthansa Technicians and Mechanics. In April 1986 it was back in service again with its historical registration D-AQUI and its new name "Berlin-Tempelhof". After15 years of our Ju 52 operation, the aircraft clocked up almost 10.000 flights totalling 5.000 flight hours with 110.000 passengers. In memory of the patron of the Foundation, our aircraft has also carried the name "Reinhardt Abraham" alongside "Berlin

Die Geschichte unserer Ju 52
Seit 1986 fliegt wieder eine Junkers Ju 52/3m für die Deutsche Lufthansa, zuverlässig und lufttüchtig wie in den alten Tagen. Auf Tragflächen und Rumpf trägt sie das historische Kennzeichen D-AQUI.

Doch bis es soweit war, hatte sie ein bewegtes Leben hinter sich. Anfang 1936 verließ eine Ju 52 mit der Werksnummer 5489 das Werk in Dessau. Mit dem Kennzeichen D-AQUI und dem Namen "Fritz Simon" wurde sie am 10. April 1936 bei Lufthansa in Dienst gestellt. Bereits Anfang Juli 1936 wurde sie, in Absprache mit Junkers, nach Norwegen verkauft, weil die dortige Gesellschaft DNL nach einem Totalverlust dringend Ersatz benötigte. Ausgerüstet mit Schwimmern, versorgte sie unter dem neuen Kennzeichen LN-DAH und dem Namen "Falken" die Küstenregion Norwegens.

Im April 1940 kam sie als Kriegsbeute zur deutschen Wehrmacht, die sie als Truppentransporter einsetzte. Ein halbes Jahr später wurde sie wieder der Lufthansa überstellt, die mit ihr unter dem alten Kennzeichen D-AQUI und dem Namen "Kurt Wintgens" bis Kriegsende die norwegische Küste bediente.

Nach der deutschen Kapitulation 1945 wurde das Flugzeug von den Alliierten wieder an die Norweger zurückgegeben. Dort flog es unter der Kennung LN-KAF und dem Namen "Askeladden".

Bei einer größeren Überholung 1947 wurden erhebliche Korrosionsschäden festgestellt. Als "Ersatzteillager" wurde eine ausrangierte ehemalige deutsche Luftwaffen-Ju 52 genutzt. Im Februar 1948 nahm eine "zusammengestückelte" Ju 52, wieder unter dem Kennzeichen LN-KAF, aber mit der Werksnummer 130714 des Militärrumpfes, den Liniendienst in Norwegen auf.

Das Flugzeug operierte bis 1956 in Norwegen, wurde dann außer Dienst gestellt und nach ca. einem Jahr Standzeit an die Fluggesellschaft "Transportes Aéros Orientales", beheimatet in Quito, Ecuador, verkauft. Dort flog es mit dem neuen Kennzeichen HC-ABS und dem Namen "Amazonas" Passagiere, Ziegen, Kühe und Fracht in die Urwaldgebiete Südamerikas. 1963, nach etwa 8000 Flugstunden, drohte es auseinanderzufallen. Es wurde stillgelegt und rottete sechs Jahre am Rande des Flughafens Quito vor sich hin.

Dort wurde es 1969 von dem amerikanischen Piloten Lester Weaver entdeckt, gekauft, in den USA wieder lufttüchtig gemacht und unter dem Kennzeichen N 130 LW mit einer Experimentalzulassung zum Fliegen gebracht. Im Jahre 1975 konnte der Amerikaner Martin Caidin der Faszination des Flugzeuges nicht widerstehen. Er erwarb es, taufte es auf den Namen "Iron Annie", und mit dem Kennzeichen N 52 JU zeigte er es auf Luftfahrtveranstaltungen in Nordamerika. 1976 erfolgte eine umfassende Grundüberholung, bei der auch die Umrüstung auf Pratt & Whitney R1340 "Wasp"-Motoren erfolgte.

Im Oktober 1984 schlug der damalige Technikvorstand der Deutschen Lufthansa, Reinhardt Abraham, vor, anläßlich des bevorstehenden sechzigsten Markenjubiläums der Lufthansa am 26. Januar 1986, eine flugfähige Ju 52 zu beschaffen und als Traditionsflugzeug einzusetzen. Man kam mit Martin Caidin ins Geschäft, der das Flugzeug an Lufthansa verkaufte. Am 28. Dezember 1984 landete die "Iron Annie" nach einem sechzehntägigen, abenteuerlichen Überführungsflug von Florida über die amerikanische Ostküste, Grönland, Island und Großbritannien auf dem Flughafen Hamburg-Fuhlsbüttel. 8000 Kilometer über Eiswüsten und Ozean-, bei zeitweise klirrender Kälte, hatte das Flugzeug mehr oder weniger wohlbehalten hinter sich gebracht.

Dann begann das Abenteuer der Instandsetzung. Ursprünglich sollte der historische Zustand wieder hergestellt werden. Doch bald mußten die Lufthansa-Techniker dieses Vorhaben aufgeben. Zu viele Schäden, nicht mehr vorhandene Produktionstechniken und erhöhte Sicherheitsanforderungen des heutigen Luftverkehrs erforderten einen kompletten Neuaufbau, bis hin zur Eigenfertigung von Wellblech. Viele Systemkomponenten, insbesondere die gesamte elektrische Anlage, mußten neu konstruiert und eingebaut werden. Das Gleiche traf auf die Instrumentierung des Cockpits zu. Besonderen Aufwand erforderten die umfangreichen Zulassungsarbeiten, in Form von Musterprüfungen und Flugerprobungen, da seitens des Luftfahrt-Bundesamtes nicht auf alte Zulassungsunterlagen zurückgegriffen werden konnte. Diese waren in den Nachkriegsjahren verschwunden und somit existierte das Muster Junkers Ju 52 offiziell in Deutschland bis 1986 nicht mehr.

Nach 16 Monaten intensiver Arbeit konnte im April 1986 der "Erstflug" stattfinden. Das Flugzeug trug nun neben dem Namen "Berlin-Tempelhof" wieder das historische Kennzeichen D-AQUI sowie das amtliche Kennzeichen D-CDLH. Seit 1986 wurden bis Ende 2000 4.918 Flugstunden in 9.624 Flüge mit 109.124 Passagieren durchgeführt. Seit 1936 hat das Flugzeug damit ca. 14.000 Flugstunden und 28.000 Flüge absolviert

http://www.europeanairlines.no/doc/JuW34hi011103.htm

The fate of the Junkers W34hi, LN-DAB Ternen

By Rob Mulder

You will find here information on the use of the Junkers W34hi, LN-DAB Ternen that was used by Det Norske Luftfartselskap A/S, Fred. Olsen & Bergenske – DNL between 1935 and 1940. It disappeared during the Second World War and was never found again. Or was it?

The plane is born
The Junkers W 33 and the W 34 cargo aircraft were first produced in 1926. It was a direct development of the mother of the all-metal low-wing aircraft, the Junkers F 13. The fuselage of the W 33 and W 34 was more streamlined than its predecessor. To begin with there was not much difference between the W 33 and the W34 other than its engine. Both aircraft were produced in landplane and floatplane versions (See table below). The first engine used was the water-cooled inline 280/310 hp Junkers L5-engine, while the W 34 was equipped with a 420 hp Gnome Rhône Jupiter VI. Later versions were powered with more powerful 450/540 hp Siemens and 525/600 hp BMW Hornets. The prototype of the Junkers W 33 (D 921 Schildkrähe, c/n 794) was a converted Junkers F 13 and made its first flight on June 17, 1926. A few weeks later, on July 7, the prototype of the W 34 made its first flight. The prototype of the W 34 was registered D 922 (c/n 795) and was originally powered with a 420 hp Gnome Rhône Jupiter VI.

The delivery and use of the Junkers W 34hi
At the foundation of the Norwegian airline company Det Norske Luftfartselskap, Fred. Olsen & Bergenske A/S, the technical director, Captain Hjalmar Riiser-Larsen was asked to start up the airline company. DNL turned to Royal Dutch Airlines KLM, which offered some obsolete Fokker F.VIIb-3ms and F.XVIIIs. But Norway did not posses enough airfields suitable for landplanes, thus these aircraft could not be used. Deutsche Lufthansa AG took up contact with DNL and the two parties agreed to represent each other. The German airline company intermediated in the charter of the Norwegian company’s first aircraft, a sea-version of the Junkers Ju-52/3m. The aircraft and a German crew were leased through Deutsche Lufthansa AG from the Junkers Flugzeugwerk AG – Jfa. Condition was that the company would order two floatplanes of the type Junkers W 34. Only one Junkers W 34 could be purchased. In stead the company bought the chartered Junkers Ju-52/3m from Jfa. It was thus not necessary anymore to purchase a second Junkers W 34.

On October 5, 1934 DNL received an official offer from Jfa for one all-metal Junkers W 34/See, the floatplane. This type of aircraft was known as W 34hi. It was powered by an air-cooled, 9 cc Pratt & Whitney Hornet T2D1 engine, with Townsend-ring and two-blade propeller. The aircraft could carry six passengers in a so-called luxurious interior. There were seats for two crewmembers. The price of this aircraft was RM 80,000 and the aircraft could be delivered three months after the confirmation of the order. Its delivery could take place 14 days after the aircraft was finished. The offer was signed by Mr Schell and Mr Becker and sent by Jfa via its general agent in Oslo, Norway Mr H Krag. After the acceptance of the offer, the order passed to the Swedish Junkers-owned aircraft factory AB Flygindustri in Limhamn. Here a brand-new aircraft with the constructor’s number 2832 was built in accordance to the request of DNL. It was handed over on May 31, 1935 and transferred to Oslo/Gressholmen (the seaplane airport of Oslo). The final price including the engine was RM 79,000, but in addition spare parts were added, such as two additional petrol tanks, one head light, heating and air system in the cabin, one station for a wireless (excluding the wireless itself) and other small items. These spare parts had a price of RM 4,251. In Norway it was registered LN-DAB and named Ternen.

A first accident
Upon delivery the aircraft was flown to Bergen for joy ride and charter flights. On one of these flights Ternen departed on June 23, 1935 at 7.15 pm from the village of Godøsund. Flying the aircraft was the experienced pilot Christian Hellesen (previous flying for Norske Luftruter AS) and the engineer Hegle. Furthermore, six passengers were on board. They were all flying to Bergen. The pilot tried to find a favourable wind and while taxing through the water the left float was damaged after contact with a small holm. This holm was not visible despite the low tide. The aircraft managed to taxi back to the shore and the passengers were disembarked. The water was taken out of the float and the aircraft made a fast take-off without passengers and flew to Flatøyen for repairs. A new float could be installed and the aircraft could continue its service for DNL. After some trial flights the aircraft was transferred to Bergen and from July 7, 1935 used on a new DNL-air service called Midnattssolruten (Midnight Sun Air Service), running from Bergen via Ålesund, Molde, Kristiansund, Trondheim, Bodø and Narvik to Tromsø. It operated the 1,260 km long line for four weeks and carried 114 passengers, 1 ton of luggage and 5.8 ton of airmail. At the end of the season DNL wrote that the aircraft was too small for this long service and in 1936 a Junkers Ju-52/3m-See had to take over the service from the W 34hi. The Junkers W 34hi was during the years 1936-1938 used on local routes and the airmail night service from Oslo to Moss and Göteborg.

A special assignment for the Junkers W 34hi was the aerial survey work in the Northern parts of Sweden (Swedish Lapland). Before its departure to Lapland, the aircraft had been used on the airmail service Oslo – Moss – Göteborg in 1938, but on June 26, 1939 Junkers W 34hi, LN-DAB Ternen was transferred from Oslo/Gressholmen to Rolfstangen and Östersund in Sweden. The pilot on this 2 hour and 45 minutes flight was Kaare Friis-Brastad. Mr Schibbye, Mr Skappel, Mr Sørensen and Mr Gripp accompanied him. In the evening the aircraft continued to Arjeplog, where it arrived at 00.05 am after a 2 hours and 10 minutes flight. During the summer months the midnight sun shines all night through, thus making “night” flying rather easy. Between July 5 and 12 it made a number of aerial survey flights. On July 14 Ternen flew from Arjeplog to Jäckvik, Virihaure and Rognan in Norway, where the aircraft made a number of joy ride flights and transported some material. It returned to Arjeplog on July 16 and continued its survey flights. In addition it made joy ride flights in the Arjeplog area. On August 8, it started on its return flight to Oslo. It first flew to Lake Orm and the city of Hammerstadt. On August 9, it flew via Östersund, Lake Silja and Filipstad to Oslo/Fornebu. These flights were the last flights made with the aircraft.

Ternen during the Second World War
On April 9, 1940, the German forces started the occupation of Norway and the Luftwaffe confiscated the entire fleet of the DNL. Some aircraft were transferred to the Deutsche Lufthansa AG, but the Junkers W 34hi, LN-DAB was not taken in use. It was stored at Oslo / Gressholmen, awaiting its repair on the petrol tank. After the hostilities were discontinued, DNL was able to start up a domestic network in co-operation with Deutsche Lufthansa AG. For safety reasons German personnel was added to the Norwegian crews. They were to prevent the Norwegians from fleeing from Norway with the aircraft. The Junkers Ju-52/3m-See were all re-registered with German registrations and used in Norway. In March 1941, after the escape of DNL-pilot Frits Lambrechts, DNL was forced to stop all its activities and German crews now operated all aircraft.

By September 1940 the Junkers W 34hi was out of order due to a damaged petrol tank. An implosion had taken place, destroying the petrol tank and it was not possible to repair the petrol tank in Norway. A letter dated February 10, 1941 from the Nordische Fluggerät GmbH, Abteilung Kjeller Flyfabrik (the military aircraft factory at Kjeller, just north of Oslo had become a subsidiary of Nordische Fluggerät GmbH in Berlin) informed DNL about the possibilities of a repair of the petrol tank of 180 litres. This work could not be done in Norway. The petrol tank should either be replaced or repaired in Germany. Furthermore, the aircraft needed a new longeron, which was ordered from Jfa on January 11, 1940. Jfa confirmed the order on February 26, 1940 (Order number 70 33 23 20/072), but by June 1940 it had still not been delivered.

Our Junkers W 34hi was first stored at Oslo/Gressholmen. On June 4, 1940 DNL requested the Reichsluftfahrtsministerium – RLM in Berlin for war compensation for the confiscated aircraft. The Junkers W 34hi, LN-DAB Ternen was valued at NOK 83,206, excluding spare parts and spare engines. The aircraft had by then flown 2,100 hours and 35 minutes, while its engine (constructor’s number 2556) had operated 1,336 hours and 49 minutes. The Ju Pak-propeller had functioned for 1,029 hours. It was equipped with a Lorenz LB ZEZ receiver. Exactly one month later it was reported that Ternen was stationed at Oslo/Gressholmen. It was later transported to the Flyfabrikk in Horten and was according to eyewitnesses in the late summer or early autumn of 1944 transferred to a scrap yard in Moss. This was after the war confirmed by the works engineer Mr Bratt. He had seen the aircraft partially dismantled at Moss. After the war the search for the aircraft started. First of all the Royal Norwegian Air Force –RNAF was asked to assist in the search of two former DNL-aircraft: one Junkers Ju-52/3m-See, c/n 5751 and the Junkers W 34, c/n 2832. The RNAF informed the 8801 Disarmament Wing of the RAF that it was looking for the aircraft and asked the RAF to check if they had found them.

On October 2, 1945 the DNL-employee Mr J W Brandt visited the mentioned scrap yard in Moss, where he found two fuselages of Junkers Type W-aircraft, but these turned out to be military aircraft. One was marked “Weser, R.M. 065, Baujahr 1937” and the other marked “Junkers W 33, 23328, K.M. 234”). It is however likely that the Norwegian Junkers W 34hi was dismantled at the scrap yard in Moss in 1944 or early 1945. The aircraft has therefore not flown during the Second World War and was not used by the Luftwaffe or Deutsche Lufthansa AG. The Norwegian authorities finally scrapped the aircraft from the Norwegian Air Register on July 13, 1946.