Brief description: This picture gallery contains aircraft models of World War II on a scale 1:72 as injection moulded, resin- and vacu- formed kits as well as home-made conversions.
Here, you will find photos of aircraft models of World War II on a scale 1:72. e.g. those of the United States Army Air Force (USAAF), the United States Navy (USN), the Royal Air Force (RAF), the Royal Navy (RN) , the Japanese Imperial Air Army Force (IAAF), the Japanese Imperial Navy Air Force (INAF), the German Air Force (Luftwaffe, GAF) and the Air Force of the Soviet Union. Within these branches of the services you can select between fighters, fighter-bombers, bombers, trainers etc. Also you can select projects, designed on the drawing board as well as post-war developments, whose origin dated back into the time of WW II.
Important notice: Among the aircraft models shown here there are many aircraft from the former German Air Force (Deutsche Luftwaffe). They all show the swastika as a national symbol of that time. I would like to point out that this is not a political statement, but rather a source of historical information on the types of aircraft flown by the German Luftwaffe before and during the Second World War. It is to be taken as a reference for all aviation enthusiasts, and not taken as an expression of any sympathy for the Nazi regime or any Neo-Nazi or Right wing hate Groups.
I have built all these models just for fun and never, it has been my intention to show them anybody or to present them at a show. Over the years more then 1.500 models have emerged, and many more kits have not been completed yet, or are still waiting for the finish or the last little detail.
POWER PLANT: One de Havilland ‘Goblin’ 3 centrifugal turbojet engine, rated at 1,500 kp
PERFORMANCE: 548 mph
COMMENT: The de Havilland ‘Vampire’ was a British turbojet fighter developed and manufactured during the WW II to harness the newly developed turbojet engine. The ‘Vampire’ entered service with the RAF in 1945 and was the second jet fighter, after the Gloster ‘Meteor’, operated by the RAF, and its first to be powered by a single jet engine. After Air Ministry specification E.6/41 was raised to provide official support for two prototypes of the jet fighter, design work on the DH.100 began at the de Havilland works in mid-1942, two years after the ‘Meteor’. Originally named the ‘Spider Crab’, the aircraft was entirely a de Havilland project, exploiting the company’s extensive experience in building with moulded plywood for aircraft construction. Many of the basic design features were first used in their famous ‘Mosquito’ fast bomber. It had conventional straight mid-wings and a single jet engine placed in an egg-shaped, aluminum-skinned fuselage, exhausting in a straight line. Armament was four 20mm Hispano Mk V cannon under the nose, with air brakes in the wings to slow the aircraft so as to be able to get into a firing position behind slower aircraft – a feature also incorporated in the ‘Meteor`. The Vampire was considered to be a largely experimental design due to its unorthodox arrangement and the use of a single engine, unlike the Gloster ‘Meteor’ which was already specified for production. The low power output of early jet engines meant that only twin-engine aircraft designs were considered practical; but as more powerful engines were developed, particularly Halford’s H.1 (later known as the ‘Goblin’), a single-engined jet fighter became possible. De Havilland were approached to produce an airframe for the H.1, and their first design, the DH.99, was an all-metal, twin-boom, tricycle undercarriage aircraft armed with four cannon. The use of a twin boom kept the jet pipe short, avoiding the power loss of a long pipe that would have been needed in a conventional fuselage. The DH.99 was modified to a mixed wood-and-metal construction in light of Ministry of Aircraft Production recommendations, and the design was renumbered to DH.100 by November 1941. The first prototype made its maiden flight on September 1943, only six months after the ‘Meteor’s’ maiden flight. The first Vampire flight had been delayed due to the need to send the only available engine fit for flight to America to replace one destroyed in ground engine runs in Lockheed’s prototype XP-80. The production Vampire Mk I did not fly until April 1945, with most being built by English Electric Aircraft factories due to the pressures on de Havilland’s production facilities, which were busy with other types. Although eagerly taken into service by the RAF, it was still being developed at war’s end, and never saw combat in the Second World War (Ref.: 24).
POWER PLANT: One Hirth HM 60 four cylinder inverted air-cooled in-line piston engine, rated at 80 hp, driving a four-bladed pusher propeller via an extension shaft
PERFORMANCE: 137 mph
COMMENT: The Göppingen Gö 9 was a research aircraft built to investigate the practicalities of powering a plane using a pusher propeller located far from the engine and turned by a long driveshaft. In 1937, Claudius Dornier observed that adding extra engines and propellers to an aircraft in an attempt to increase speed would also attract a penalty of greater drag, especially when placing two or more engines within nacelles mounted on the wings. He reasoned that this penalty could be minimized by mounting a second propeller at the rear of an aircraft. In order to prevent tail-heaviness, however, the engine would need to be mounted far ahead of it. Dornier patented this idea and commissioned a test plane to evaluate it. This aircraft was designed by Dr. Hütter as a 40% sized, scaled-down version of the Dornier Do 17 ‘Fast bomber’ fuselage and wing panels without the twin-engine nacelles, and built by Schempp-Hirth at Wüsterberg. The airframe was entirely of wood and used a retractable tricycle landing gear – one of the earliest German airframe designs to use such an arrangement. Power was supplied by a Hirth HM 60 inverted, air-cooled inline four-cylinder engine mounted within the fuselage near the wings. Other than the engine installation, the only other unusual feature of the aircraft was its all-new, full four-surface cruciform tail, which included a large ventral fin/rudder unit of equal area to the dorsal surface. This fin incorporated a small supplementary tail-wheel protruding from the ventral fin’s lower tip that assisted in keeping the rear-mounted, four-blade propeller away from the ground during take-off and landing. The Gö 9 carried the civil registration D-EBYW. Initially towed aloft by a Dornier Do 17, flight tests began in June 1941, but later flights operated under its own power. The design validated Dornier’s ideas, and he went ahead with his original plan to build a high-performance aircraft with propellers at the front and rear, producing the Dornier Do 335 ‘Pfeil’ (‘Arrow’) the fastest fighter aircraft in service during WW II. The eventual fate of the Gö 9 is not known (Ref.: 24)
POWER PLANT: Two Menasco C6S-1 ‘Buccaneer’ air-cooled engines, rated at 275 hp each
PERFORMANCE: 258 mph
COMMENT: The Northrop N-9M was considered an approximately one-third scale, 60-ft span all-wing aircraft used for the development of the full size, 172-ft wide Northrop XB-35 and YB-35 flying wing long-range, heavy bomber. On October 1941, the preliminary order for development of the B-35 Flying Wing bomber was confirmed, including engineering, testing, and most importantly a 60 ft (18 m) wingspan, one-third scale aircraft, designated N-9M. It was to be used in gathering data on flight performance and for familiarizing pilots with the program’s radical, all-wing design. The first N-9M was ordered in the original contract, but this was later expanded to three test aircraft in early 1943. A fourth was ordered a few months later after a crash of the first N-9M destroyed that airframe; this fourth N-9M incorporated various flight test-derived improvements and upgrades, including different, more powerful engines. The four aircraft were designated N-9M-1, -2, -A, and -B, respectively. The N-9M framework was partially constructed of wood to reduce its overall weight. The wings’ outer surfaces were also skinned with strong, specially laminated plywood. The central section (roughly equivalent to the fuselage) was made of welded tubular steel. The first flight of the N-9M occurred on 27 December 1942. During the next five months, 45 flights were made. Nearly all were terminated by mechanical failures of one sort or another, the Menasco engines being the primary source of those problems. After roughly 22.5 hours of accumulated flight time, the first N-9M crashed on 19 May 1943. Northrop’s Flying Wing bomber program was canceled in mid 1944, and all remaining N-9M flight test aircraft, except for the final N-9MB, were scrapped (Ref. 24).
POWER PLANT: One Walter HWK 509A-2 liquid-fueled rocket, rated at 1,700 kp
PERFORMANCE: 503 mph
COMMENT: In mid 1944 the RLM called for proposals of a small, cheap, easy to build, reusable short-range, high speed interceptor in the context of the ‘Miniaturjägerprogramm’ (Miniature fighter program). Aircraft companies such as Bachem, Focke-Wulf, Heinkel, Junkers and Messerschmitt submitted proposals: Bachem Ba 349 ‘Natter’ (‘Grass Snake’), Focke-Wulf Fw ‘Volksjäger’, (‘People Fighter’), Heinkel He P.1077 ‘Julia’, Junkers EF 126 ‘Lilli’, Junkers EF 127 ‘Walli’ and Messerschmitt the designs Me P.1103 and Me P.1104, each in several variants. The Messerschmitt Me P.1104/II design was a simple wooden construction with a cylindrical fuselage, the wings were shoulder-mounted and un-swept so as the tail-plane. Power was provided by a Walter HWK 509A-2 liquid-fuel rocket engine with a main combustion chamber of 1.700 kp thrust and a smaller cruising chamber of 300 kp thrust. The pilot was in a conventional seated position, the armament consisted of one single MK 108 30 mm cannon beneath the cockpit. For take-off the fighter was positioned on a trolley so as the Messerschmitt Me 163 ‘Komet (‘Comet’) that was jettisoned when the aircraft was airborne. The tiny plane was towed by a Messerschmitt Me 109G or Messerschmitt Me 262A-1 towards the enemy, released when in attack position and ignited the rocket motor. After attack the aircraft glided back to its base and landed on retractable skids. As with projects of other companies all work was cancelled in favour of the Bachem Ba 349 ‘Natter’ (Ref.: 17, 20)
POWER PLANT: Two Junkers Jumo 004C turbojet engines, rated at 980 kp each and one Walter HWK 509S-2 liquid-fueled rocket engine, rated at 1,700 kp
PERFORMANCE: 510 mph at 32,800 ft
COMMENT: The major disadvantage displayed by the ‘Heimatschützer I’ had been the strict limitation imposed on J2 tankage (for the Jumo 004 turbojet engines) by the internally mounted rocket motor, and the need to use some of the available tankage for its propellants. The Messerschmitt Me 262C-3a ‘Heimatschützer IV’, therefore, had a Walter R II-211/§ rocket motor slung beneath the fuselage with ‘C-Stoff’ and ‘T-Stoff’ tanks mounted on modified bomb carriers immediately ahead of the power plant. The rocket motor was jettisonable, and was to be dropped by parachute after the fuel had been consumed. Fuel was fed to the power plant by means of a flexible line, but difficulties were encountered with the fuel feed as a level of tanks was slightly below that of rocket combustion chamber, and these had not been resolved when further work on the Messerschmitt Me 262C-3a ‘Heimatschützer IV’ terminated.
Another ‘Heimatschützer’, the Messerschmitt Me 262C-3 ‘Heimatschützer III’ was a proposed version of the basic Me 262A-1a with Junkers Jumo 004 turbojet engines replaced with Walter HWK RII-211 liquid-fueled rocket engines (Ref.: 7).
POWER PLANT: One Walter HKW 509A-1 liquid-fueled rocket, rated at 1,600 kp
PERFORMANCE: 435 mph
COMMENT: : In 1944, according to the RLM’s ‘Miniaturjägerprogramm’ (Miniature fighter program) the Messerschmitt Me P.1103/III was designed as a small, cheap, easy to build, short-range, high speed interceptor fighter. Competitors were Focke-Wulf Fw ‘Volksjäger’, Junkers EF 126 ‘Lilli’, Junkers EF 127 ’Walli’ and Bachem Ba 349 ‘Natter’. Construction was to be simple, the airframe mainly built from wood. The wings were mid-mounted and un-swept so as the tail-plane. For take-off the fighter set on a simple pair of wheels and a front skid. Both were jettisoned when the aircraft was airborne. The tiny plane was towed by a Messerschmitt Me 109G or Messerschmitt Me 262A-1 towards the enemy, released when in right position and ignited the rocket motor. After attack the aircraft glided back to its base and landed on retractable skids. All design work was cancelled in favour of the Bachem Ba 349 ‘Natter’ (Ref.: 17).
POWER PLANT: Two Rolls-Royce ‘Merlin’ 130/131 liquid-cooled engines, rated at 2,030 hp each
PERFORMANCE: 472 mph at 22,000 ft
COMMENT: The de Havilland D.H.103 ‘Hornet’ was perhaps the most graceful twin-engined monoplane to be produced by any combatants during WW II. The experience gained by the company with the de Havilland ‘Mosquito’, coupled with a need for a long-range, single-seat fighter for the use in what appeared likely to be a prolonged island-hopping in the South Pacific against the Japanese, led to the design of an unusual clean ’Merlin’-powered aircraft. The first prototype D.H.103, officially to be named ‘Hornet’, was flown on July 1944. Production of sixty ‘Hornet’ F.1s was commenced late in 1944, and the first aircraft off the line flew on February 1945. The prototypes of the ‘Hornet’ had achieved the phenomenal speed of 485 mph and with full operational equipment the production ‘Hornet’ F.1 was only a shade slower at 472 mph. The ‘Hornet’ was too late to see operational service during WW II, however, the first squadron, No 64, re-equipped early in 1946. A conversion of the ‘Hornet’ F.1 initiated before the end of war was the navalisation of two machines for use on carriers. Equipped with folding wings, these aircraft were named ‘Sea Hornet’ (Ref.: 12)
POWER PLANT: Two BMW 003R units, each of which comprised a BMW 003A turbojet engine, rated 800 kp and a BMW 718 bi-fuel rocket motor rated at 1.230 kp
PERFORMANCE: 510 mph at 32,800 ft
COMMENT: The second rocket-boosted development, the Messerschmitt Me 262C-2b ‘Heimatschützer II’ (‘Home Protector II’), also converted from a Messerschmitt Me 262A-1a, made its sole test flight in March 1945. The Me 262C-2b was powered by two BMW 003R units each of which comprised a BMW 003 A turbojet and a BMW 718 liquid-fuel rocket motor. The arrangement of the fuel tanks was similar to that of the Messerschmitt Me 262C-1a except that “S-Stoff’ occupied the forward main tank and ‘R-Stoff’ was housed by the aft auxiliary tank. The BMW 718 rocket motor was highly temperamental, and although some 50 bench runs were made with the complete BMW 003R unit, on several occasions the rocket component blew up and burned fiercely. Only one flight with the sole Messerschmitt Me 262C-2a ‘Heimatschützer II’ under full power was made. Further work concentrated on the Messerschmitt Me 262C-3b ‘Heimatschützer IV’. However, the aircraft shown here could be attached to the ISS 1 (Industrie Schutz Staffel 1 (Industry Protection Squadron) —- assumed of serial production (Ref.: 7).
POWER PLANT: One Nakajima Ha.35/21 air-cooled radial engine, rated at 1.130 hp
PERFORMANCE: 320 mph at 19,680 ft
COMMENT: Combat experiences with the Ki-43-I dictated a number of changes in the design of the aircraft that led to the development of the Nakajima Ki-43-II-KAI. It entered service in summer 1943 and served over every theatre to which the JAAF was committed. The Ki-43-II-KAI was capable to out-maneuvering every Allied fighter it encountered and its element was dog-fighting, but the Lockheed P-38 ‘Lightning’, the Republic P-47 ‘Thunderbolt’ and the north American P-51 ‘Mustang’ could all out-dive and out-zoom the Japanese fighter which could not withstand the greater firepower of the Allied types, frequently disintegrating in the air when hit. More than 5.000 Ki-43-II ‘Hayabusa’ were built by Nakajima and Tachikawa (Ref.: 13)
POWER PLANT: Two Junkers Jumo 004C-1 turbojet engines, rated at 980 kp and one Walter HWK 509A-1 liquid-fueled rocket engine, rated at 1,600 kp
PERFORMANCE: 535 mph at 26,250 ft
COMMENT: Early in 1945, considerable importance was attached to the rapid development of rocket-boosted ‘Heimatschützer’ (‘Home Protector’) versions of the Messerschmitt Me 262 capable of climbing to intercept altitude with extreme rapidity. The first of these, the Messerschmitt Me 262C-1a ‘Heimatschützer I’ converted from a Me 262A-1a, was flown for the first time on February 27, 1945. The Me 262C-1a had a Walter bi-fuel rocket motor mounted in the extreme rear of the fuselage. Tanks for the ‘T-Stoff’ and ‘C-Stoff’ for the rocket engine and the fuel tanks for the turbojet engines were located in the fuselage. Although the rocket motor did reduce the take-off run of the Me 262C-1a, its primary function was to boost climb rate. Once started the rocket motor provided full power for three minutes which was sufficient to push the Me 262C-1a to an altitude of 26,250 ft. From a standing start an altitude of 38,400 ft could be reached in 4.5 min. Four flight tests were completed before development of this ‘Heimatschützer’ was discarded in favor of the Messerschmitt Me 262C-3 ‘Heimatschützer IV’. One Messerschmitt Me 262C-1a only was built, but the aircraft shown here could be attached to the JV 44 (Jagd Verband, Pursuit Unit) —- assumed of serial production (Ref.: 7).