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 Wright R-2600-20, rated at 1,900 hp
PERFORMANCE: 276 mph at 16,500 ft
COMMENT: To meet the growing production requirements, General Motors Corporation was asked to establish a second source for Grumman TBF-1 “Avengers” at its Eastern Aircraft division, already building the Grumman F4F “Wildcats”. The first contract was placed on March 1942, and deliveries began in November of the same year, this version being designated TBM-1. Grumman production continued until early 1944, with a total of 2,290. These were primarily of the TBF-1 or TBF-1C version. Eastern produced 2,882 TBM-1 and later went on to build 4,664 more powerful and improved TBM-3s (Ref.: 1).
The escort aircraft carrier CVE-106 “Block Island II” was laid down and launched as CVE-106 “Sunset Bay”. On July 1944 she was renamed “Block Island II” in honor of CVE-21 “Block Island I”, sunk by German submarine in June 1944.
POWER PLANT: One Daimler-Benz DB 603G liquid-cooled engine, rated at 1,900 hp
PERFORMANCE: 416 mph at 19,685 ft
COMMENT: Despite the total failure of the Messerschmitt Me 209 V4 and the disappointing performance of the Messerschmitt Me 309, the Messerschmitt design bureau was still determined to provide the successor of the Messerschmitt Me 109 in the Luftwaffe’s fighter arm and a competitor for Focke-Wulf’s Fw 190D and Ta 152 fighters. It was realized that no useful purpose could be served in attempting any further development of the original Messerschmitt Me 209, and it was decided, therefore, to produce an entirely new fighter design which, in order to accelerate development and subsequent production, was to use a large proportion of standard Me 109 components. The new fighter was designated Messerschmitt Me 209-II and was, in fact, a modernized, more powerful Me 109 and employed sixty-five per cent of the earlier fighter’s components. The Me 209-II adopted an exceptionally wide-track, inward retracting undercarriage. Another major change was the installation of a Daimler-Benz DB 603G with an annular radiator. Overall wingspan was substantially increased and the vertical tail surfaces were enlarged. The prototype for the Me 209-II, the Me 209 V5 (A-1), was flown for the first time on November and tests revealed that the aircraft processed an excellent performance and overcame most of the Me 109’s shortcomings. Shortages of the DB 603G engine resulted in a demand for the installation of the Junkers Jumo 213E liquid-cooled engine. Designated Me 209A-2 flight trials began in December 1943. By this time, however, the Focke-Wulf Fw 190D-9 was entering service and this fighter had a speed advantage of some 30 mph at altitude, and as the introduction of the Me 209-II would disrupt fighter deliveries at a critical phase of the air war, it was decided to discontinue the development of the Messerschmitt design (Ref.: 11).
POWER PLANT: One Mitsubishi MK4R-A Kasei 23a radial engine, rated at 1,800 hp
PERFORMANCE: 365 mph at 17,390 ft
COMMENT: The Mitsubishi J2M “Raiden” was a single-engine land-based fighter aircraft used by the Imperial Japanese Navy Air Force in World War II. The Allied reporting name was “Jack”. The J2M was designed to be a strictly local-defense interceptor, intended to counter the threat of high-altitude bomber raids, and thus relied on speed, climb performance, and armament at the expense of maneuverability. The J2M was a sleek, but stubby craft with its over-sized Mitsubishi Kasei engine buried behind a long cowling, cooled by an intake fan and connected to the propeller with an extension shaft.
Teething development problems stemming from the Kasei engine cooling system, and the main undercarriage members led to a slowdown in production. The first few produced J2M2s were delivered to the development units in December 1942 but severe problems were encountered with the engines. Trials and improvements took almost a year and the first batch of the serial built J2M2 was delivered in December 1943. Parallel with the J2M2, production of the J2M3 “Raiden” started. The first J2M3s appeared in October 1943 but deliveries to combat units started at the beginning of February 1944.The “Raiden” made its combat debut in June 1944 during the Battle of Philippine Sea. Several J2Ms operated from Guam and Saipan and a small number of aircraft were deployed to the Philippines.
Primarily designed to defend against the Boeing B-29 “Superfortress”, the lack of a turbocharger handicapped the aircraft at high altitude. However, its four-cannon armament supplied effective firepower and the use of dive and zoom tactics allowed it to score occasionally. Insufficient numbers and the American switch to night bombing in March 1945 limited its effectiveness (Ref.: 24).
POWER PLANT: Two Pratt & Whitney R-2800-27 “Double Wasp” radial engines, rated at 2,000 hp each
PERFORMANCE: 355 mph
COMMENT: The Douglas A-26 “Invader” was Douglas Aircraft’s successor to the A-20 “Havoc”, in British service known as Douglas “Boston”, and was one of the most successful and widely operated types flown by Allied air forces in World War II. It was a twin-engine light bomber and ground attack aircraft, was fast and capable of carrying twice its specified bomb load.
A re-designation of the type from A-26 to B-26 led to confusion with the Martin B-26 “Marauder”, which first flew in November 1940, about 16 months before the Douglas design’s maiden flight. Although both types were powered by the widely used Pratt & Whitney R-2800 “Double Wasp” eighteen-cylinder, double-row radial engine, they were completely different and separate designs. Roughly 5,300 Martin “Marauders”, originated in 1939, were produced twice as many in comparison to the Douglas design.
The Douglas XA-26 prototype first flew on July 1942. Flight tests revealed excellent performance and handling, but problems with engine cooling led to cowling changes and elimination of the propeller spinners on production aircraft. Repeated collapses during testing led to strengthening of the nose landing gear. The Douglas A-26 was originally built in two different configurations. The A-26B had a gun nose housed six to eight .50 caliber machine guns, officially termed the “all-purpose nose”, later commonly known as the “six-gun nose” or “eight-gun nose”. The A-26C’s “glass” nose, officially termed the “Bombardier nose”, contained a Norden bombsight for medium altitude precision bombing. The A-26C nose section included two fixed M-2 guns, later replaced by underwing gun packs or internal guns in the wings.
After about 1,570 production aircraft, three guns were installed in each wing, coinciding with the introduction of the “eight-gun nose” for A-26Bs, giving some configurations as many as 14 .50 in machine guns in a fixed forward mount. The A-26C nose section could be exchanged for an A-26B nose section, or vice versa, in a few man-hours, thus physically changing the designation and operational role. The “flat-topped” canopy was changed in late 1944 after about 820 production aircraft, to a clamshell style with greatly improved visibility. Alongside the pilot in an A-26B, a crew member typically served as navigator and gun loader for the pilot-operated nose guns. In an A-26C, that crew member served as navigator and bombardier, and relocated to the nose section for the bombing phase of an operation In most missions, a third crew member in the rear gunner’s compartment operated the remotely controlled dorsal and ventral gun turrets, with access to and from the cockpit possible via the bomb bay only when that was empty (Ref.: 24).
POWER PLANT: Two Daimler-Benz DB 603 B liquid-cooled engine
PERFORMANCE: 426 mph
COMMENT: In February 1942 severe problems became obvious with the new twin-engine Messerschmitt Me 210, successor of the aging Messerschmitt Me 110. Due to longitudinal instability and lack of performance the series production was stopped and switched back to the inadequately Me 110. So Messerschmitt was forced to redesign the aircraft by lengthening the fuselage and adding more powerful engines what finally became the Messerschmitt Me 410. In the meantime a search was begun on a new design for a twin-engine heavy fighter.
Since beginning of 1939 Prof. A. Lippisch and his design staff was part of the Messerschmitt Company and was well known for many advanced and unorthodox projects. Among these was a design study, the Lippisch LiP.10, a fast, tailless, twin-engine bomber that incorporated many parts of the unsatisfactory Me 210. Independent to this Dr. Wurster from Messerschmitt’s design team was working on a similar project that officially was designated Messerschmitt Me 329. This aircraft was of tailless design and was to be constructed mainly from wood. This would save on strategic materials and keep the weight lower. The large area wing was swept back at approximately 26 degrees, and two Daimler-Benz DB 603 engines were buried in the wings, each driving a 3.4 m four-bladed pusher propeller. A large fin and rudder was mounted at the rear and a tricycle landing gear was provided. Other advanced touches included the pilot and navigator sitting tandem in a broad bubble canopy and a remote-controlled rear gun in the tail aimed via a periscope system from the cockpit. Performance comparison between the Lippisch Li P.10, the Me 329 and the Me 410 showed that the improvement of the Me 329 over the Me 410 was marginal. So development received a low priority, and while a full-scale glider mock-up was tested in the winter of 1944/5, work on the project was cancelled shortly after (Ref.: 16, 17).
POWER PLANT: Two Mitsubishi Ha-104 radial engines, rated at 1,900 hp each
PERFORMANCE: 324 mph at 19,980 ft
COMMENT: In early 1943 the Mitsubishi Ki-67 heavy bomber then undergoing flight trials had proved that despite its size and weight it was fast and manoeuvrable. Consequently it was suggested that the Ki-67 be used as a basis for a hunter-killer aircraft. The project received the designation Ki-109 and two versions were built. The Ki-109a, nick-named “Killer”, was to mount in the rear fuselage two oblique-firing 37 mm Ho-203 cannon while the Ki-109b, the “Hunter”, was to be equipped with radar and a 40 cm search light. However, soon thereafter, the project was redirected and a standard 75 mm Type 88 anti-aircraft cannon was to be mounted in the nose. It was hoped that with this large cannon the aircraft could be able to fire on the Boeing B-29s while staying well out of range of their defensive armament. As the authorities anticipated that, initially at least, the B-29s would have to operate without fighter escort, the project was found sound and feasible and Mitsubishi were instructed in early 1944 to begin designing the aircraft which retained the Ki-109 designation.
Ground and inflight test firing of the heavy gun were sufficiently successful and an initial order of 44 aircraft was placed. Fifteen shells were carried for the 75 mm Type 88 cannon which were hand-loaded by the co-pilot, and the sole defensive armament consisted of a flexible 12.7 mm machine-gun in the tail turret. The rest of the airframe and the power plant were identical to those of the Ki-67. Despite the lack of high-altitude performance the Ki-109 was pressed into service, but, by the time enough aircrafts were on hand, the B-29s had switched to low-altitude night operations. A total of 22 Ki-109s were built by Mitsubishi Jukogyo K.K. (Ref.: 1).
POWER PLANT: Two Pratt & Whitney R-2800-65 “Double Wasp” radial engines, rated at 2,000 hp each
PERFORMANCE: 376 mph at 17,000 ft
COMMENT: In autumn 1944, two Northrop P-61B “Black Widow” night fighters were extensively modified in an attempt to improve the performance and to extend the long-range in order to use these aircraft as long-range escort fighters. Designated XP-61E the fuselage decking was cut flush with the wing to allow a large blown canopy to be fitted. The center and aft section of the fuselage nacelle housed additional fuel tanks and the nose radar was supplanted by four machine guns. The XP-61E’s were tested in the early month of 1945 but the second was lost in an accident on April 1945 and in view of the changing course of the war, further development of the “Black Widow” in this role as long-range escort fighter was abandoned. The first and remaining prototype was converted to the XF-15 “Reporter”, a long-range photo-reconnaissance aircraft, tested after the war. Due to the on-coming new turbojet powered aircraft a production order never was placed (Ref.: 9).
POWER PLANT: One Heinkel-Hirth HeS 011 turbojet engine, rated at 1,300 kp
PERFORMANCE: 618 mph
COMMENT: In winter 1944/1945, the Messerschmitt Project Bureau was intensively working on several advanced turbojet powered interceptor aircraft superior to the now in service acting Me 262. Besides projects such as Me P.1110/I, Me P.1110/II, Me P. 1110 “Ente”, and Me P. 1112 was the Me P.1111 jet fighter/interceptor. The innovative design was as an improvement to the Messerschmitt Me P.1110 “Ente” (“Duck”). It was a tailless aircraft with the wings swept back at 45 degrees, being of near-delta shape. There was a single sweptback vertical fin and rudder. The cockpit was pressurized, fitted with an ejection seat and had a fairing extending to the base of the fin. The planned power plant was a Heinkel-Hirth HeS 011 turbojet engine, armament consisted of four MK 108 30mm cannon with 100 rounds each, two in the wing roots and two in the nose. The collapse of the “Third Reich” a few months later stopped all further work but data were transferred to the United Kingdom and influenced the post -war development of the de Havilland DH 108 “Swallow” (Ref.: 17).
POWER PLANT: Two Mitsubishi Ha 42 twin-engines, rated at 2,400 hp each
PERFORMANCE: 346 mph
COMMENT: The Mitsubishi G7M was basically a derivative of the most famous Mitsubishi G4M Navy attack bomber. It was originally designed as a long range, strategic bomber able to carry a greater payload over a longer distance. To meet these requirements a four-engine design was favored.
When detailed information about the German Heinkel He 177 became available – a four-engine heavy bomber with dive-bombing capability, powered by two H-engines twinned together in one nacelle on each side thus reducing drag – the G7M design was changed in that manner. Germany promised to deliver the needed machinery to produce the H-engines under license. Other features of the Heinkel design were incorporated, too, such as the glazed nose, four-blade propellers, and a similar tail plane. In contrast the Mitsubishi design used a tricycle landing gear system. The ongoing war situation made it impossible to import the German H-engines as well as the tools for production and the design was changed again to a four-engine bomber but the end of the hostilities stopped all further work (Ref.: 24).
POWER PLANT: Two Junkers Jumo 004 turbojet engines, rated at 900 kp each or one Heinkel-Hirth HeS 011 turbojet engine, rated at 1,300 kp
PERFORMANCE: No data available
COMMENT: This project became known through a sketch which was published in France after WW II. Probably it dates back to 1942 and suggests a possibility of the”… installation of a radial turbojet engine”. A later well-known drawing suggests that there were two configurations of the same design, the “Zerstörer-Projekt I and II”. In both the air intakes as well as the tail assembly was different. Apparently, it was planned to utilize two Junkers Jumo 004 turbojets or one Heinkel HeS 011 engine. In “Zerstörer-Projekt I” the air intake for the turbojet engines were positioned in the wing roots and the tail plane was swept sharp forward and in “Zerstörer-Projekt II” it was swept back so as the wings. Also the turbojet engine was fed by an air intake located on each side of the fuselage under the wings. To extend range, plans were made to mount two 300 liter auxiliary wingtip fuel tanks. Two Mk 108 30mm cannon were installed in the nose part. The design was not pursued (Ref.: 16, 17).