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: Three BMW 132T-2 radial engines, rated at 830 hp each
PERFORMANCE: 168 mph at 2,000 ft
COMMENT: The Junkers Ju 52/3m (nicknamed “Tante Ju”, “Aunt Ju”) was German trimotor transport aircraft manufactured in Germany from 1931 until the end of WW II. In total 4.845 aircraft have been built.
Initially designed with a single engine but subsequently produced as a trimotor, Junkers Ju 53 /3m – suffix “3m” means “Drei Motoren” (three engines) it saw both civilian and military service from mid1930 onwards.
The Ju 52 was similar to the company’s previous Junkers W 33, although larger. Designed in 1930 at the Junkers works at Dessau, Germany, the aircraft’s featured an unusual corrugated duraluminium metal skin, pioneered by Junkers during WW I, strengthened the whole structure.
The Ju 52 had a low cantilever wing, the midsection of which was built into the fuselage, forming its underside. It was formed around four pairs of circular cross-section duralumin spars with a corrugated surface that provided torsional stiffening. A narrow control surface, with its outer section functioning as the aileron, and the inner section functioning as a flap, ran along the whole trailing edge of each wing panel, well separated from it. The inner flap section lowered the stalling speed and the arrangement became known as the “Doppelflügel” ( “double wing”).
The outer sections of this operated differentially as ailerons, projecting slightly beyond the wingtips with control horns. The strutted horizontal stabilizer carried horn-balanced elevators which again projected and showed a significant gap between them and the stabilizer, which was adjustable in-flight. All stabilizer surfaces were corrugated.
The fuselage was of rectangular section with a domed decking, all covered with corrugated light alloy. There was a port side passenger door just aft of the wings, with windows stretching forward to the pilots’ cockpit. The main undercarriage was fixed and divided; some aircraft had wheel fairings, others not. There was a fixed tailskid, or a later tailwheel. Some aircraft were fitted with floats (Junkers Ju 52/3mg5e) or skis instead of the main wheels.
Originally powered by three Pratt & Whitney R-1690 “Hornet” radial engines, later production models mainly received 770 hp BW 132 engines, a license-built refinement of the Pratt & Whitney design. The two wing-mounted radial engines of the Ju 52/3m had half-chord cowlings and in planform view (from above/below) appeared to be splayed outwards, being mounted at an almost perpendicular angle to the tapered wing’s sweptback leading edge (in a similar fashion to the Mitsubishi G3M bomber (Allied code “Betty”) and Short “Sunderland” flying boat; the angled engines on the Ju 52 were intended to make it easier to maintain straight flight should an engine fail, while the others had different reasons). The three engines had either “Townend” ring or NACA cowlings to reduce drag from the engine cylinders, although a mixture of the two was most common, with deeper-chord NACA cowlings on the wing engines and a narrow “Townend” ring on the center engine, which was more difficult to fit a deeper NACA cowl onto, due to the widening fuselage behind the engine. Production Ju 52/3m aircraft flown by Luftwaffe usually used an air-start system to turn over their trio of radial engines, using a common compressed air supply that also operated the main wheels’ brakes.
In service with Lufthansa, the Junkers Ju 52/3m had proved to be an extremely reliable passenger airplane. Therefore, it was adopted by the Luftwaffe as a standard aircraft model and flew as a troop and cargo transport.. The Luftwaffe had 552 Ju 52/3ms in service at the beginning of WW II. Even though it was built in great and production continued until approximately the summer of 1944; when the war came to an end, there were still 100 to 200 aircraft available (Ref.: 24).
TYPE: Fast reconnaissance aircraft, light bomber. Project
ACCOMMODATION: Crew of three
POWER PLANT: Four Mitsubishi Ha-211-II “Kinsai” (“Venus”) radial engines, rated at 1,075 hp each
PERFORMANCE: 481 mph (estimated)
COMMENT: In early 1941, Rikugun Kokugijutsu Kenkyujo (Japanese Army Aerotechnical Research Institute) abbreviated “Kogiken”, formed a design group in order to study Japanese aviation technology in terms of what was possible at present and in the near future.
Of several high-speed reconnaissance aircraft concepts one of the designs was the Kogiken Plan VIII High Speed Reconnaissance aircraft. Including many concepts from Kogiken’s bomber design division, the Plan VIII aircraft was distinguished by its highly aerodynamic design. The cockpit for a crew of three was located at the tip of the fuselage, giving excellent view, and the glazing was flush with the rest of the airframe. Four Mitsubishi Ha-211-II radial engines were to be housed front-to-back in two stream-lined underwing engine nacelles, driving three-bladed tractor- and pusher propellers. Alternatively the Nakajima Ha-45 “Sakae” (“Prosperity”) radial engine, rated at 1,115 hp each could be installed. A tricycle landing gear was provided. The plane had a projected top speed of 481 mph and a maximum range of 1,864 miles. Due to its high speed no armament was provided. The design drawings were completed but although the calculated performance was promising the project was not realized (Ref: 24),
POWER PLANT: Two twin-coupled Rolls-Royce “Merlin” RM.14.SM, rated at 2,200 hp
PERFORMANCE: 360 mph at 15,000 ft
COMMENT: In autumn 1944 the Fairey Corporation was asked to assess the feasibility of adapting its original tandem, twin engine research studies to a new naval strike platform as a replacement of the troublesome Fairey “Spearfish”. The new aircraft was planned for use aboard the new 46,000 t “Malta”-class aircraft carriers then under development and as power units two tandem-coupled engines were proposed: The Rolls-Royce “Tandem Merlin” (Project A) or alternatively the Rolls-Royce “Twin Griffon” (Project B). Either design was intended to be a single-seat aircraft, although there was the possibility for adding a rear compartment for a navigator.
During March 1945, Fairey redesigned the “Project A’s” overall specifications. The plane would still employ the Rolls-Royce “Merlin” twin-coupled power plant, but the new version was streamlined and compacted. The aircraft was a cantilever, mid-wing monoplane, with an all-metal, monocoque fuselage, the centre wing section was built integral with the fuselage and the outer wing panels could be hydraulically folded for carrier operations. It had an internal weapons bay to hold a torpedo, retractable ASV Mk. XV surface search radar mounted behind the bomb bay, contra-rotating propellers, and a stronger outward retracting conventional landing gear with a tailwheel. The cockpit was positioned high above the engine and offered an excellent view for the pilot, the navigators position was behind the cockpit in a separate copula operating a remote-controlled Frazer-Nash FN 95 barbette holding two 12,7 mm M2 Browning machine guns.
With the end of WW II and the upcoming turbojet- and turboprop-engines as well as the cancellation of all orders for new “Malta”-class aircraft carriers the Fairey design was abandoned. Nevertheless, in the post-war period this design influenced the development of the successful carrier-born anti-submarine aircraft Fairey “Gannet” (Ref.: Unicraft, 24).
POWER PLANT: Two Junkers Jumo 004D-1 turbojet engines, rated at 930 kp thrust each
PERFORMANCE: 683 mph at 19.685 ft
COMMENT: The final layout of the Messerschmitt Me 262 “Schwalbe” (“Swallow”) did not come up to all expectations of perfectionist Willy Messerschmitt. He argued that at least the concept of the new revolutionary aircraft is a result of many compromise and need to be improved. One goal is the high speed that can be reached by a turbojet driven aircraft.
Already in 1939 when the first design studies began what later became the Messerschmitt Me 262 Willy Messerschmitt proposed the installation of the turbojet engines into the wing roots in order to reduce drag and save weight. But at that time the plan failed due to the rapid changing dimensions of the first “Sondertriebwerke” (“Exceptional power plants”) as the new turbojet engines are called..
Yet another possibility to reduce drag in high-speed flight was the introduction of swept-back wings. In 1935 Prof. Busemann, an aeronautical research scientist at the aerodynamic institute of the University of Göttingen, discovered the benefits of the swept wing for aircraft at high speeds. He presented a paper on the topic at the Volta Conference at Rome in 1935. The paper concerned supersonic flow only. At the time of his proposal, flight much beyond 300 miles per hour had not been achieved and it was considered an academic curiosity. Nevertheless, he continued working with the concept, and by the end of the year had demonstrated similar benefits in the transonic region as well.
By early 1940 the first precise research findings on swept back wings were available to the German aircraft industry and Messerschmitt proposed in April 1941 to fit up the piston engine driven Messerschmitt Me 262 V1 with a 35 degree swept back wing. Nevertheless, at that time priority was given to the mass-production of the Messerschmitt Me 262 “Schwalbe” (“Swallow”). But with the introduction of this phenomenal aircraft the influence of critical Mach-number (“compressibility”) on subsonic speed became noticeable. In early 1944 research work on development of a high-speed variant of the Messerschmitt Me 262 was done again in three steps as so called “Hoch-Geschwindigkeitsjäger” , suffix “HG” (“High-speed fighter”):
Messerschmitt Me 262 HG I
The leading edge of the inner wing as well as of the vertical tail was increased to 45 degree, the leading edge of the horizontal tail was swept back to 40 degree, a shallow, low-drag cockpit canopy was installed, and the muzzles were faired over.
Messerschmitt Me 262 HG II
A new wing with 35 degree sweep was installed, the engine nacelle was improved, a shallow, low-drag canopy and a butterfly tail-plane was provided.
Messerschmitt Me 262 HG III
Improvements were a new 45 degree swept-back wing, installation of turbojet engines in wing-root, low-drag canopy and swept-back tail-plane.
The last variant was intensively discussed and tested especially the installation of more powerful turbojet engines (Heinkel-Hirth HeS 011). The end of WWII stopped all further work on the Messerschmitt Me 262 HG III (Ref.: 20, 24).
POWER PLANT: One Mitsubishi Toku Ro.3 (KR20) liquid fuel rocket engine, rated at 2,000 kp thrust plus one additional rocket, rated at 750 kp thrust
PERFORMANCE: 559 mph at 32,808 ft
COMMENT: The Mitsubishi Ki-202 “Shūsui-Kai” (translated as “Sharp Sword, improved”) was a direct development of the Mitsubishi Ki-200 “Shusui” rocket-powered interceptor aircraft. None were produced before Japan’s surrender that ended WW II.
In a split from the development of the IJ Navy Mitsubishi J8M “Shusui” and Army’s Mitsubishi Ki-200 “Shusui”, the IJ Army instructed Rikugun Kokugijitsu Kenkyujo (Army Aerotechnical Research Institute) to develop a new design originally based on the German Messerschmitt Me 163 “Komet” (“Comet”), built in Japan as a joint Navy-Army venture.
A fundamental shortcoming of the Messerschmitt Me 163, and all other aircraft based on it, was extremely limited endurance, typically only a few minutes. The Imperial Japanese Navy proposed to improve the endurance of the J8M1 by producing a version with only one cannon, thereby saving weight and space for more fuel, designated J8M2. The Imperial Japanese Army, on the other hand, opted to keep both cannon, but enlarge the airframe to accommodate larger tanks, resulting in the Mitsubishi Ki-202 “Shusui-Kai”, which was to have been the definitive Army version of the fighter. Power was to be supplied by a 2,000 kg thrust delivering Mitsubishi Toku Ro.3 (KR20) rocket motor. An additional rocket engine with reduced thrust was used for cruising speed. Undercarriage was to have been a sprung skid and tail-wheel.
Similar development was done in Germany. The Messerschmitt Me 163 variant Messerschmitt Me 163C had a lengthened fuselage to accommodate larger fuel tanks while the Messerschmitt Me 263 was a complete new design with increased flight endurance (Ref.: 24).
POWER PLANT: One Wright R-1820-62 “Cyclone” radial engine, rated at 1,350 hp
PERFORMANCE: 125 mph
COMMENT: The Curtiss SC “Seahawk” was a scout seaplane designed by the Curtiss Aeroplane and Motor Company for the US Navy. The existing Curtiss SO3C “Seamew” and the Vought OS2U “Kingfisher” were 1937 designs that, by 1942, needed to be replaced.
Work began in June 1942, following a US Navy Bureau of Aeronautics request for scout seaplane proposals. Curtiss submitted the “Seahawk” design on 1 August 1942, with a contract for two prototypes and five service test aircraft awarded on 25 August that year. A production order for 500 SC-1s followed in June 1943, prior to the first flight of the prototypes.
While only intended to seat the pilot, a bunk was provided in the aft fuselage for rescue or personnel transfer. Two 12.7 mm M2 Browning machine guns were fitted in the wings, and two underwing hardpoints allowed carriage of 113 kg bombs or, on the right wing, surface-scan radar. The main float, built by Edo Company was designed to incorporate a bomb bay. But this suffered substantial leaks when used in that fashion, and was modified to carry an auxiliary fuel tank.
The first flight of a prototype XSC-1 took place on February 1944. Flight testing continued through April, when the last of the seven pre-production aircraft took to the air. Nine further prototypes were later built, with a second seat and modified cockpit, designated SC-2; series production was not undertaken.
The first serial production “Seahawks” were delivered on October 1944, to the USS CB-2 “Guam”. All 577 aircraft eventually produced for the Navy were delivered on conventional landing gear and flown to the appropriate Naval Air Station, where floats were fitted for service as needed.
Capable of being fitted with either float or wheeled landing gear, the “Seahawk” was arguably America’s best floatplane scout of WW II. However, its protracted development time meant it entered service too late to see significant action in the war. It was not until June 1945, during the pre-invasion bombardment of Borneo, that the “Seahawk” was involved in military action. By the end of the war, seaplanes were becoming less desirable, with the “Seahawk” being replaced soon afterward by helicopters (Ref.: 24).
POWER PLANT: One Heinkel-Hirth HeS 011A turbojet engine, rated at 1,300 kp thrust plus one Walter HWK 509A-2 liquid-fuel rocket engine, rated between 300 and 1,500 kp thrust
PERFORMANCE: 593 mph (estimated)
COMMENT: In March 1943 the Focke-Wulf design team in Bremen initiated a series of studies for single-seat, single turbo jet powered fighters. “Entwurf 6”, also known as “Projekt VI”, was approved for mock-up construction in February 1944. The designation was later changed to “Projekt VII” and was given the code name “Flitzer“ (“Streaker” or “Dasher”). The design had mid-fuselage mounted wings with moderate sweepback (32 degrees), air inlets in the wing roots, twin booms, a high mounted tail plane and a tricycle landing gear. For high speed interception the single He S 011A turbojet was to be supplemented with a Walter HWK 509 A-2 bi-fuel rocket mounted below the turbojet engine. This arrangement was later revised and the rocket engine was eliminated. Projected armament consisted of two MK 103 30mm cannon or two MK 108 30mm cannon in the lower nose and two MG 151/20 20mm cannon in the wings. The Focke-Wulf “Flitzer”was well advanced in development, a full-size mock-up and some prototype sub-assemblies being completed. The project was eventually abandoned in favor of the Focke-Wulf Ta 183 “Huckebein”. In the meantime this design was in an advanced stage for series production.
POWER PLANT: One Aichi “Atsuka” Type 31 liquid-cooled engine, rated at 1,400 hp
PERFORMANCE: 295 mph at 17,060 ft
COMMENT: To equip the I-400 class submarine aircraft carriers, the Imperial Japanese Navy Air service requested for an attack aircraft with a range of 1,000 mi and a speed of 345 mph. Aichi aircraft company proposed a design on the basis of the Yokosuka D4Y1 “Suisei” that Aichi was already manufacturing under license. The D4Y1 was a relatively small single-engine carrier dive bomber with exceptionally clean lines and high performance. Detailed engineering studies commenced in an effort to modify the “Suisei” for use aboard the I-400 submarines but the difficulties in doing so were eventually judged insurmountable and a completely new design was initiated.
Aichi’s final design, designated M6A1, was a two-seat, low-winged monoplane powered by an Aichi “Atsuka” engine, a license-built copy of the German Daimler-Benz DB 602 liquid-cooled engine. The aircraft was fitted with detachable twin floats to increase its versatility. If conditions permitted, these would allow the aircraft to alight next to the submarine, be recovered by crane and then re-used. The floats could be jettisoned in flight to increase performance or left off altogether for one-way missions. The “Seiran’s” wings rotated 90 degrees and folded hydraulically against the aircraft’s fuselage with the tail also folding down to allow for storage within the submarine’s 11 ft diameter cylindrical hangar.
As finalized, each I-400 class submarine had an enlarged watertight hangar capable of accommodating up to three M6A1s. The “Seirans” were to be launched from an 85 ft compressed-air catapult mounted on the forward deck. A well-trained crew of four men could roll a “Seiran” out of its hangar on a collapsible catapult carriage, attach the plane’s pontoons and have it readied for flight in approximately 7 minutes.
The first of eight prototypes was completed in October 1943, commencing flight testing in November that year. A problem with overbalance of the auxiliary wings was eventually solved by raising the height of the tail fin. Further testing was sufficiently successful for production to start in early 1944. Owing to the reduced carrier submarine force, production of the “Seiran” was halted, with a total of 28 completed. In mid 1945, it was planned to attack the American base at Ulithi Atoll where forces, including aircraft carriers, were massing in preparation for attacks on the Japanese Home Islands. The flotilla departed Japan on 23 July 1945 and proceeded towards Ulithi. On 16 August, the flagship I-401 received a radio message from headquarters, informing them of Japans surrender and ordering them to return to Japan. All six “Seirans” on board the two submarines, having been disguised for the operation as American planes in violation of the laws of war, were catapulted into the sea with their wings and stabilizers folded (for the submarine I-401) or pushed overboard (for the submarine I-400) to prevent capture (Ref.: 24).
POWER PLANT: Two Rolls-Royce “Merlin” 21/22 or 23/24 (left/right) liquid-cooled engine, rated at 1,480 hp each
PERFORMANCE: 399 mph at 21,400 ft
COMMENT: The de Havilland DH.98 “Mosquito” was a British twin-engine shoulder-winged multi-role combat aircraft during WW II. It was one of few operational front-line aircraft of the era whose frame was constructed almost entirely of wood and was nicknamed “The Wooden Wonder”. The “Mosquito” was also known affectionately as the “Mossie” to its crews. Originally conceived as an unarmed fast bomber, the “Mosquito” was adapted to roles including low to medium-altitude daytime tactical bomber, high-altitude night bomber, pathfinder day or night fighter, fighter bomber, intruder, maritime strike aircraft, and fast phot-reconnaissance aircraft.
One fighter-bomber variant was the “Mosquito F.B. Mk XVIII” (sometimes known as the “Tse-tse”) of which one was converted from a F.B. Mk VI to serve as prototype and 17 were purpose-built. The F.B. Mk XVIII was armed with a Molins “6-pounder Class M” cannon: this was a modified QF 6-pounderanti-tank gun fitted with an auto-lader to allow both semi- or fully automatic fire. 25 rounds were carried, with the entire installation weighing 720 kg. In addition, 410 kg of armour was added within the engine cowlings, around the nose and under the cockpit floor to protect the engines and crew from heavily armed U-boats, the intended primary target of the Mk XVIII. Two or four 7.7 mm Browning machine guns were retained in the nose and were used to “sight” the main weapon onto the target.
The Air Ministry initially suspected that this variant would not work, but tests proved otherwise. Although the gun provided the “Mosquito” with yet more anti-shipping firepower for use against U-boats, it required a steady approach run to aim and fire the gun, making its wooden construction an even greater liability, in the face of intense anti-aircraft fire. The gun was sensitive to sideward movement; an attack required a dive from 5,000 ft at a 30° angle with the turn and bank indicator on center. A move during the dive could jam the gun. The prototype was first flown on 8 June 1943.
Although only twenty-seven “Mosquito F.B. XVIII” were produced, they proved particularly efficacious against shipping, submarines and shore installations (Ref.: 24).
POWER PLANT: Two Heinkel-Hirth HeS 011 turbojet engines, rated at 1.300 kp thrust each
PERFORMANCE: 663 mph at 26,250 ft (estimated)
COMMENT: This Focke-Wulf project was submitted by Professor Kurt Tank and his team in late 1944 for a twin-jet fighter which could be used as a fighter, fighter/bomber or long-range fighter, and was to be constructed in contrast to Tanks wooden Focke-Wulf Ta 154 entirely of metal. The RLM number of 250 was assigned to this project, which had previously been held by the land version of the huge Blohm & Voss Bv 238 flying boat.
The fuselage was wide, to accommodate the nose air intake for the twin Heinkel-Hirth He S 011 jet engines that were buried in the rear fuselage. The wings were swept back at 40 degrees, with the main landing gear retracting inboard into the wing. Mounted on a “boom”, the tail unit was set high in order keep it free from jet exhaust. A single pilot sat in a pressurized cockpit located near the nose. Armament consisted of four MK 108 30mm cannon or four MG 213 20mm cannon. Also, a droppable supplemental fuel container of 1000 kg could be carried by the long-ranged fighter variant as well as guided missiles.
Further testing and work would doubtless have been needed on this project, for example, the long air intake would have resulted in a loss of power, but this could have been overcome by using leading edge or wing root air intakes instead. Even though it would have been superior in climb and turning ability than the similar Messerschmitt “Hochgeschwindigkeitsjäger” (“High-speed fighter”) Me262 HG III, but the Focke-Wulf project would have been slower and would have a longer design-to-prototype time than the Me 262 HG III. All design work was ceased in order to concentrate on Focke-Wulf’s Ta 183 “Huckebein” single jet fighter. The information learned during this project’s design was later used in the Focke-Wulf Fw P.011-45 and Fw P.011-47 jet powered night and all-weather fighter projects.
The aircraft shown here is armed with two Henschel “Zitterrochen” (“Crampfish”) radio-controlled anti-ship missiles (Ref.: 17).
Scale 1:72 aircraft models of World War II
Mit der weiteren Nutzung unserer Webseite erklären Sie sich damit einverstanden, dass wir Cookies verwenden um Ihnen die Nutzerfreundlichkeit dieser Webseite zu verbessern. Weitere Informationen zum Datenschutz finden Sie in unserer Datenschutzerklärung.