POWER PLANT: Two Junkers Jumo 205C-4 liquid-cooled diesel engines, rated at 605 hp each
PERFORMANCE: 155 mph at sea level
COMMENT: In 1934, the Dornier Flugzeugwerke started development of a new twin-engined flying boat to replace the Dornier Do J “Wal“ (Whale) in both military (Do 16) and civil (Do JI and Do J II) roles. The resultant design, Do 18 retained the layout of the “Wal”, with a metal hull fitted with distinctive stabilizing sponsons, and powered by two engines above the wing in a push-pull layout, but was aerodynamically and hydrodynamically more efficient. It was planned to be powered by two of the new Junkers Jumo 205 diesel engines. Although heavy, these promised to give much lower fuel consumption than conventional petrol engines of similar power.
The Do 18G, 62 units built, was an improved version, powered by two 880 hp Jumo 205D engines, armed with a 13 mm MG machine gun in the bow, and a 20 mm MG 151 cannon in a power-operated dorsal turret.
In German Luftwaffe service, the Dornier Do 18G was obsolete by the outbreak of World War II, but – as the only military flying boat – 62 (58 serviceable) aircraft in five squadrons were in use mainly on North Sea reconnaissance missions. In 1940 some squadrons changed their base to Norway. The vulnerable and underpowered flying boat was soon relegated to training and the air/sea rescue role. In the middle of 1941, only one squadron was still operational on Do 18. The Blohm & Voss Bv 138 had superseded the Dornier Do 18G.
A Dornier Do 18G was the first German aircraft to be shot down by British aircraft during the war, when one of a formation of three was caught over the North Sea by nine Fleet Air Arm Blackburn “Skua” fighter bombers of 803 Naval Air Squadron flying from HMS “Ark Royal” on 26 September 1939 (Ref.: 24).
TYPE: Reconnaissance, transport and training flying boat
ACCOMMODATION: Crew of two to four plus 8-10 passengers or equivalent freight
POWER PLANT: Two BMW VI liquid-cooled engines, rated at 700 hp each
PERFORMANCE: 143 mph
COMMENT: The Dornier Do J “Wal” (“Whale”) was a twin-engine German flying boat of the 1920s designed by Dornier Flugzeugwerke. The Do J had a high-mounted strut-braced monoplane wing with two piston engines mounted in tandem in a central nacelle above the wing; one engine drove a tractor and the other drove a pusher propeller. The hull made use of Claudius Dornier’s patented sponsons on the hull’s sides.
The Do J made its maiden flight on November, 1922. The flight, as well as most production until 1932, took place in Italy because of the restrictions on aviation in Germany after World War I under the terms of Treaty of Versailles. Dornier began to produce the “Wal” in Germany in 1931; production went on until 1936. The Dornier J I and its variant J II “Wal” were some of the most famous flying boats of the periods between the world wars.
A military version was the Dornier Do J II d and was in service with the German Luftwaffe as Dornier Do 16 “Militärwal” (“Military Whale”) according to the aircraft designation system of 1934 by the ReichsLuftsfahrtMinisterium (Reich Air Ministry, RLM). It was used as a reconnaissance and transport aircraft. A crew of two to four rode in an open cockpit close to the nose of the hull. There was one machine gun position in the bow in front of the cockpit and one or two amidships. Some 30 Dornier Do 16 “Militärwal” being delivered for the Luftwaffe in 1935. Eventually these were replaced by the Dornier Do 18 and the “Militärwal” was relegated to training roles.
Note: In many publications the Dornier J II d “Military Whale” is cited as Dornier Do 15. So done on my website, too, (but now corrected). The proper designation is Dornier Do 16 (Ref. 24).
POWER PLANT: Four Junkers Jumo 205D liquid-cooled, opposed-piston diesel engine, rated at 880 hp each
PERFORMANCE: 208 mph
COMMENT: The elegant Dornier Do 26, sometimes referred to as the “most beautiful flying-boat ever built”, was of all-metal construction. Originally designed as a civilian transport aircraft for the “Deutsche Lufthansa”, the few aircraft built before and immediately at the beginning of WW II were pressed into military service at the outbreak of the war in Europe.
The hull had a central keel and a defined step; the wings were of gull wing configuration, the outer sections being equipped with fully retractable narrow stabilizing wing-floats, instead of Dornier’s famous “water-wing” sponsons extending from the lower hull for lateral stabilization.
Its four Junkers Jumo 205 diesel engine, were mounted in tractor/pusher pairs in tandem nacelles located at the joint between the dihedral and horizontal wing sections. The rear (pusher) engines could be swung upwards through 10° during take-off and landing, to prevent contact between the three-blade airscrew and water spray created by the forward propellers. The tail unit was of conventional design, comprising a horizontal tail-plane and a single, vertical fin with rudder. Armament consisted of one 20 mm MG 151/20 cannon in a power-operated bow turret and three 7.92 mm MG 15 machine guns.
Only six aircraft were built and put into Luftwaffe service. They were used in the Norwegian campaign for transporting supplies, troops and wounded to and from the isolated German forces fighting at Narvik. During this campaign three of them were lost. Another Dornier Do 24C was lost on 16 November 1940, killing its crew, after being launched at night from the catapult ship “Friesenland” in Brest, France. The fate of two remaining aircraft, which in 1944 were still assigned to the “Erprobungsstelle” (Test Unit) in Travemünde, Germany, is unclear (Ref.: 24).
POWER PLANT: Three Junkers Jumo 205D liquid-cooled, vertically opposed diesel engine, rated at 870 hp each
PERFORMANCE: 177 mph at 19,700 ft
COMMENT: Originally developed under the company name of Hamburger Flugzeugbau, the type was initially designated the Ha 138. Its appearance was unique in its combination of unusual design features with its twin boom tail unit, short fuselage and trimotor engine configuration. The short hull, with its hydrodynamic step beneath and flat sides, earned it the nickname “Der fliegende Holzschuh” (“The flying clog”).
Three piston engines were used. The central engine was mounted above the wing, driving a four-blade propeller, while the wing engines were lower, with three-blade propellers. The pre-production prototypes were powered by various makes of engines ranging from 650–1,000 hp. The first standardized version, BV 138B-1, was powered by three 868 hp Junkers Jumo 250D two-stroke, opposed-piston aircraft diesel engines. The engine cowlings also had an atypical appearance, due to the unique nature of the vertical orientation of the six-cylinder opposed-piston Jumo 205 diesel engines, and resembled the cowlings of 4 or 6-cylinder inverted inline engines found on smaller civil and utility aircraft from the Jumo 205’s propshaft placement, emerging forward at the uppermost front end of the power plant.
The booms of the twin tail unit, much like the smaller Focke-Wulf Fw 189 twin-engine reconnaissance monoplane, extended horizontally from the rear of the outer engine nacelles.
For hydrodynamic reasons, the hull featured a distinct “turn-down”, or “beak” at the stern. Two enclosed, powered gun turrets, each mounting a single MG 151/20 autocannon, were located prominently at the bow and stern. A third, fully open Scarf ring-like emplacement, behind the central engine and both above and forward of the rear turret, mounted a MG 131 heavy machine gun covered fields of fire obstructed from the other turrets by the horizontal stabilizer.
In all, 227 examples of standard service variants of the BV 138 were built. The first such variant, Bv 138C-1, began service in March 1941. While non-standard variants carried a variety of armament, the standard variant featured two 20 mm MG 151/20 cannons, one in a power-operated bow turret and one in a power-operated stern turret, up to three 7.92 mm MG 15 machine guns, and a 13 mm MG 131 machine gun in the aft center engine nacelle. It could carry up to 500 kg of bombs or depth charges (under the starboard wing root only) or, in place of these, up to 10 passengers. Both the B-1/U1 and C-1/U1 variants had racks under both wings to double the offensive load.
Some examples of the BV 138 were adapted to specialized roles. The Bv 138 was tested with the oft-used Walter HWK 109-500 “Starthilfe” (RATO) jettisonable rocket pod, used in pairs, for shorter take-off performance. One anti-shipping variant carried FuG 200 “Hohentwiel” low-UHF band maritime search radar. The BV 138 MS variant was converted for minesweeping (suffix “MS” means “Minen-Suchgerät”, “mine-search” aircraft, and carried magnetic field-generating degaussing equipment, including a hoop antenna with a diameter equal to the length of the fuselage, which encircled the hull and wings, which was also used on certain models of the Junkers Ju 52/3m trimotor transport used for the same duty (Ref. 24).
POWER PLANT: One BMW 132K radial engine, rated at 960 hp
PERFORMANCE: 208 mph
COMMENT: The Heinkel He 114 was a sesquiwing reconnaissance seaplane produced for the German Kriegsmarine (German Navy) in the 1930s for use from warships. It replaced the company’s Heinkel He 60, but did not remain in service long before being replaced in turn by the Arado Ar 196 as standard spotter aircraft.
While the fuselage and flotation gear of the He 114 were completely conventional, its wing arrangement was highly unusual. The upper set of wings was attached to the fuselage with a set of cabane struts, as in a parasol wing monoplane, whereas the lower set was of much lesser span while having approximately the same chord. This general layout is not especially unusual, and is known as a “Sesquiplane”, or a biplane which has a smaller lower wing. Typically, the lower wing is about 3/4 of the span of the upper wing, and has a smaller chord as well. The He 114 has a much shorter lower wing than usual, but has the same chord as the upper wing, which keeps the wing area ratio similar.
The He 114 was never a great success, was not built in large numbers, and served with the Luftwaffe for only a short time. While the Heinkel He 60 had handled very well on the water but been sluggish in the air, the He 114’s handling while afloat was poor and its performance in the air scarcely better than the aircraft it replaced (Ref.: 24).
POWER PLANT: Two BMW VI 6.0 liquid-cooled engines, rated at 660 hp each
PERFORMANCE: 137 mph at sea level
COMMENT: The Heinkel He 59 was a German biplane designed in 1930 resulting from a requirement for a torpedo bomber and reconnaissance aircraft able to operate with equal facility on wheeled landing gear or twin-floats.
In 1930, the Heinkel Aircraft Company began developing an aircraft for the Reichsmarine, precursor of the Kriegsmarine. To conceal the true military intentions, the aircraft was officially a civil aircraft. The Heinkel He 59B landplane prototype was the first to fly, an event that took place in September 1931, but it was the He 59A floatplane prototype that paved the way for the He 59B initial production model, of which 142 were delivered in three variants. The Heinkel He 59 was a pleasant aircraft to fly; deficiencies noted were the weak engine, the limited range, the small load capability and insufficient armament.
The keels of the floats were used as fuel tanks – each one holding 900 l of fuel. Together with the internal fuel tank, the aircraft could hold a total of 2,700 l of fuel. Two fuel tanks could also be placed in the bomb bay, bringing the total fuel capacity up to 3,200 l. The propeller was fixed-pitch with four blades.
During the first months of WW II, the He 59 was used as a torpedo- and minelaying aircraft. Between 1940 and 1941 the aircraft was used as a reconnaissance aircraft and in 1941-42 as a transport, air-sea rescue, and training aircraft. In total 142 aircraft were built in various subtypes. The trainer and air-sea rescue version was designated Heinkel He 59D-1. The trainer models survived slightly longer in service than operational models, but all had been retired or destroyed by 1944 (Ref.: 24).
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.
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. 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.
In a military role, the Junkers Ju 52/3m flew with the Luftwaffe as a troop and cargo transport. The seaplane version, designated Junkers Ju 52/3mg5e, was equipped with two large interchangeable floats and served during the Norvegian Campaigne in 1940, and later in the Mediterranean theatre. Some Ju 52/3m’s, both floatplanes and landplanes, were also used as minesweepers, known as “Minensuchgerät” (“mine-search” aircraft). This variant, designated Junkers Ju 52/3mg6e MS, and was fitted with a 14-metre diameter current-carrying degaussing ring under the airframe to create a magnetic field that triggered submerged naval mines. The suffix “MS” was usually given to aircraft to designate them as minesweepers, like the similarly equipped Blohm & Voss Ha 139B/MS float plane, and Blohm & Voss Bv 138C-1 MS flying boat, respectively (Ref.: 24).
TYPE: Transport, reconnaissance and mine-swiping floatplane
ACCOMMODATION: Crew of four to five
POWER PLANT: Four Junkers Jumo 205C opposed piston diesel engines, rated at 600 hp each
PERFORMANCE: 179 mph at 9,850 ft
COMMENT: The Blohm & Voss Ha 139 was an all-metal inverted gull wing floatplane. With its four engines it was at the time one of the largest float-equipped seaplanes that had been built. The inboard engines were mounted at the joint between the inboard anhedral and outboard dihedral wing sections, above the pylon-mounted floats.
The aircraft were flown by Deutsche Luft Hansa (DHL) on transatlantic routes between 1937 and 1939. Catapult-launched from an aircraft tender they were able to transport 500 kg of mail over a distance of up to 5,000 km.
On the outbreak of WW II, the planes were transferred to the Luftwaffe and used for transport, reconnaissance and minesweeping work over the Baltic Sea. They were not particularly suited for military use. After service with DLH, the Ha 139B was modified as the Ha 139B/Umbau (Reconstruction) with an extended glazed nose accommodating a navigator and a spherical Ikaria mount for a machine-gun. Further machine guns were mounted in the cockpit roof hatch and in lateral mountings on either side of the rear fuselage. The Ha 139B/Umbau was later modified into a mine sweeping (Minensuch) aircraft Ha 139B/MS fitted with a large magnetic sensing loop strung between the nose, floats, wing-tips, and tail unit.
Further development of the Ha 139 led to the land based version Blohm & Voss Bv 142 which had its first flight in October 1938 (Ref.: 24).
POWER PLANT: Four BMW 132H-1air-cooled radial engines, rated at 870 hp
PERFORMANCE: 232 mph at sea level
COMMENT: The Blohm & Voss BV 142 was a civil aircraft developed for the transatlantic airmail service, originally designed for the Deutsche Luft Hansa (DHL). The first prototype was flown on 11 October 1938. The aircraft had four engines mounted on a low inverted gull monoplane wing, high horizontal stabilizer, and a double vertical tail, based on the Blohm & Voss Ha 139 float plane.The wing center section was strengthened by a typical Blohm & Voss cross-girder, which consisted of a large-diameter pipe. This transverse tube (divided internally into five sections) also acted as a fuel tank. The center wing was metal-covered, while the outer wings were fabric-covered. The fuselage was of metal and had an approximately circular cross-section. Each main landing gear leg had dual wheels and was fully retractable, as was the tailwheel. The landing gear was hydraulically lowered and retracted.
Only four prototypes (V1 through V4) were built. These aircraft were tested by Lufthansa and used briefly in the postal service. However, the outbreak of WW II ended further development of the civilian project. Soon after, it was proposed to convert all four prototype BV 142’s to long-range maritime patrol aircraft. The BV 142 V2 thus underwent a trial modification. It was fitted with an extended nose section with extensive glazing (like the Heinkel He 111H-6), defensive armament (MG 15 machine gun in the nose, twin-beam positions, a ventral cupola, and a powered dorsal turret), a compartment for ordnance in the fuselage, and navigation and military radio equipment. The BV 142 V2 was redesignated BV 142 V2/U1 while the V1 was similarly converted. Both were used operationally from late 1940 and were posted to the Luftwaffe’s Second Surveillance Group. However, their performance was disappointing, and after only a few missions, they were withdrawn from service in 1942. The two other aircraft (V3 and V4) were used as transport aircraft and could transport 30 fully equipped soldiers over 4,000 km. The ultimate fate of V3 and V4 is unknown. It was later planned to use the V1 and V2 to carry the Henschel GT 1200C guided torpedo, but the plan was scrapped (Ref: 24).
Blohm & Voss Bv 142 V2/U1
Blohm & Voss Bv 142 V2/U1
Blohm & Voss Bv 142 V2/U1
Blohm & Voss Bv 142 V2/U1
Blohm & Voss Bv 142 V2/U1
Blohm & Voss Bv 142 V2/U1
Blohm & Voss Bv 142 V2/U1
Blohm & Voss Bv 142 V2/U1
Blohm & Voss Bv 142 V2/U1
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.
