Boeing 707-400 Lufthansa

(Heller-Modell in 1:72 mit RR-Conway Triebwerken modifiziert)

(Heller model in 1:72 modified with RR-Conway engines)

In preliminary:

This time we have to go back a little bit, because the history of this model is very exciting: For years we were pondering  in the museum, how we could get a Rollce-Royce Conway engine for our engine department. We knew that a Boeing 707-400 with these engines was sitting in Berlin Tegel, rotting away. There were rumors that the DTMB had no use for it and that it would eventually be scrapped - that was the state of affairs in 1919.

An identical machine was located in HH-Fuhlsbüttel, and we heard that it was also to be removed. Attempts were made to negotiate with the airports. It was like with authorities - no one knew exactly, no one felt responsible. Then at the beginning of 2020, Tegel got going and we were supposed to contact the scrapping company. Same game as before, likewise in Fuhlsbüttel. So at the beginning of 2021, we still didn't know any prices and what work might be coming our way. But then chance came to the rescue:

In April '21, we heard through unofficial channels that Lufthansa-Technik wanted to scrap its wonderful museum engines and other technical material that was not suitable for instant profit maximization (new economics graduated businessmen fresh out of university are said to have taken over the reins there). The next morning, one of our people well acquainted with this company was in Fuhlsbüttel and negotiated successfully. We got 2 turbines, a PTL and an APU in addition to many boxes of valuable technology. And we found friendly logistic companies that brought the "hardware" quickly to the museum at affordable costs. Wow, what luck! Thanks again to all involved !!!

707 001 707 001 

On the left the already cleaned LH-Technik-Conway, on the right our Conway, finished for our exhibition at its final location in hangar 2.

And this unexpected stroke of luck led to this consideration:

How about showing a model of a Lufthansa - Boeing 707-400 with RR-Conway engines in a showcase at or near this engine for a better understanding for our audience?

A short telephone call with Mr. Schorsch from Essen, Modellbaustudio Rhein-Ruhr, how we could accomplish this. And again it was a happy coincidence - he still had the old Heller kit in 1/72 scale and in addition a set of matching Conway-TLs  and the matching decals for everything. In addition, a large perspex canopy was still waiting for a new use in the depot, as well as a table, which only needed to be fitted with suitable legs. And then someone had the idea to place the beginning of a runway with surrounding meadows on this table. And as a "top treat" it was possible to find an (almost) matching VW-bus (M 1:87) with Lufthansa-painting from the 60s.

The model, its construction and the showcase

It is the 1/72nd scale model already built by Heller (France) with the P&W JT3C turbines, which have to be added for the planned 707-400 instead of those with 4 RR-Conway.

707 001

707 001

707 005

In addition there is a set of 4 (+ 1 in reserve) Conways from Hahen (see above) and a set of decals of the DLH-707(see right).

The assembly is regular, because there are quite accurate parts. Sanding is within the norm. The primer (gray) and the upper part of the fuselage (white) were sprayed before assembly, so as not to complicate the installation of the windows. After the wings were assembled, everything was put together and the lead weight for the center of gravity position in front of the landing gear was determined


707 006 707 007

Links die provisorisch zusammengefügte Rumpf-Tragflächen - Kombination im Vergleich zu einer DC-3 im selben Maßstab. Oben fast rohbaufertig ohne TL und ohne Leitwerk

Then everything was glued together and the joints filled and sanded.

Left, the provisionally assembled fuselage-wing combination, compared to a DC-3 in the same scale. Above almost ready to build without TL and without tailplane.

Then followed tailplane and the Resin-built Conway models. The latter needed special care because of thin walls in the exhaust area. The decals here are - as later also those of the 707 - of best quality, but cause some grief with large spherical curves in the nose area. The mounting with superglue-gel was problem-free, there was still some spackling and sanding to do. Then it was finally done: This is how the machine looked in the workshop in the Elbe-Weser triangle:

In the meantime, the crew in Laatzen had been busy and had prepared the showcase. Everything fit together and the 707 found its place under the rear of the Conway TL.

Diese Version der revolutionären Boeing 707 wurde von 4 x RR Conway angetrieben, die erheblich leistungsfähiger als die US-Turbinen JT3C von Pratt&Whitney der Original - 707 waren.

This version of the revolutionary Boeing 707 was powered by 4 x RR Conway, which were considerably more powerful than the US JT3C turbines from Pratt&Whitney of the original 707.

Technische Daten

Spannweite          43,40 m            Länge                  46,60 m

Flügelfläche       226,30 m²          Höhe                    12,70 m

Reichweite          8700 km            v/max                 885 km/h

Besatzung          3 oder 4             Passagiere           bis 160

Here you can read the articel in PDF, please click here.


The Douglas DC-3/C-47 Skytrain/Dakota 
with the Germans

The DC-3, born in 1936 from the DC-2 of 1932 (DC = Douglas Commercial), became the most successful transport aircraft in the history of aviation. It was the first aircraft to actually earn real money in aviation. In the 1930s, Deutsche- Luft-Hansa bought a few examples of its predecessor, the DC-2, for testing. In anticipation of the even more powerful DC-3 (1936), the Fw 200 Condor was developed over here at Focke-Wulf. But the preparations for war demanded too much material and so only a few Condor could be built (see also the display case on the left at the entrance to Hall 2).


Douglas DC-3 with CW-R-1820 Cyclone Motoren. 

In 1939, after the Czech Republic was looted, the Czechs leased various DC-2s and DC-3s to DLH. When Norway and Holland were conquered, additional DC-3s came to Lufthansa and the Luftwaffe. In the early 1940s, Lufthansa was for a while the largest operator of a civil DC-3 fleet outside the USA. However, this was never made public in the 3rd Reich for propaganda reasons.

Only a few examples flew in the Luftwaffe and little is known about them, except for our 1944 model shown here, which flew for the Dutch KLM before the war. These DC-3s were powered by 9-cyl. air-cooled radial Wright Cyclone engines producing 652 kW/887 hp. Their engines had different cowlings than later ones and were shorter in length.      

C-47 mit P&W R-1830-Motoren


DC-2 und C-3  der CSA 1938 in Prag - für die DLH  ohne die damaligen Hoheitszeichen         

Die DC-3 der Lufthansa D- AAIE 1944 in Barcelona. Das Natur-Aluminium war der "Lufthansa-Tarnfarbe" RLM 02 gewichen, die Motorgondeln blieben schwarz

After the (West) Germans were allowed to fly again from the end of 1955, the new Lufthansa as well as the new Luftwaffe acquired the C-47 Skytrain/Dakota, the military version of the DC-3, from U.S. reserve stocks. After all, more than 15,000 such aircraft had been built by shortly after the war and even today, in 2021, some 500 such aircraft are still flying around the world, indestructible, so to speak. The C-47 can be quickly recognized by its missing tail rump.

Douglas C-47 (DC-3) der DLH um 1958

Douglas C-47 (DC-3) der DLH um 1958

The German Luftwaffe flew 20 of them as cargo planes or VIP planes. Lufthansa had about 10 aircraft, which flew until the beginning of the 1960s in domestic German traffic and were later sold. The engines of these aircraft were 14-cylinder air-cooled twin radial engines from Pratt & Whitney, Twin Wasp with 880 kW/1200 hp. They could carry 28 passengers or a more than 3 tons of cargo (in the GDR they flew a further development of the Soviet DC-3 = Lisinow Li-2, this was the Ilyushin Il-14, which was built under license in Dresden).

C-47 der Bundeswehr LTG´s im DMM/Oberschleißheim
im Profil gut zu sehen die Frachttür unten eine Maschine der Regierungsstaffel



Eine Iljuschin IL-14 der DDR-Lufthansa

C 47 Berlin C 47 Berlin   2
Die Berliner C-47 Maschine vor ihrem Flugunfall - damals  noch in Tempelhof

It should be added that the main load of the initial Berlin Airlift in 1948 was carried by the C-47/Skytrain of the Americans and C-47/ Dakota of the British until the larger Douglas DC-4/C-54 Skymaster took over; both were called "Rosinenbomber", raisin bombers.     

But this is still not the end of the story of the Douglas DC-3/C-47 Dakota under German management: The US company Basler in Oshkosh/Wisc. turns old DC-3/C-47s into new ones: The fuselage is cut up, two new frames are inserted and 2 powerful propeller turbines replace the piston engines (2 x P&W Canada PT6A each 955 kW/1281 hp). These PTL are considerably lighter, and so they were installed further forward for center of gravity reasons, making the fuselage 1 m longer.

And two of these Dakotas converted in this way replaced the Dornier Do 228s used until then at the Alfred Wegener Institute in Bremerhaven (AWI- the marine and polar researchers). They are better suited for flying in the Arctic and Antarctic because of their "old" configuration. They are the Polar 5 & 6.


The Basler BT-67 Dakota at the AWI in Bremerhaven (EDWB). Due to the lack of a German type certificate, they fly with Canadian registration. You can clearly see the fuselage extended by 2 frames and the PTLs installed further forward. 


Comments: Precise data on performance with Wright-Cyclone could not be determined. It must be pointed out that with the good 15000 airplanes produced, various sub-types with different power levels of the engines used, significant differences in the performance values can occur.


The models of the DC-3 / C-47 in M 1:72.

The basic kit is the C-47 from Italieri, a basic kit that came on the market decades ago. It forms the basis of the 5 different models: 2 x DC-3 of the "old" Lufthansa and Luftwaffe of 1944 with the Wright Cyclone engines and 2 x Bundeswehr aircraft of the LTGs and the Government Squadron with the P&W Double-Wasp engines...

Finally and for comparison with the DC.3 DLH of 1944 a C-47 of the "new" LUFTHANSA of about 1958. We would like to point out that these shown machines will all be on display in the showcases of the military transports on the gallery. These vitrines show from the Ju 52 over the Me 321 & 323 up to the A 400M which planes were operated in the German transport aviation from the beginning to the present. More such models can be found in the Bundeswehr and Lufthansa showcases.


DC-3 der Luftwaffe 1944


Die Unterseite der Lufthansa DC-3 von 1944


Alle 5 DC-3/C-47 beisammen


Die C-47 der "neuen" Lufthansa um 1958

dc3 A 001 dc3 A 002 

Alle 5 DC-3/C-47 beisammen

dc3 A 002 dc18

Alle 5 DC-3/C-47 beisammen


Die C-47 der "neuen" Lufthansa um 1958

dc3 A 005 
"alte" und "neue" Lufthansa - 1944 und 1955

dc3 A 005
Luftwaffe 1944 und Bundesluftwaffe 1958

Juli 2021

Beitrag zur Website „Modell des Monats“ im Luftfahrtmuseum Hannover-Laatzen


Half-breed in timeout: the HA-1112

HA1112 1 


From original to model

An independent part of the collections of the Aviation Museum Hannover-Laatzen are the approximately 1,000 scale models, primarily of the international standards 1/72 and 1/48.

Such true-to-the-original miniatures enable viewers of technology history to gain an overview of the development in aircraft construction. Sometimes this individual exhibit is the only possibility of a three-dimensional display if there is no longer a preserved original. The arrangement and juxtaposition of the models sometimes even close gaps in the presentation of the originals. Their craftsmanship alone is a pleasure to behold.

Today we present as "Model of the Month" in 1/72 scale the HA-1112. In display case 88 in Hangar 2 of the museum, this type in the colors of the Spanish Air Force sits among the other aircraft types built and flown worldwide, all of which have one thing in common: at least one German "parent". And in this case, one may even speak, with all due respect, of a charming love triangle. Are you curious now?


The Model: HA-1112 M1L (Modellbaustudio Rhein-Ruhr, 1/72)

Dedicated, with attention to detail and solidly made in its time: this is the small series kit of the Hispano Aviación HA-1112 "Buchón", distributed in the late nineties by Modellbaustudio Rhein-Ruhr in Essen. You probably need some experience and skill for the best result, but the kit is well worth the effort. The two-piece folding box shows two possible versions of the kit, the serious model builder  has the choice.

HA1112 1 

The Model: HA-1112 M1L (Modellbaustudio Rhein-Ruhr, 1/72)

Dedicated, with attention to detail and solidly made in its time: this is the small series kit of the Hispano Aviación HA-1112 "Buchón", distributed in the late nineties by Modellbaustudio Rhein-Ruhr in Essen. You probably need some experience and skill for the best result, but the kit is well worth the effort. The two-piece folding box shows two possible versions of the kit, the serious model builder  has the choice.

The original:                                    HA-1112 Buchón               

In 1943, after the turning point of WW2  the Axis powers have already forfeited their greatest expansion of power and are on their way to defeat.

Spain daringly balances between political alignment with Germany and Italy on the one hand and carefully preserved neutrality on the other. The Franco regime, however, only receives armaments from the Axis powers. And so the choice for a new fighter to replace the now obsolete types from the Civil War falls on the German standard fighter Messerschmitt Me Bf 109 in its latest G series.

But Germany now needs every screw and bolt for her own production. Twenty-five aircraft of the 109 G-2, partially assembled, without armor and without the centerpiece, the Daimler-Benz DB 605A engine, is all Spain will receive in 1943. Even the blueprints and production plans for these aircraft, which were intended as samples for planned licensed production by Hispano Aviación, are incomplete. And with nothing more to come, Spain is left with half an aircraft....

The first attempt to get out of this dilemma looks quite passable: the airframe is combined with the 12-cylinder Hispano-Suiza inline engine - which fits into the engine mount, but delivers significantly less power. Thus, the visually appealing "HA-1109 K1L" cannot convince technically. After all, 65 units are produced, equipping the Spanish Air Force with a fighter and low-altitude attack aircraft that was modern at the time and manufactured in the country. In the armament, 12.7mm Breda machine guns in and 80mm rockets on 2x4 rails under the wings replace the German combination of machine guns and cannon.


Then, in the spring of 1945, the world war in Europe comes to an end with the total defeat of Germany - and Spain does well to keep a low profile, also and especially militarily. The replacement for the 109, now called the HA-1112 K1L, is postponed: fighter aircraft in standby. As a result, and after evaluating the leading German technology, the victorious powers all around re-equip to jet aircraft, Spain sees its chance in the "2nd league": the powerful Rolls Royce Merlin in-line aircraft engine can now be acquired from Great Britain and, in combination with the German-Spanish airframes, could bridge the years until the introduction of jets.


But business is a bit slow and this technical marriage requires considerable adjustments to the airframe: The Merlin is more voluminous and, with its upright cylinders, has a different design than the Daimler-Benz. The entire nose of the aircraft has to be redesigned, center of gravity and balance change. In addition, this engine does not allow for nose armament; two 20mm MKs of domestic production are integrated into the 109 wing, which in the G version was aerodynamically optimized and not intended for weapon installation. The chin cooler gives this new HA-1112 M1L named half-breed its nickname: Buchón, a type of pigeon with a pronounced crop. Meanwhile, the year is 1954, and while the technologically leading nations are flying in the second, even third, generation of jets and approaching the sound barrier, Spain is testing an aircraft made of two components that are more than ten years old. With a piston engine and a four-blade propeller it can fly at 660 km/h, which is about half the speed of its international competitors. But it flies, it can be built in the country and is economical to operate. 172 of them are delivered to the Spanish Air Force in 1955 and entere service there in 1956 as the C-4. 


This "cousin" of the Messerschmitt 109 is thus the world's last batch of the most widely produced and, in terms of aerial victories, most successful piston engine fighter, with just under 34,000 units. When the last Spanish examples were decommissioned at the end of 1965 after ground combat missions against the independence movement in the Spanish Sahara, the "retirees" went to the movies: Since airworthy original 109s are exceedingly rare, a few half-rebuilt HA-1112s doubled them, for example in the cinematic epic "Battle of Britain" - but still powered by the Merlin engine that once propelled the British opponents of the German fighters: Hurricanes and Spitfires.

Could we arouse your curiousity? Then we would be pleased if you visit us in the Ulmer Straße opposite the Hanover fairground, as soon as the museum is allowed to open its doors again: please check these pages.!


HA1112 1


 1: The last batch of the "109": the Spanish HA-1112, here in 1/72 scale from Classic Planes.

2: Spitfire in front, Messerschmitt all around. Wedding in Spain....

3: Framed by vortex generators, the 20mm MK protrude far from the surfaces in front.

4: In 1965, the HA-1112 marks the end of almost 30 years of service for all versions of the Me Bf 109. In the picture, from left, a Romanian E-3, a Luftwaffe G-2 and our Spanish "Buchón

Messerschmitt Bf 109 E-7/B

MdM 109 01

Under the sign of the Wasp: A Me Bf 109 E-7/ B in the colors of the III Group of Destroyer Squadron 1 from the summer of 1942; here in 1/72 scale from a kit by the Ukrainian manufacturer ICM. The canopy is open.


From original to model

An independent part of the collections of the Aviation Museum Hannover-Laatzen are the approximately 1,000 scale models, primarily of the international standards 1/72 and 1/48.

Such true-to-the-original miniatures enable viewers of museum technology history to gain an "overview", not only of the individual exhibit (sometimes even as the only possibility of a three-dimensional display if there is no longer a preserved original), but also of lines of development in aircraft construction through the  arrangement and juxtaposition; sometimes they even close gaps in the presentation of the originals. Their craftsmanship alone is a pleasure to behold.

Today, in our 'Model of the Month' series, we are presenting the Messerschmitt Bf 109, the most widely built and most successful piston-powered fighter aircraft in the world, with some 35,000 examples. The original G-2 version of this aircraft is on display in Hangar 2 of the museum, and all its versions are on display in the showcases of both exhibition halls. We have chosen a fighter-bomber of the first large series E.

MdM 109 02
Secondary use: The air superiority fighter of the first just over two years of the war becomes a fighter-bomber - with a 250 kg explosive bomb or 4 x 50 kg under the fuselage.     


The model: The "109 Emil" from ZG 1 in 1/72 scale.

Our kit with 57 parts and decal set comes from the company ICM from Ukraine and depicts a Messerschmitt Bf 109 E-7/B. Of the two possible variants, we have built one aircraft from the III Group of the Luftwaffe's Destroyer Squadron 1, which fought in the Soviet Union in the summer of 1942 before being transferred to the Mediterranean.

The kit's design and detailing are successful, the separate engine cowling allows a view of the DB 601 engine, which is only hinted at. It  is a bit narrow for the effort expended on this, but the cockpit is reproduced extremely well. Two external loads are available: one 250kg or four 50kg bombs with corresponding mounts centrally under the fuselage.

The original:               Commissioned for service: the Me Bf 109 E-7/B.

World record holder, air superiority fighter, wonder weapon. Symbol of German engineering and terror of the enemy from 1937 to 1941: the legendary Messerschmitt Bf 109 of the first B to E series (nicknamed "Emil" after the German spelling alphabet) is all that. Constructed by Prof. Willy Messerschmitt (Me) at the Bayerische Flugzeugwerke (Bf), after the latter had switched from successful sports and commercial aircraft to military ones after 1933, following the political zeitgeist without any objections.

Meanwhile, the "109" also fulfilled his pleasure in performance and success after its maiden flight in 1935 in various international flight competitions and records from 1936 to 1939.

And after the type's triumph in the Spanish Civil War, the pilots of the single-seater fighter also piled up air victory after air victory in the campaigns of the Blitzkrieg of 1939/40 - Poland, Belgium, the Netherlands and France.

MdM 109 02
The yellow markings on the bottom are used for friend/foe identification of the Luftwaffe aircraft. 


From triumph to bloody nose

In the late summer of 1940, the Royal Air Force's career came to an end. The Battle of Britain showed that the British now had a Supermarine Spitfire, a fighter aircraft that was equal to and in some cases superior. The 109 E-3 and E-4 may have been brilliant tactical fighters, but they were neither designed nor intended for strategic missions such as escort and securing air superiority over the sea and foreign territory. Although the Royal Air Force also wobbles and bleeds in the legendary air battles over England's southeast, it stands its ground and the skies over Merry Old England; the nimbus of the invincibility of the Luftwaffe and its symbolic bird is gone.

While the air battle was still in progress, Reichsmarschall Göring, himself a former fighter pilot,  deeply affected personally by the failure of his Luftwaffe, "punished" the fighters by converting part of the squadrons into fighter-bombers. "If the fighters could not protect the bombers sufficiently, they should obligingly carry the bombs over themselves..." the later general of the fighter pilots Adolf Galland remembers the directive. The reason for the failure actually lay far more in the strategy than in the tactics or even in the will to fight. A deep rift between troops and leadership was the result, as was the inevitable failure: the comparatively slow and immobile E-4/Bs, pressed into service with a 250kg bomb under the fuselage, now tied up the rest of the fighter protection. The losses of the bombers and Stukas became intolerable; in addition, the effect of the provisionally trained "makeshift bombers" was minimal. The Battle of Britain is not won - the Luftwaffe and the 109 have been given a bloody nose... with the realization that even for successful fighter-bomber operations in the area, air superiority is first of all indispensable.

MdM 109 02
Top view shows Luftwaffe camouflage scheme in the middle of the war; the tread on the wings is outlined in red.


The second career

The Balkan campaign of spring 1941, already strategically imposed by defection and military failure of allies, then sees the 109 E once again as a superior weapon - in both roles. Against brave, but tactically and materially inferior opponents (Yugoslavia, Greece and a strong British expeditionary force - but without Spitfires, which remain in England as life insurance), the aircraft with its operationally experienced crews convinces as a fighter as well as a fighter-bomber ('Jabo') in the E-4 and E-7 series and leads the German attack until the conquest of Crete. Failures and wear and tear of this tour de force are to make themselves bitterly noticeable with army like air force in the attack on the Soviet Union, which is moreover delayed because of it.

In the meantime, the aerodynamically optimized version F ("Friedrich" in Luftwaffe jargon) has replaced the E as the standard fighter, and the subsequent G ("Gustav") series is already undergoing testing. This means that the "Emil" is now the old gentleman - and assigned to other tasks.

Firefighters & Emergency Helpers

And they are pressing... In 1942, the Soviet Union has absorbed the heavy losses of the first year of the campaign, mobilized its vast resources of men and materiel - not least through massive aid deliveries from the Western Allies - and is forcing the Wehrmacht into a war of attrition that it cannot cope with. The Luftwaffe is transformed from an autonomous Wehrmacht component into the Army's flying fire department and thrown into every critical situation with every available machine. In free combat, German pilots around Erich Hartmann, Gerhard Barkhorn and Günther Rall, mainly with the Me 109 F and G, achieved unprecedented numbers of kills.

However, the battle squadrons and the destroyer squadrons, mostly equipped with the twin-engine Me 110 and 210, but supplemented by the Jabo version of the Me 109 or the Focke Wulf 190 in case of need, fight right at the front and very close to it. In this way, the 109 E drives a German offensive for the last time in the summer of 1942: but this attack on the southern section of the Eastern Front will bleed to death in Stalingrad - and the battle will become synonymous with the turning point of the war.


At the same time, new Soviet fighters arrive at the front, strong in combat, contrary to the claims of German propaganda: the Yakovlev Yak-9 and the Lavochkin La-5 - to which the 109 Emil, now outdated in terms of performance, tired of material and weighed down by bombs, are clearly inferior. Destroyer Squadron 1, with the stylized wasp as its emblem, was severely decimated in the winter battles around Stalingrad. However, its III Group, equipped with 109s, escaped this casualty by being transferred to the Mediterranean immediately beforehand, where it was retrained in new aircraft types for security duties for Rommel's Afrika Korps. And by mid-1943, hardly any E-series aircraft were to be found in front-line service from the Arctic Ocean to Sicily.

All this and much more history and stories are told by this small aircraft model as one of a thousand in the Aviation Museum. And we are not even talking about the originals yet...

Could we arouse your curiosity? We would be pleased to welcome you in the Ulmer Straße opposite the Hannover fairgrounds!


Datenblatt Me Bf 109 E-7/B

Länge; Spannweite: 8,64 m; 9,90 m

Leergewicht: 2.010 kg

Motor: Daimler-Benz DB 601Aa V12-Flugmotor mit 1175 PS

Bewaffnung: 2 x 7,9 mm MG, 2 x 20 mm MK, Bombenlast bis 250 kg

Höchstgeschwindigkeit: 540 km/h

Reichweite: 660 km

Dienstgipfelhöhe: 9.500 m

MdM 109 02

Under construction. Note the alternate bomb load and the canopy not yet on.

Foreign Flags , From original to model

Flagge 1 
The legendary Fw 200 Condor operates as a booty plane in the Soviet Union after 1945

An independent part of the collections of the Aviation Museum Hanover-Laatzen are the round about 1,000 scale models, mainly of the international standards 1/72 and 1/48.

Such true-to-the-original miniatures give observers of the history of technology in museums an "overview", not only of the individual exhibit (sometimes even as the only possibility of a three-dimensional display if there is no surviving original), but also of the lines of development of aircraft construction through the arrangement and comparison of the exhibits. Sometimes they even close gaps in the presentation of the originals. The quality of their craftsmanship alone is a pleasure to behold.

Today we would like to present a whole showcase instead of one specific scale model – examples of german aircraft used abroad in the years after the war.

Flagge 1 
From "Stork" to "Cricket". In France the world's first STOL aircraft, the Fieseler Fi 156 Storch, becomes the MS 505 Criquet with a radial engine - here with folded wings. Above, the Klemm Kl 35 training and sports aircraft, which has been rebuilt and flown all over the world.


Variations in 1/72 scale

A colourful assembly of types and nationality markings can be found in display case No. 88 in hangar 2. Training and liaison aircraft next to bombers, commercial, float planes and fighters. From plywood veterans to jet fighters. All designed in Germany and flown at times when Germans were not allowed to fly anything at all. Let´s have a closer look…

Under foreign flags

In 1945, the Second World War is over and Germany is occupied. The victorious Allies requisition, confiscate, pack up and take away, in short: they steal patents, construction plans, equipment and machines - just as victors do, including Germany in the years before. Now, all Germans are forbidden to build aircraft, to fly, even to own an aircraft component, with the severest of penalties.

But around the globe, German designs continue to be flown, used, at least tested, and in many cases even built. For in addition to the legitimate acquisition and licensed construction of German types abroad until 1945 (example in the display case: the Klemm Kl 35 sports and training aircraft), there are now looted aircraft in large quantities (on display: the Arado Ar 196 floatplane, the Focke Wulf Fw 200 Condor commercial aircraft). In addition there is the production of German combat aircraft in the countries occupied or dependent on Germany in the previous years, which resumed production under a new name and on their own account (examples: several versions of the Messerschmitt Bf 109 fighter, the Arado Ar 96B trainer aircraft as Avia L-2 and Siebel Si 204 D liaison aircraft as Aero C-103).

And not infrequently, models were further developed or varied (Fieseler Fi 156 into Morane Saulnier MS 505).

Flagge 3 
German components, assembled in Czechoslovakia, make up the first fighter aircraft of the young state of Israel - the Avia S.199.


Kinds of collaboration 

Especially the highly developed aviation industries in France and Czechoslovakia, forcibly integrated into the German armament industry, now converted successful designs for their own use and export (Me 109 G-14 with Jumo 211 as Avia S.199 i.e. for Israel – which by the way led to the remarkable historical situation of former ´nazi fighters´ defending the reborn jewish state).

In fact, many new aircraft designs in France, the USA, the Soviet Union, and also in Great Britain were clearly influenced by efforts and success of the German aeronautical industry, which had been in a leading role up to 1945, until well into the 1950s. They profited directly from basic research, design and documentation of testing and deployment. The recruitment (in the case of the Soviet Union, even deportation) of skilled German personnel played an important role here.

Quite a few booty planes were taken over by the occupying powers for a while and flew over Germany; one example is the Ju 52, which was used by England and France for civilian and military purposes. In the adjacent showcase on the Berlin Airlift, there is such an "Iron Annie" with French cockades, situated in the large airfield diorama.

Well, and the moral of the story? You can always use a good aircraft. Or: Physics seems to be more enduring than politics...                                                                sb               

Were we able to arouse your curiosity to discover more? Then we would be delighted to welcome you to Ulmer Straße opposite the Hanover exhibition grounds.

Flagge 3

Another classic plane under a foreign flag. The Ju 52 as a French blockade runner during the Berlin Airlift.