The K-47 monoplane appeared in 1928 built by Flygindustri AB. It was used as research aircraft for dive-bombing techniques, benefiting the later Ju 87 program.
Junkers K.47
Era
Junkers K.37
The K-37 twin-engined light bomber was flown in 1927 by Flygindustri AB
174 were built in Japan by Kawasaki and Mitsubishi.
Junkers J 16 / K 16
Based on the experimental results with the J 15 touring aircraft, the K 16 (originally designated J16) again offered space for two people in a closed passenger cabin and had an open pilot’s seat, this was now between the engine and the cabin and offered the pilot much better view. It was a conventional, high-wing cantilever monoplane of all-metal construction, equipped with fixed, tailwheel undercarriage.
Due to the stringent requirements of the Treaty of Versailles, the Daimler D III engine had to be replaced by a less powerful Siemens Sh 4 (65 hp).
The construction of the first K 16 was still in the time of total aircraft ban in accordance with the provisions of the Versailles Treaty. After the completion, the prototype was disassembled, moved to the Netherlands, and flown there. The first flight of a prototype aircraft (c / n 526) was on 3 March 1921. Shortly after the prototype flew, aircraft production in Germany was brought to a complete halt by the Allies. The plane was dismantled and transported to the Netherlands, where the test program has been completed. Until 1923, the K16 was in one of the hangars factory Fokker, and was then shown at air show in Gothenburg.
It was stored by Fokker until the restrictions were relaxed and work recommenced at Junkers’ Dessau factory in 1924. The wingspan of the prototype was 11 m but production aircraft wingspan was 12.80 m and with an improved rudder.
In 1924, at the plant in Dessau the first production K16a was built. It differed from the prototype of the new chassis, improved aerodynamics and Siemens Sh 5 engine of 85 hp. It is possible to increase the payload of the aircraft up to 315 kg and reach a maximum speed of 170 km / h.
The initial production in 1924 was followed by two more versions. The K16ba with a new wing (span increased to 12.80 m to 11 m compared with the prototype) and K16be / K16ba version of the engine Bristol Lucifer (100 hp). In 1927 came the K16bi / K16ba version with a Siemens Sh 12 (125 hp) engine, and the last variant, the K16bo with a Walter NZ-120 (120 hp) engine.
Junkers entered two K 16s in the 1925 Deutsche Rundflug, with one machine winning second place in the competition.
By this time, however, the airline niche that the tiny K 16 had been intended to fill no longer existed, and the seventeen that were produced were mostly sold to private owners. They were delivered with different motors, mainly with “Siemens & Halske AG” radial engines from Berlin-Spandau.
Variants
K 16 – initial version with Siemens-Halske Sh 4 engine, later changed to Sh 5
K 16a – modified undercarriage and rear fuselage (modified from prototype)
K 16b – production versions with new wing and a variety of engine choices:
K 16ba – Siemens-Halske Sh 5 engine
K 16bi – Siemens-Halske Sh 20 engine
K 16bo – Walter NZ 120 engine
K 16c – as K 16b but with modified nose section to accommodate engine change
K 16ce – Bristol Lucifer engine
Specifications
K 16 prototype
Engine: 1 × Siemens-Halske Sh 4, 49 kW (65 hp)
Length: 8.00 m (26 ft 3 in)
Wingspan: 11.00 m (36 ft 1 in)
Height: 2.75 m (9 ft 0 in)
Wing area: 16.50 m2 (178 ft2)
Empty weight: 430 kg (950 lb)
Gross weight: 850 kg (1,870 lb)
Maximum speed: 145 km/h (91 mph)
Range: 600 km (375 miles)
Crew: One pilot
Capacity: 2 passengers
Engine: Siemens Sh 4, 47 kW / 65 hp
Span: 12,80 m
Length: 8.00 m
Height: 2.75 m
Wing area: 19,00 m²
Max weight: 850 kg
Top speed: 150 km / h
Crew: 1
Passengers: 2
Junkers J.10 / J.11 / CL.1
The J8/J10/J11 series were very much just two seat adaptations of the J7/J9 single seat fighters. All derived their origin from the innovative J1 of 1915. They were all metal low wing cantilever monoplanes, the J10/J11 was powered by a 185hp BMW or Benz engine. Typical for their appearance was the corrugated light duralumin skin and the flat radiator in front of the engine.
The J.11 was a float equipped derivation of the J10 two seat escort and ground attack fighter, which had been built in quantity during 1918 as the Junkers CL.I.
Junkers J.8
The J8 was the prototype for the J.11.
The J8/J10/J11 series were very much just two seat adaptations of the J7/J9 single seat fighters. All derived their origin from the innovative J1 of 1915. They were all metal low wing cantilever monoplanes. Typical for their appearance was the corrugated light duralumin skin and the flat radiator in front of the engine.
Replica: Haig Junkers J8
Junkers J.7 / J.9 / D.I
Junkers J.IV
The Junkers J.IV, which flew for the first time early in 1917 and became operational at the beginning of 1918, was an all-metal biplane designed for close support and tactical reconnaissance.
When ordered for the German Army, Junkers was not geared for mass production. Junkers-Fokker-Werke was formed at Dessau on October 20,1917, with equal shares held by Junkers and Anthony Fokker. Manufacture was shared between the Junkers and Fokker factories, which produced a total of 227 aircraft between them.
Conflicts of personality caused Fokker and Junkers to separate in 1918, and the Junkers re-formed following April as Junkers FlugzeugwerkeAG.
A ground-attach and observation machine, the crew was protected by 5mm steel plating. Instead of radio equipment, early J.IVs carried two downward-firing Parabellum machine guns, but these were deleted because of problems with accurate aim.
Engine: 1 x 200hp Benz Bz.IV
Wingspan: 16.00 m / 52 ft 6 in
Length: 9.10 m / 29 ft 10 in
Height: 3.40 m / 11 ft 2 in
Max. speed: 155 km/h / 96 mph
Ceiling: 6000 m / 19700 ft
Range: 310 km / 193 miles
Armament: 3 x 7.62mm machine-guns
Crew: 2
Junkers J.II
Prof. Hugo Junkers built his J1 aircraft in 1915. Six J 2s were then built, but when J 4 ground-attack biplane was ordered for German Army, he was not geared for mass production.
Junkers J.I Blechesel / Tin Donkey
Professor Hugo Junkers (1859-1935) became convinced that all metal structure was the ultimate answer to successful aircraft design, he produced the experimental J.1 “Blechesel” (Tin Donkey) to exemplify his 1910 patent for a cantilever all-metal wing.
An all-metal semi-cantilever biplane, the multi-spar metal wings were covered with corrugated light alloy sheet. The entire forward part of the fuselage to the rear of the cockpits was made of 5 mm sheet steel armour. The front fuselage alone weighed 1030 lb. The rear fuselage was a light alloy tube structure, covered with fabric on most aircraft. Control surfaces were all metal, with ailerons on the top wing only.
The J.1 first flew on December 12, 1915, giving unexpectedly stable performance.
Altogether, 227 J.1 were built, serving from late 1917 until the end of the war.
Engine: Benz Bz.IV, 200 hp
Wingspan: 52 ft 6 in
Wing area: 531.5 sq.ft
Length: 29 ft 10.5 in
Height: 11 ft 1.75 in
Empty weight: 3895 lb
MTOW: 4797 lb
Max speed: 97 mph at SL
Endurance: 2 hr
Armament: 1 x Parabellum mg
Junkers L5 / L 55 / L 8 / L 88
The Junkers L5 was a development of Junkers’ first water-cooled engine, the L2, but at four times the swept volume was a much more powerful engine. It was a water-cooled upright inline 6-cylinder unit, four-stroke and petrol-fuelled, with a capacity of nearly 23 litres. It adopted some of the L2 features, having twin exhaust and inlet valves in each cylinder driven by an overhead camshaft, twin spark plugs and twin magnetos. The splash component of the L2’s lubrication was abandoned in favour of a completely forced recirculating system. The twin carburettors of the L2 were replaced with a single float chamber, dual-venturi model. Like the L2, the L5 was a direct drive engine. First run in 1925, it was a much enlarged development of the Junkers L2, in turn a licensed development of the BMW IV.
The compression ratio of the standard version was 5.5:1, but variants had other ratios to cope with fuels with octane ratings between 76 and 95. The G series introduced carburettor heating together with an hydraulically damped mounting system. There were also choices of starting system, from inertial or compressed air systems to the traditional hand swinging.
The L5 proved to be reliable and became the engine of choice for most Junkers aircraft in the mid-1920s as well as powering aircraft from other German manufacturers. Many of these powered the Junkers F.13 and its derivatives like the W 33, which dominated world air transport in the mid-1920s.
The best demonstration of the reliability of the L5 was given by the unit which powered the single-engined W 33 Bremen in the first fixed wing east to west crossing of the Atlantic in April 1928. For this flight the compression ratio was raised to 7:1 to provide sufficient power for the heavily fuelled aircraft at take off. In July 1925 a W 33 powered by a L5 stayed aloft for 65 h 25 min, with a fuel consumption of 35.6 kg/h.
Overall, less than 1000 were built.
The Junkers L55 was Junkers’ first V-12 engine, appearing in 1927. The L5 was used in 1927 as the basis of the 665 hp L55, which had two banks of six cylinders aligned at 60°. These banks had the same bore, stroke, camshaft operated twin pairs of valves per cylinder, watercooling etc. as the L5, driving new a common crankshaft in a revised crankcase. A supercharger was added after a year to improve high altitude power.
The L55 is only known to have powered two aircraft for certain, the Junkers G 38 early in its career and the Junkers A 32. The first G 38 originally had two L55s inboard plus two L8 engines. The high altitude research Junkers Ju 49 may have used the L55 at the start of its flight programme. The L55 was rapidly replaced by the L88 in both the G 38 and Ju 49.
Variants:
L5 many variants including a variety of on compression ratios, powers and starting systems.
L55 an upright V-12 built from two L5s on a common crankshaft.
L8 a significant 1929 development with the same swept volume but cruising at 2,100 rpm and delivering 354 hp; take off power was 413 hp. The output was geared down at ratios between 2.47:1 and 1.44:1 to enhance propeller efficiency. Only a few were produced, powering early configurations of the Junkers G 38 as outer engines, with two L55s inboard.
L88 an upright V-12 built from two L8s on a common crankshaft.
Applications – L5
Albatros L 73
Albatros L 75
Focke-Wulf A 32
Heinkel HD 42
Heinkel He 50
Junkers F 13
Junkers A 20
Junkers A 35
Junkers G 23
Junkers G 24
Junkers K 30
Junkers G 31
Junkers W 33
Messerschmitt M 24
Rohrbach Ro.VIII
Applications – L55
Junkers A 32
Junkers G 38
Junkers Ju 49, possibly
Specifications:
L 5
Type: 6-cylinder liquid-cooled inline
Bore: 160 mm (6.30 in)
Stroke: 190 mm (7.48 in)
Displacement: 22.92 l (1,398.66 cu in)
Length: 1,750 mm (Bad rounding here5.7 ft)
Width: 650 mm (Bad rounding here2.1 ft)
Height: 1,265 mm (49.80 in)
Dry weight: 334 kg (736.34 lb) dry
Valvetrain: large twin exhaust and twin inlet valves driven by a single overhead camshaft shaft and gear driven from the crankshaft
Supercharger: none
Fuel system: single float, dual venturi carburettor; twin plugs per cylinder, twin magnetos
Fuel type: 95 octane (dependent on compression ratio)
Oil system: forced
Cooling system: liquid
Power output: Take-off – 260 kW (348.7 hp) at 1,450 rpm
Cruise – 208.8 kW (280 hp)
Compression ratio: 7:1
Fuel consumption: 61.6 kg/h (136 lb/hr)
Power-to-weight ratio: 1.22 kg/kW (2.01 lb/hp) @ cruise rpm
