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"KAUS"
JUNKERS
F 13 W
D-218,
S/N 638
SOUTH
AMERICA - 1924
Photo
courtesy The Hugo Junkers Homepage (http://ourworld.compuserve.com/homepages/hzoe/ju_home.htm)
Model
subject:
Junkers F 13 W "Floatplane'
Kit
used:
Revell Germany, kit no. 0413
History
of the aircraft modeled:
The
Junkers F13 was based on the experiences of the Junkers J12. The outside
appearance of both aircraft is very similar, but the F 13 or J 13, as it was
called during its development, got a larger fuselage and a complete new wing
design. Instead of the three passengers of the J12 design, the J13 was able to
accommodate up to 4 passengers plus two pilots. Between January 1919 and June
1919 about 9000 developmental hours were invested into the project. On June
25, 1919 Junkers pilot Emil Monz flew the first F 13. The first F13 was s/n
533 and it was named "Annelise" after Hugo Junkers daughter Annelise
Junkers. A second aircraft (s/n 531) became available three weeks later and
was used for type certification in July 1919. The F 13 design of Reuter was
fully satisfying the demands. It became the world's first all metal airliner
and it seems to be the first aircraft, which was fully designed as a passenger
aircraft.
Three
months after its first flight the prototype s/n 533 Annelise achieved the
World Altitude Record. On September 13, 1919 again Emil Monz flew the
aircraft, which was now equipped with a BMW IIIa engine. On board the aircraft
were eight people including Monz bringing the payload to 515 kg. The aircraft
reached an altitude of 6,750 meters (22,146 feet) 86 minutes after take off.
This was 630 meters (2,066 feet) than current world record of 6120 meters
(20,080 feet) set up by Legagneux on a Nieuport in December 1913.
Although
the F 13 was not allowed to be operated in Germany after WW I due to the
Allied restrictions, this aircraft became a very successful Junkers product.
It was built for more than ten years until 1929 and was very well adapted
during this period according to the market demands. A total of 322 aircraft
were built during these years and more than 60 different subtypes became
available. The first F13 was sold to John Larsen and was shipped to the USA in
December 1919. In 1920 a sales company for the American market was founded
under the name Junkers Larsen Corporation. A total of 25 aircraft were sold to
Junkers Larsen Corporation until 1921. The U.S. Postal Department used most of
these aircraft under the designator JL6 and some were sold to Canadian Oil
Companies. The sale of further JL 6 aircraft in the U.S. failed due to crashes
involving JL 6 aircraft, which were attributed to modifications on the
aircraft for the American market. Larsen modified a single JL 6 later on into
a military combat aircraft. This aircraft was equipped with a Liberty engine
and 12 machine guns, which would be used for ground attacks. Larsen offered
this aircraft to the U.S. Army, but they showed little interest in the so
called JL 12. Nevertheless, the Junkers Larsen Corporation helped Hugo Junkers
and the F 13 to survive the initial years of its existence, when Junkers was
unable to use and sell his new aircraft in Germany.
Larsen
performed a lot of presentation flights within the USA during 1920 and 1921.
During one of these presentations Larsen proofed the capability of the F 13
for continuous flights. On September 28, 1921 Eddie Stinson and Lloyd Bertaud
took off with a JL 6 equipped with a BMW IIIa at Mineola. When they returned
to ground after 26 hours 5 minutes and 32 seconds, the JL 6 had achieved the
World Record for continuous flight. About 4,270 kilometers (2,653 miles) were
flown, when they touched down. One year later in August 1922, the F 13 D 191
Marabu became the first passenger aircraft to cross the Alps.
Although
in 1921 Junkers was not allow to operate his F 13 aircraft in Germany, the
Allies now were interested in the Junkers design. Therefore Junkers was
advised to build 23 Junkers F 13 aircraft as reparation deliveries to France
(7 aircraft), England and Italy (5 aircraft each), Belgium and Japan (3
aircraft each). This enabled Junkers to keep his F 13 production line running
through 1921.
In
1922 the ban on Germany's aviation industry was slightly reduced and the
Junkers F 13 was allowed to be operated by German air transport companies. The
first F13s were delivered to Danziger Luftpost and Lloyd Ostflug at this time.
During the following years a total of 94 aircraft were delivered to German
airlines. Most of these aircraft were later transferred to Lufthansa.
Following
Germany, the second largest F13 fleet was operated in the Soviet Union. In
1922/3 Junkers signed a contract with the Soviet Government to set up an
aircraft facility at Fili where a Soviet aircraft facility would be developed
with the help of Hugo Junkers. A lot of F13 were built or modified here under
the designator Ju 13 or for military purposes under the designator PS 2. These
Ju 13 served with the Soviet Army, but also with the initial Soviet airlines,
i.e. the Junkers Luftverkehr Russland or Dobrolet. A total of 49 Junkers Ju 13
/ F 13 were operated in the Soviet Union.
The
Junkers F 13 was the first Junkers aircraft that was sold in large numbers
outside Germany. A total of 322 aircraft were delivered until 1929 to 30
countries. The aircraft was used by about 70 airlines outside of Germany. The
highest annual production rate was reached in 1925 with a total of 68 aircraft
built during that year. This was supported by the massive expansion of
European Union, a division of Junkers Luftverkehr.
In
1920 a first modification of the original F 13 was performed. The wingspan was
increased by 2.90 meters (9.5 feet) for better flight performance. This
modified F 13 was designated F 13 a. Some slighter modifications were
performed on the F 13 design and designated as F13b, F13c, and F13d. In 1923
the F13da became the first F13 series, which was equipped with a Junkers
engine, the Junkers L2. Compared to the prior Mercedes or BMW engine, this
Junkers powered F 13 was able to transport 40% more payload than the Mercedes
powered F 13 and 25% more payload than the BMW engined F13, however, the range
was reduced by 250 km (155 miles). In 1926 the first Junkers L5 engines were
mounted on the F 13, which became the F I 3de. But due to the heavier net
weight, the payload had to be reduced to the old BMW/Mercedes version.
However, the speed was increased by 10% against these older F13 versions,
while the range was reduced like the F I 3da. The Junkers L5 became the major
engine of the F 13 by 1926. Nevertheless the F I 3d, F 13 f, F I 3g and F I 3h
were also equipped with a wide variety of other engines.
About
the aircraft modeled:
In
1924 Junkers sent two F 13 W floatplanes, D 217 (Flamingo, s/n 63 7) and D218
(Kauz, s/n 638) on a South America Sales Tour. D 217 crashed during this tour,
killing a son of Hugo Junkers. The model represents the second Junkers F 13 W,
D 218.
Additions,
modifications, etc.:
Interior:
Other
than adding seat belts to the cockpit and cabin from masking tape, I built and
painted the interior as per instructions. This kit includes all one needs for
a complete cockpit and cabin. It is truly a piece of molding art.
Exterior:
Like
the interior, this was built out of the box. I drilled out the exhaust, but
that was all of the modification required. The float assembly was a little
fiddlely to assemble, but the entire kit fit like a silk glove.
Painting
and decaling:
The
model was primed in flat black and masks were run off on my copier to scale so
that I could mask areas to remain black. After masking, the model was given
three coats of Polly Scale Bright Aluminum. I followed this with two coats of
clear gloss for decal prep.
I
have just one word for the decals YUCK. I had to use them, because needless to
say, none for this plane will ever be done on the aftermarket. After much
prodding, cutting, and setting solution, I got the fuselage transfers to
settle between the corrugations, but those for the wing were another story and
an expletive one at that. The decals take this model out of the excellent
category. Come on Revell and Monogram please give us some decent decals for
these wonderful kits.
After
three days of cursing and prodding, I gave up on the wing transfers, painted
in the codes, and painted over the clear portions of the decals in bright
silver. I lastly applied a clear gloss top seal the decals and followed this
with a coat of semi gloss clear. Masking was removed from the windows and
these were polished out with Meguiar's Mirror Glaze and given a coal of
FUTURE.
In
short, this was a really neat model, spoiled only by those absolutely crappy
decals. If I were to do another, I would go to an office supply and get a
sheet of dry transfer letters in the proper size and font and use these in
lieu of the decals.
Caz
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