During World War II the company produced the German air force's planes, as well as piston and jet aircraft engines, albeit in the absence of its founder who had been removed by the Nazis in 1934.

In the immediate post-war era, Junkers used their J8 layout as the basis for the F-13, first flown on 25 June 1919 and certified airworthy in July of the same year.

Of note, in addition to significant European sales, some twenty-five of these airplanes were delivered to North American customers under the Junkers-Larsen affiliate and were used primarily as airmail planes.

Called the Junkers J.1000 Super Duck passenger seating was to be provided both in the main wing and the hull sections of the craft.

This Junkers design, including a scale model, was intended to illustrate an aircraft capable of trans-Atlantic operations of 8 to 10 hours and was completely revolutionary for its day.

[3] It was in 1922 that American engineer William Bushnell Stout, and in 1924 that Soviet engineer Andrei Tupolev each adapted the Junkers corrugated duralumin airframe design technologies for their own initial examples of all-metal aircraft in their respective nations – for Stout, the Stout ST twin-engined naval torpedo bomber prototype aircraft, and for Tupolev, the Tupolev ANT-2 small passenger aircraft, who had the assistance of the Soviet government's TsAGI research center in achieving success with light-weight metal airframes.

At the time of its introduction, this four-engined transport was the largest landplane in the world carrying thirty-four passengers and seven crew members.

A plan was started to solve both problems by "buying out" Hugo's engine patent portfolio and placing it into the hands of a new company, the Junkers Motoren-Patentstelle GmbH, which was eventually formed in November 1932.

It was intended to provide an alternative to Nicholaus Otto's patented four stroke which would run on low grade fuels such as blast furnace waste gases.