301 replies to this topic

[J311yfish]

Kawasaki Ki-78 and Kogiken Series

-- Kawasaki Ki-78 introduced radical concepts (05/1941); Kogiken Series immediately after may have helped to disperse them (summer 1941)

-- The goal is to track technological advancement with precision to see how that might be reflected in the tech tree beyond simple placement at each tier.

-- These details are not revealed through specifications but rather through close reading and cross-referencing of development narratives.

 

Summary:

"Correlation does not imply causation" but a chronological relationship may drive further inquiry

 

 

1938 -----------------------------------------------------1941------------------------------------------------------------------------------------------ 1944

 

Kawasaki Ki-38 --------------> Ki-45------------------------------------------------> Ki-45 KAI---------------------------------------------------> Ki-45 KAIc/d

                                                                                                                        | --------------> Ki-66 -----> Ki-48-II

                                                                                                                        | ---------------> Ki-96 -------------------------------------> Ki-108

                                                                                                                        ^L-------------------------------------------------------------> Ki-102

 

Mitsubishi Ki-39/40 ---------> Ki-46-I ------------------------------------> Ki-46-II --------------> Ki-46-III--------> Ki-46-IV ---------------------------> Mitsubishi Ki-83

                                                                                                                                             ^LKi-46 III KAI -------------------------------------->  Mitsubishi Ki-83

 

Messerschmitt Me 209 -------------------------> Ki-78 --------------------------------> J2M

Messerschmitt Me 209 -------------------------> Ki-78 -----------------> Ki-60 ----> Ki-61 -----> Ki-64 -----> Ki-73 ---------------------------------> Mitsubishi Ki-83

                                                                                                                              ^L---------->Ki-61-II --> Ki-100 --> Ki-100-II --> Ki-119

 

-------------------------------------------------------------------> Kogiken Plan I Type A -------------> Ki-88

 

 

 

Proof 1:  Me-209 --> Ki-78 --> Ki-60/61 and J2M

 

Messerschmitt Me 209 (__/___ - __/1938)

 

-- Me 209 V1 established World Air Speed Record on April 26 1939 [755.138 km/h]; record held for nearly 30 years; finally surpassed by a highly modified Grumman F8F-2 on August 16 1969 [776.449 km/h].  (Myhra, 3)

-- Me 209 V4's challenges with the evaporative cooling system (Myhra, 15) are remarkably similar to those experienced by Takeo Doi with the Kawasaki Ki-64.  

-- Me 209 V4's later use of two low-drag radiators to remedy the situation was also trialed by Kawasaki Ki-78.  Kawasaki Ki-60 and Ki-61 instead use a ventral radiator.

 

 

Kawasaki Ki-78 Kensan III (__/1938-01/1944)

 

Notes:

-- "...introduced several advanced design features not previously used by the Japanese aircraft industry." (Francillon, 125)

-- "Begun [1938] as a civil project for use in a high-speed research program and for a contemplated attempt to break the world air speed record ... taken over by Imperial Japanese Army [as Ki-78] upon Japan's entry into the war." (Francillon, 125)

-- "Designed by a team of the Aeronautical Research Institute of the University of Tokyo... [before transfer to Kawasaki]." (Francillon, 125)

-- First use of water-methanol injection in Japan ... "momentarily boost power to 1550hp." (Francillon, 125)

-- "... [1st flight on] December 26 1942.  It was found extremely difficult to fly at low speeds, and take-off and landing speeds were respectively 205 km/h (127 mph) and 170 km/h (106 mph).  Furthermore, loaded weight and wing loading exceeded calculated values and elevator flutter was experienced at 635 km/h (395 mph)." (Francillon, 125-126)

-- "... [31st flight on] December 27 1943 ... reached a maximum speed of 699.6 km/h @ 3527m (434.9 mph @ 11539 ft).  This was considerably less than the [ultimate goal of] 850 km/h (528 mph) ... To achieve the calculated performance too many airframe and engine modifications were required and the flight trials of the Ki-78 were suspended after 32nd flight, on January 11 1944." (Francillon, 126)

-- image 1 / image 2 / 3-view (Docavia #7)

 

Engineer/Designer	Role	Details	Technology appearance elsewhere
Shoroku Wada Isamu Imashi	Project Leader (1938) Project Leader (~1941)	Aeronautical Research Institute of the University of Tokyo Kawasaki
Mineo Yamamoto	Fuselage Design	minimum cross section	Ki-46, Ki-73, Ki-83 ...
Eichiro Tani*	Wing Design	laminar flow wing 11m2 wing area combination Fowler, split flaps, drooping ailerons to reduce landing speed	J2M, N1K1-J, Ki-64, Ki-93, Ki-94-II laminar flow wing Ki-60 low wing area (15.9m2)
Seichi Kurino	Engine Installation	DB.601A 1175hp   water-methanol injection system	Ki-60, Ki-61, Ki-64 inline engine [more info here] D4Y, M6A inline engine J2M, A6M6, Ki-84, Ki-43-III H2O-methanol injection
Shojiro Nomura	Engine Installation	radiators of small frontal area mounted to each side of rear fuselage fan to improve cooling driven by 60hp turbine	concept abandoned? J2M

Data:  Francillon    *Eichiro Tani was later involved in development of Kawanishi Baika (Dyer, 61)

 

Timeline relative to other projects: (all dates from Francillon unless otherwise indicated)

11/1936 -- Aichi granted a license by Daimler-Benz as early as November 20 1936, to manufacture the DB 600A--D. (Mikesh, 9)

03/1937 -- Kawasaki Ki-28 loses IJA fighter contract to Nakajima Ki-27

12/1937 -- specification issued for what would become Tomio Kubo's Ki-46; December 12 1937

early 1938 -- Japanese Navy acquired from Germany the Heinkel He 118 V4, along with its production rights (Mikesh, 9)

___ 1938 -- Kawasaki Ki-78 project start

04/1939 -- Me 209 V1 established World Air Speed Record on April 26 1939 [755.138 km/h]

late 1939 -- Kawasaki to produce Daimler-Benz under license agreement

09/1939 -- J2M specification issued and preliminary designs completed by Jiro Horikoshi; Aichi Atsuta evaluated but Kasei chosen; work begun 03/1940 (Peczowski, 5)

11/1939 -- Ki-46 prototype completed at Mitsubishi's Nagoya plant; first flight late November at Kagamigahara in Gifu Prefecture north of Nagoya

02/1940 -- Army issues contract to Kawasaki for Ki-60 and Ki-61

03/1940 -- J2M work begins under J. Horikoshi ... assisted by Yoshitoshi Sone and Kiro Takahashi (Peczowski, 5)

04/1940 -- three DB.601A engines imported for Ki-60 project (Bueschel, 4)

12/1940 -- Ki-61 given priority over Ki-60 project

03/1941 -- Ki-60 first prototype complete (15.9m² wing area) and flown ... 550 km/h; meanwhile Ki-46-II completed.

05/1941 -- Ki-78 wooden mockup complete; production of 2 prototypes entrusted to Kawasaki

summer 1941 -- 'Kogiken Series' studies begin under the direction of engineer (and LCDR) Ando Sheigo of Kokugijutsu Kenkyujo (Army's Air Technical Research Laboratory); Tachikawa and Kawasaki also invited to attend; designs nearing completion by 09/1941. (Dyer, 43-44); [sidenote: coincides with Ki-45 development as Ki-45 KAI]

summer 1941 -- Ki-60 second prototype complete (16.2m² wing area) ... lighter ... improved cowling streamlining ... 560 km/h

07/1941 -- Kawasaki Ha-40 first Japanese-built DB 601 complete (Nijboer, 18)

09/1941 -- Ki-78 construction of first prototype begins at Kawasaki Gifu plant (Francillon); 'Kogiken Series' designs nearing completion (Dyer, 43-44)

12/1941 -- Ki-61 prototype first flight

02/1942 -- J2M prototype complete

03/1942 -- J2M prototype first flight March 20 1942 at Kasumigaura

05/1942 -- specification issued for what would become Ki-46-III

06/1942 -- Messerschmitt Chief Test Pilot Willi Stor's Me109 E/2 fighters arrived in Japan in for evaluation

__/1942 -- "testing [of Ki-61] in 1942 proved it to be a better performer than the Ki-43 Model II prototype, a captured Curtiss P-40E, and even Bf109 E/2"

10/1942 -- Ki-61 cooling system modified and tested as proof of concept for Ki-64 [~620 km/h]; started 10/1942 and continued to the end of 1943 (Dyer); J2M2 accepted for production as the Navy Interceptor Fighter Raiden (Thunderbolt) Model 11.

12/1942 -- Ki-78 first flight December 21 1942 [see notes above]; meanwhile Ki-46-III completed.

04/1943 -- only 14 J2M aircraft delivered by this time (including the 3 J2M1 prototypes) due to refinement issues and production priority to A6M.

05/1943 -- specification issued for long-range escort fighter; in response Tomio Kubo assisted by Mizuno, Kato and Sugiyama begin the Ki-73 project; abandoned before construction to focus on Ki-83 [details here].

06/1943 -- Rikugun (Army Aerotechnical Research Institute) begins stopgap study for adaptation of Ki-46-III to serve as a high-altitude interceptor fighter; pursued actively from 05/1944 onwards.

12/1943 -- Ki-78 makes 32nd flight December 27 1943 [699.6 km/h @ 3527m]; Ki-61-II first flight; Ki-64 first flight [700 km/h @ 4000m]

01/1944 -- Ki-78 project suspended January 11 1944

05/1944 -- Rikugun actively pursues adaptation of Ki-46-III to serve as high-altitude interceptor fighter; modification program initiated at Tachikawa; meanwhile J2M5 begins flight trials

10/1944 -- Ki-46-III KAI (Army Type 100 Air Defense Fighter) adaptation completed; lacked climbing speed; further developed as Ki-46-IIIb (only a few built); Ki-46-IIIc remained on drawing board.  Ki-83 prototype construction began; 4 Ki-83's complete by 05/1945.

11/1944 -- Ki-61-II conversion to radial engine and redesignation as Ki-100; Ki-83 first flight November 11 1944.

02/1945 -- Ki-100 first flight

02/1945 -- Ki-46-IV demsonstrates 700 km/h average speed with strong tailwind; two produced; Ki-46-IVb fighter version with nose-mounted cannon deleted from production priority.

05/1945 -- Ki-83 four prototypes complete by this time

08/1945 -- Surrender; advanced versions of Ki-83 in progress as Ki-95 and Ki-103.

 

Conclusions

-- Ki-78 contributed to the development of Ki-60, 61, 64 after Kawasaki lost the Army fighter contract to Nakajima Ki-27; concepts also show up in Mitsubishi J2M

-- Ki-64's enhanced model to generate 2800hp may refer to a water-methanol injection system to boost engine horsepower

-- movement of radiators from the sides of the fuselage (Ki-78) to the wings (Ki-64) appears to be an effort at streamlining in order to get closer to the 850 km/h goal, at the expense of operational range

-- coupling of DB.601A engines (Ki-64) appears to be an effort to get closer to the 850 km/h goal through raw horsepower; same concept employed by Tomio Kubo with Ki-73 but abandoned in favor of Ki-83

-- see also: Me 209, Kogiken studies

 

	Me-209	Ki-78	Ki-60	Ki-61	Ki-64	Mitsubishi Ki-83*
Engine		DB.601A 1175hp	DB.601A 1100hp	DB.601A as Ha-40  1175hp	2xDB.601A as Ha-201 2350hp	2xHa-211 Ru
Span (m)		8	10.5	12	13.5	15.5
Length (m)		8.1	8.47	8.75 (Ki-61-Ib) 9.16 (Ki-61-II KAIa)	11.03	12.5
Height (m)		3.07	3.7	3.7	4.25	4.6
Wing area (m2)		11	16.2	20	28	33.52
Empty (kg)		1930	2150	2210 (Ki-61-Ib) 2840 (Ki-61-II KAIa)	4050	5980
Loaded (kg)		2300	2750	2950 (Ki-61-Ib) 3780 (Ki-61-II KAIa)	5100	8795
Wing loading (kg/m2)		209	169.8	147.5 (Ki-61-Ib) 189 (Ki-61-II KAIa)	182.1	262.4
Power loading (kg/hp)		2	2.4	2.51 (Ki-61-Ib) 2.52 (Ki-61-II KAIa)	2.17	2
Maximum speed		700 km/h @ 3500m	560 km/h @ 4500m	592 km/h @ 4860m (Ki-61-Ib) 610 Km/h @ 6000m (Ki-61-II KAIa)	690 km/h @ 5000m*	655 km/h @ 5000m 686 km/h @ 8000m 704.5 km/h @ 9000m
climb     ceiling (m)		...     8000	8:00 to 5000m     10000	5:31 to 5000m (Ki-61-Ib) 6:00 to 5000m (Ki-61-II KAIa)   11600 (Ki-61-Ib) 11000 (Ki-61-II KAIa)	5:30 to 5000m     12000	10:00 to 10000m     12660
range (km)		600	...	1100 (Ki-61-Ib) 1600 (Ki-61-II KAIa)	1000	1953

Data: Francillon     *Ki-64 --> Ki-73 --> Ki-83 relationship established here.

 

Conclusions:

-- Ki-78's dimensions and weight were upscaled for Ki-60, Ki-61, Ki-64

-- Ki-64's top speed was attained through engine coupling and aerodynamic refinement.  Dyer indicates that a higher top speed was hoped for with improvements to the engines, which may have been the water-methanol injection system used by Ki-78.

-- Ki-83 finally achieved a remarkable formula by way of Ki-73 (coupled liquid-cooled engine project which did not materialize).

 

 

Kawasaki Ki-60, 61, 61-II, 64

Kawasaki Ki-61

 

-- details here at respective tiers IV, V, VI, VII

 

 

Mitsubishi J2M Raiden (Thunderbolt)  雷電  -- "Jack"  (05/1942)

 

-- the pointed fuselage behind the tail is also seen on Horikoshi's A5M and A6M.

-- tail wheel resembles A6M.

 

 

 

Proof 2:  Ki-46 --> Ki-83  

 

-- see 10/1944 under Ki-78 timeline; both designed by Tomio Kubo.

 

Mitsubishi Ki-46 -- "Dinah"  (11/1939, 03/1941, ~05/1942+, 10/1944+)

Production	Airframe	Engine	Speed	Armament
34 (1939-1940)	Ki-46-I recon	IV  2x Mitsubishi Zuisei Ha-26-I 875hp	540 km/h @ 4069m	1x7.7mm Type 89 rear
1093 (1940-1944)	Ki-46-II recon	V  2x Mitsubishi Zuisei Ha-102 1080hp	604 km/h @ 5800m	1x7.7mm Type 89 rear
2     (~05/1942) 609 (1942-1945)	Ki-46-III recon	VII 2x Mitsubishi Kinsei Ha-112-II 1500hp	629 km/h @ 6002m		(added 13mm back/head armor plate for pilot)
(10/1944+)	Ki-46-III KAI interceptor	VII 2x Mitsubishi Kinsei Ha-112-II 1500hp	629 km/h @ 6002m	VI  2x20mm Ho-5 (N)	VI  1x37mm Ho-203 forward-up 30-degrees*
"a few" (03/1945+) Drawing board	Ki-46-IIIb ground attack   Ki-46-IIIc				Ki-46-IIIb:  oblique removed Ki-46-IIIc:  2x20mm Ho-5 oblique
4 (1943-1944)	Ki-46-IV recon	VII 2x Mitsubishi Kinsei Ha-112-II Ru 1500hp	634 km/h @ 7202m 629 km/h @ 9997m
Drawing board	Ki-46-IVa   Ki-46-IVb			Ki-46-IVa:  not specified   Ki-46-IVb: "nose-mounted cannons"

Data: Francillon    All built by Mitsubishi Jukogyo K.K. at Nagoya and Toyama; 1742 total.

 

Notes:

-- design team led by Tomio Kubo; "...perhaps the most outstanding Japanese aircraft to serve its country during the Pacific War." (Francillon, 168-177)

-- streamlined reconnaissance aircraft; later adapted for high-altitude bomber interception; adaptation study began 06/1943, idea revived 05/1944 as U.S. B-29 bombers initiated high-altitude daylight bombing from foothold in China (Francillon, 168-177)

-- "[Kubo] obtained the cooperation of the Aeronautical Research Institute of the University of Tokyo which developed close-fitting cowling for the two Mitsubishi Ha-26 fourteen-cylinder radials, with resultant improvement in pilot's sideways vision and a reduction in drag, and which also contributed to the design of the fully retractable landing gear selected for the aircraft.  To meet the stringent performance requirements Tomio Kubo adopted a thin wing section and a fuselage of small diameter in which a large fuel tank was mounted close the aircraft's center of gravity.  The pilot and radio-operator/gunner were seated in two cockpits separated by the fuselage fuel tank.  Design and construction of the first prototype progressed slowly as it was found necessary to conduct extensive wind-tunnel tests in the facilities of the Aeronautical Research Institute of the University of Tokyo ... [aircraft finally completed early 11/1939 at Mitsubishi's Nagoya plant]." (Francillon, 170)

Ki-46-I and Ki-46-II

-- Reconnaissance

Ki-46-III KAI

-- "Shortly before China-based B-29's ... initiated high-altitude daylight raids over Japan, the JAAF Headquarters became aware of the urgent need to develop an interceptor fighter with good performances at high altitude.  The Army Aeronautical Research Institute at Tachikawa (Rikugun Kokugijutsu Kenkyujo) had, in [06/1943] studied the possibility of adapting the [Ki-46-III] which was one of the few JAAF operational aircraft to have required altitude performance ... [05/1944] project urgently revived and conversion lines were quickly set up at the Tachikawa Dai-ichi Rikugun Kokosho (First Army Air Arsenal at Tachikawa).  The photographic equipment and forward fuselage were replaced by [see table above] ... canopy was modified to resemble that of the Ki-46-II ... known as the Army Type 100 Air Defense Fighter ... completed 10/1944.  From [11/1944] aircraft of this type served in the defense of Japan, equipping 2 Sentais, 5 Dokuritsu Dai Shijugo Chutai and 1 Dokuritsu Hikotai.  However ... not very successful, being too vulnerable to the concentrated fire of the B-29 and lacking the climbing speed required of an interceptor." (Francillon, 8)

-- [sidenote: Tomio Kubo's Ki-83 was in prototype stage at this time, completed 10/1944, first flown 11/1944]

-- [sidenote: adaptation of Ki-46 to interceptor role is concurrent with Ki-102b (10/1944-07/1945) which uses the same engine.]

-- [sidenote: the same institute produced Ki-93, prototype complete and flown 04/1945; the diamond-shaped horizontal tail surface, and vertical tail surface with leading edge and receding tip, bear strong resemblance to Ki-46, moreso than to any other heavy fighter; more details along those lines here]

-- "Development of 2 additional fighter versions, dispensing with the 37mm cannon, were begun by Mitsubishi [03/1945].  They were the Ki-46-IIIb (Army Type 100 Ground-Attack Aircraft) of which only a few were buit, and the Ki-46-IIIc, with obliquely mounted 20mm Ho-5 cannons, which remained on the drawing boards." (Francillon, 8)

Ki-46-IV

-- engine upgrade to improve capability of avoiding interception. (Francillon, 9)

-- "...intake air was methanol-cooled as the space available in the nacelles was too limited for using a normal intercooler." (Francillon, 9)

-- Ki-46-IVa flight tests commended [02/1944] ... "However, the production of the turbo-supercharged Ha-112-Ru was too slow to gain tempo and these engines were assigned in priority to high-altitude interceptor fighters such as the Kawasaki Ki-100-II, Ki-102a and Ki-102c.  Consequently the Ki-46IVa never replaced the Ki-46-III on Mitsubishi's production lines and a fighter version, Ki-46-IVb, with nose-mounted cannons remained on drawing boards." (Francillon, 9)

 

 

 

Mitsubishi Ki-83  (11/1944)

 

-- details here

 

 

 

Edited by J311yfish, 11 November 2014 - 04:34 PM.

[J311yfish]

Foreign Aircraft

-- evaluated by the IJA and IJN before and during the war

-- 1st goal is to understand how foreign concepts might have been adapted/integrated to meet Japan's needs

-- 2nd goal is to understand which concepts are unique to Japan

-- 3rd goal is to understand how all of this might be related to the roll-out of aircraft for other countries

-- (work in progress)

 

from Russia

 

 

 

 

from France

 

 

 

 

from United Kingdom

 

Bristol Bulldog (to Japan 1929)

 

Bristol Bulldog --> Nakajima Bulldog --> Nakajima A2N

 

(Mikesh, 225-226)

 

see also Boeing 69B

 

 

 

from United States

 

Boeing 69B (to Japan 1928)

 

Boeing 69B ---> Nakajima A2N ---> Nakajima A4N

 

(Mikesh, 225-226; 232-233)

 

see also Bristol Bulldog

 

 

Vought 143 (

 

-- "The basic undercarriage retraction system design [of A6M2 Model 22], which was first used on the Nakajima [B6N] was a refinement of the system used on the Vought 143.  This and other system designs that were similar or copies of systems found in other aircraft designs was the basis for the wartime propaganda that the Zero was a poor copy of a rejected U.S. aircraft design.  This may have been good propaganda, but factually it was pure rubbish.  The Zero was as original as any other aircraft design of World War II." (Nohara, 24)

 

 

Seversky 2PA-B3

 

 

from Germany

 

Heinkel He 100 D-O

 

-- "The He 100 was actually a prototype fighter, although many of its features would never be found on a front-line fighter.  Surface radiators were used similar to those found on racing seaplanes, such as the American Curtiss, the British Supermarine, and the Italian Macchi.  While effective for short sprints, surface evaporation (radiators) could not absorb even the slightest damage to their wing surfrace.  Were they to do so they would lose all their coolant.  This was because heated water pumped out from the engine and was circulated as steam under the wing's aluminum covering.  Within the wing the steam condensed back to water and was reticulated back to the engine.  Nevertheless, Heinkel's first three He 100 prototypes (as many as 8 may have been built) V1, V2, and V3 were constructed with wing surface cooling.  Then, three more prototypes were built, the V4, V5, and V6, however, their surface cooling was replaced by retractable belly radiators ... about 12 pre-production versions were produced and given the designation of He 100D ... never entered service with the Luftwaffe ... Japan purchased three pre-production He 113 D-O's [He 100 named as He 113 for propaganda]..." (Myhra, 7)

-- He 100 V1 first flight January 22 1938 (Myhra, 7)

-- He 100 V2 first flight June 6 1938 (Myhra, 8)

-- He 100 V3 last test flight September 1938; lost during test flight (Myhra, 9)

-- He 100 V4

-- He 100 V5

-- He 100 V6

-- He 100 V7

-- He 100 V8 completed end of February 1939 (Myhra, 9); "... forced to land due to high oil temperature that was too high and too low oil pressure.  This He 100 had none of the conventional oil coolers because they could have created aerodynamic disturbance.  The hot oil ran through a heat exchange, located in the fuselage behind the pilot's seat.  It was cooled by methyl-alcohol [methanol], which has a very low evaporation temperature.  When the oil reached 65°C, the methyl-alcohol evaporated and thus cooled off the engine by dissipating heat.  The alcohol vapors were cooled in the wings and condensed back to liquid alcohol, which was then pumped back by little pumps to the heat exchanger... this cooling system could not handle the extreme heat that developed when the engine ran at full power." (Myhra, 9)

-- "... He 100 V8 ... equipped with a DB.601E probably producing a nominal 1175 horsepower, like the Messerschmitt Bf 109 V13, and one suspects that the effective power would have been closer to 2000 horsepower.  But the increase in power between [610.950 km/h Bf 109 V13] and [746.604 km/h He 100 V8] or Me 209 V1 ... about 500 to 600 horsepower or some 30% ... is not sufficient to explain the enormous increase in speed achieved.  It would have been necessary to have 85% more power between the Bf 109V13 and the Me 209V1.  In addition, it was necessary to have a very refined airframe with good high lift devices to increase the wing loading to 175-180 kg/m², and the aircraft's wing [area] needed to be reduced in size as much as possible; 14.5 m² for the Heinkel and 13.2 m² for the Messerschmitt, the smaller of the two.  Their takeoff weights were respectively 2600kg for the Heinkel and 2300kg for the [Me 209V1]." (Myhra, 10)

-- [a similar wing surface cooling concept shows up in Kawasaki Ki-64, details here.]

-- [minimal wing area concept shows up in Kawasaki Ki-78 and Ki-60]

-- [water-methanol injection concept shows up in Kawasaki Ki-78, Mitsubishi J2M, others

 

 

Heinkel He 118 V4 (to Japan spring 1938)

-- Heinkel He 118 V4 [above] inspired Yokosuka D4Y [below]. (Francillon, 454-455)

 

 

Messerschmitt Bf 109E

 

 

 

Focke-Wulf Ta 152 (04/1945 confirm)

 

-- 

 

 

 

 

from Italy

 

 

 

 

 

 

Edited by J311yfish, 09 November 2014 - 04:30 PM.

[J311yfish]

Captured Aircraft

-- examination of captured aircraft might help to establish a context for Japanese development decisions

-- (not much information here yet so it is really just for accountability)

-- see here for now: http://www.j-aircraft.com/captured/index.htm

 

Curtiss-Wright CW-21 Demon (

 

-- story

 

 

Brewster F2A Buffalo (captured 05/1943 or earlier)

 

-- story

 

 

Grumman F4F-3

 

-- Source: Meatballs and Dead Birds, by James P. Gallagher (2004 Stackpole), p. 43

 

 

LaGG-3 (

 

 

 

 

Hawker Hurricane Mk. II (captured 02/1942)

 

-- story

-- Source: Meatballs and Dead Birds, by James P. Gallagher (2004 Stackpole), p. 43

 

 

Curtiss P-40E (

 

-- story

-- Source: Meatballs and Dead Birds, by James P. Gallagher (2004 Stackpole), p. 43-46

-- belonged to Japanese Navy; painted in the same green color as Zeke, Irving, Jack. (Gallagher, 45)

 

 

North American P-51C 'Evalina' (captured 01/1945)

 

-- story

 

 

Douglas A-20 (

 

Model: DB-7B

Class: Boston III

-- Source: Meatballs and Dead Birds, by James P. Gallagher (2004 Stackpole), p. 43-44

 

 

 

 

Edited by J311yfish, 23 January 2016 - 06:14 AM.

[J311yfish]

Shared designs/concepts: 

-- The goal is to track technological advancement with precision to see how that might be reflected in the tech tree beyond simple placement at each tier.

-- These details are not revealed through specifications but rather through close reading and cross-referencing of development narratives.

 

Wings

 

parasol wings

-- "One from which rest of aircraft is suspended by ties; hence, parasol monoplane." (Gunston, 482)

-- Nakajima Type 91 (05/1928) -- under the assistance of Dewoitine engineers (Wieliczko, 5)

 

wire-braced wings

-- Nakajima Ki-11 (04/1935+) -- "wire-braced low wing with rounded tips which gave it an elliptical wing appearance." (Mikesh, 218)

-- Boeing P-26 -- to China

-- Breda Ba.27M -- met in combat over China ... confirm date

 

elliptical wings

-- "Aerodynamic theory shows that for highest efficiency (lowest induced drag) the planform should be an ellipse with the quarter-chord line straight." (Gunston, 230)

-- "It was Mitsubishi's undaunted courage that retained the cantilever structure despite previous failures, and also to pursue the development of a thinner wing of elliptical planform to minimize induced drag." (Mikesh, 173)

-- Heinkel He-70 (12/1932)

-- Experimental 9-Shi Single-seat fighter (Ka-14) (01/1935) -- [what would become Mitsubishi A5M] (Mikesh, 173)

-- Mitsubishi A5M (02/1935)

-- Heinkel He-111 (02/1935)

-- Heinkel He-112 (09/1935)

-- Kawasaki Ki-38 (03/1937-12/1937) -- [what would become Kawasaki Ki-45]

-- Aichi D3A (12/1937+) -- "...low-mounted elliptical wings inspired by those of the Heinkel He 70." (Francillon, 272)

 

laminar flow wings

-- "Fluid flow in which streamlines are invariant and maintain uniform separation, with perfect non-turbulent sliding between layers." (Gunston, 372)

-- Kawasaki Ki-78 (1938+)

-- Mitsubishi J2M Raiden (03/1942)

-- Kawanishi N1K1, N1K1-J, N1K2-J (12/1942+)

-- Kawasaki Ki-64 (first flight 12/1943) -- "Each laminar flow wing housed the fuel tanks" (Dyer, 10)

-- Tachikawa Ki-94-II (began ~10/1943; accepted; first flight scheduled for August 18 1945, 3 days after surrender)

-- Rikugun Ki-93 (1945)

-- Mitsubishi G4M

-- Nakajima G8N

-- Nakajima C6N

-- Nakajima Kikka (08/1945) -- [air foils were Nakajima series K, a laminar flow design used on C6N Saiun ("Myrt"), G8N Renzan ("Rita"), and others.  The K 125 airfoil section was used at the wing root, changing to K 309 at the wing tip.] (Mikesh, 20)

 

straight leading edge

-- Nakajima Ki-27 -- 

-- Nakajima Ki-43 -- 

-- Nakajima Ki-44 -- confirm

-- Nakajima Ki-84 -- 

-- Nakajima Ki-87 -- 

-- Mansyu Ki-98 -- Mansyu had manufactured Ki-27 and Ki-84 for Nakajima; also Mansyu Ki-79 trainer with straight leading edge

 

mid-wing configuration

-- Aichi B7A (05/1942+) -- "adopted to provide clearance for a ventral bomb-bay and a large air-screw [4-blade]" (Collier, 57)

 

inverted gull wing

-- Experimental 9-Shi Single-seat fighter (Ka-14) (01/1935) -- [what would become Mitsubishi A5M] (Mikesh, 173)

-- Aichi B7A (05/1942+) -- "wings had therefore to be of inverted gull-wing shape, since otherwise the legs of the retractable undercarriage would have been too long." (Collier, 57)

 

rearward sweep wings

-- Kayaba Katsuodori (1937-1943) -- 25.5° (Dyer, 19)

-- Nakajima Kikka (08/1945) --  "The wings of the Kitsuka had a total of 13° sweepback, the centerline of the wings being at 9°."(Dyer, 119)

 

folding wings

-- Mitsubishi A6M2 -- wing tips

-- Mitsubishi A6M3 -- wing tips; yes or no varies by model

-- Mitsubishi A7M -- wing tips

-- Nakajima B5N (01/1937) -- 

-- Nakajima B6N

-- Aichi M6A (11/1943) -- full wing

-- Aichi B7A (05/1942+) -- "For carrier stowage the wings folded hydraulically upwards outboard of the flaps" (Francillon, 289-290)

-- Nakajima Kikka -- to facilitate operation from caves

 

small wing area / high wing loading

-- Kawasaki Ki-78 -- 

-- Kawasaki Ki-60 (03/1941) -- "the [first prototype] was not liked by Service test pilots who reported negatively on the aircraft's high wing loading and resultant high landing speed ... 2nd Ki-60 prototype was fitted with a wing of increased area -- 16.2 m² against 15.9 m²." (Francillon, 111)

-- Nakajima Kikka (08/1945) -- "droop ailerons were fitted to compensate for the heavy wing loading" (Dyer, 119)

 

large wing area / low wing loading

-- Kawasaki Ki-119 (08/1945+) -- "wing of high aspect-ratio and large area [31.9m²] was selected to obtain good airfield performance and flying characteristics" (Francillon, 142)

 

high aspect-ratio

-- Kawasaki Ki-119 (08/1945+) -- "wing of high aspect-ratio and large area was selected to obtain good airfield performance and flying characteristics" (Francillon, 142)

 

wing surface cooling

-- Kawasaki Ki-64 (12/1943) --

 

 

Control surfaces

 

Fowler Flaps

-- Martin 146 (1935)

-- Lockheed Electra (1937)

-- Lockheed 14 Super Electra (07/1937 United States) -- "To offset the resultant excessive approach and take-off speeds, Fowler flaps were adopted.  These surfaces not only increased drag to lower approach speed as did conventional flaps but also augmented effective wing area to reduce take-off distance." (Francillon, 137)

-- Nakajima Ki-49 -- "Fowler flaps, a design idea borrowed from the license-built American Lockheed 14, were an integral part of the Ki-49 design to help take-off and climb." (Bueschel, 16)

 

split flaps

"The split flap had been invented by engineer Tetsuo Noda of Mitsubishi in 1927.  A patent was granted for this invention in 1928 but only in Japan, and not applied for elsewhere; consequently it was put to practical use several years later in the United States without restriction." (Mikesh, 174)

-- Experimental 9-Shi Single-seat fighter (Ka-14) (01/1935) -- [what would become Mitsubishi A5M] 

-- Nakajima Ki-12 (10/1936) -- 

 

butterfly flaps

-- Nakajima Type P.E. -- pre-Ki-27 prototype used to test butterfly flaps before retirement. (Francillon, 198)

-- Nakajima Ki-43-I --  "Of particular interest ... were the aircraft's butterfly flaps, which were correctly interpreted to be combat flaps for a tighter turning radius.  The hydraulic selector actuator for lowering and raising the flaps for landing was a conventional hand-control lever while two electric push buttons on the top of the control column were used to maneuver the same flaps into their combat position." (Mikesh, 18)

-- Nakajima Ki-43-II (02/1942+)

-- Nakajima Ki-44

-- Nakajima Ki-84

 

automatic flaps

-- Kawanishi N1K1-J (12/1942+) -- "Modifications were also made to the combat flap system, and, whereas flap extension was manually controlled on the Kyofu, the flaps were operated automatically on the land-based fighter." (Francillon, 320-321)

 

drooping ailerons

-- "Ailerons arranged to droop about 15º when flaps are lowered to increase lift while preserving lateral control." (Gunston, 211)

-- Aichi B7A (05/1942+) -- "could be deflected 10° to serve as auxiliary flaps" (Francillon, 289-290)

-- Aichi S1A (~07/1945+) -- "acting as auxiliary landing flaps" (Francillon, 295)

-- Nakajima Kikka (08/1945) -- "droop ailerons were fitted to compensate for the heavy wing loading" (Dyer, 119)

 

dive brakes

-- Aichi D3A (12/1937+) -- "dive breaks similar to those used on Junkers Ju 87" (Francillon, 272)

-- Yokosuka D4Y -- "Three electrically operated dive brakes were fitted beneath the wings ahead of each landing flap" (Francillon, 455)

-- Aichi E16A -- 

-- Aichi B7A (05/1942+) -- "mounted on the undersurface ahead of the flaps between the fuselage and ailerons" (Francillon, 289-290)

-- Aichi S1A (~07/1945+) -- "air-brakes were installed under the wing and fuselage center-section to be used in the final stage of interception to avoid overtaking the enemy bomber." (Francillon, 295)

-- Kawasaki Ki-66 (10/1942-10/1943) -- "Snow-fence dive-brakes were flush-mounted under the wings outbard of the engine nacelles [visible in picture above] and were hinged clear of the undersurface when opened." (Francillon, 123)

-- Kawasaki Ki-48-II -- "a dive-bomber version of the Ki-48-II which used dive-brakes similar to those fitted to the Ki-66." (Francillon, 123)

 

square-tipped vertical tail surfaces

-- Kawasaki Ki-96 (09/1943) -- "adopted to improve handling characteristics with one engine out." (Francillon, 127)

 

square-tipped horizontal tail suraces

-- Kawanishi N1K1-Jb Model 11B -- "armed with four improved 20mm cannon inside the wings, was fitted with two underwing racks for bombs of up to 250kg (551 lb) and featured square-tipped horizontal tail surfaces." (Francillon, 323-324)

 

vertical wingtip rudders

-- Kayaba Katsuodori (1937-1943) -- 

 

tailless

-- Kayaba Katsuodori (1937-1943) -- 

 

function as a glider after fuel expended

-- Kayaba Katsuodori (1937-1943) -- 

-- Mitsubishi J8M (07/1945+) -- 

-- Rikugun Ki-202 (~08/1945)-- 

 

 

Fuselage

 

flush-head rivets

-- Experimental 9-Shi Single-seat fighter (Ka-14) (01/1935) -- [what would become Mitsubishi A5M] "Horikoshi paid close attention to reducing friction drag by having a smooth surface on the airframe.  Flush riveting was used throughout the airframe for the first time in Japan, only a few months behind this being used on the German Heinkel He 70.  Flush type fasteners for removable panels were also used." (Mikesh, 173)

-- Kawasaki Ki-10 (03/1935) -- 

 

low-profile canopy

-- Kawasaki Ki-78 (1938+)

-- Mitsubishi J2M Raiden (03/1942)

 

tear-drop canopy

-- Nakajima Ki-43

-- Nakajima Ki-44 -- "Like the [Ki-43] ... the Tojo had a tear-drop design for the pilot canopy which featured all-around visibility, far ahead of the other soon-to-be warring countries that would eventually include this feature." (Mikesh, 22)

 

cut-down canopy

-- Mitsubishi J2M8 -- "J2M8 [with cut down rear fuselage to achieve all-around vision canopy] similar to that of the A6M Zero." (Peczkowski, 21)

-- Kawasaki Ki-100-Ib (05/1945+) -- "Doi and his team trimmed down the plane's fuselage and replaced the original canopy with a sliding-bubble type" (Guttman, 211)

 

bubble canopy

-- 

 

pressurized cabin

-- Lockheed 14 Super Electra (07/1937 United States) -- "[20 Model 14-WG3B's] ... together with the license production rights, were acquired in 1938 by Tachikawa Hikoki K.K. (Tachikawa Aeroplane Co Ltd).  This manufacturing firm acted as agent for Nihon Koku K.K. (Japan Air Transport Co Ltd) and ... undertook license production of a version with Japanese engines.  The Japanese carrier also acquired directly another 10 ... Aircraft of this version were each powered by [2x Wright Cyclone GR-1820-G3B 900hp @ takeoff / 840hp @ 2440m]." (Francillon, 139)

-- Tachikawa SS-1 (began 1940, completed 05/1943) -- modification of license-built Lockheed Model 14 Super Electra

-- Tachikawa Ki-77 (began 1940, completed 03/1944)

-- Tachiikawa Ki-74 (began 09/1942, copmleted 03/1944)

-- Tachikawa Ki-94-I / Ki-104 (spec issued summer 1942; mockup 10/1943; rejected)

-- Tachikawa Ki-94-II (began ~10/1943; accepted; first flight scheduled for August 18 1945, 3 days after surrender)
-- Kawasaki Ki-108 (07/1944+) -- "design of the pressure cabin [visible here and here] for installation in the Ki-108 began at once.  Benefitting from the experience acquired with the Tachikawa SS-1 research aircraft, Kawasaki's engineers strove to obtain a hermetically sealed cabin to avoid boosting the capacity of the cabin blowers.  Accordingly the pressure cabin of the Ki-108 was fitted with an airtight entrance door and a double-glazed canopy ... hoped that an equivalent pressure of 3000m could be maintained up to 10000m." (Francillon, 138)

-- Nakajima Ki-87 (04/1945) -- 

-- Kawaski Ki-91 (began 05/1943, suspended 02/1945)

-- Yokosuka R2Y1/2 (1945) -- 

-- Messerschmitt Me 163C Komet -- 

-- Boeing B-29 Superfortress (first flight 09/1942; introduced 05/1944; ceiling 9710m; 350 km/h cruise, 574 km/h max; 4.6 m/s climb (source)

 

twin-boom configuration

-- Mitsubishi J4M (1943)

-- Tachikawa Ki-94-I / Ki-104 (spec issued summer 1942; mockup 10/1943; rejected)

-- Masnyu Ki-98 (destroyed 08/1945 to prevent capture)

 

ventral tunnel

-- Kawasaki Ki-45 -- "A striking feature in the design of Nick, which is seldom acknowledged, is a tunnel on the starboard side of the belly designed to house a 20mm cannon, which was later changed to 37mm.  This was a relatively simple conversion, since these heavy weapons were close the airplane's center of gravity, causing little shift in the center of gravity as the heavy ammunition was expended.  This lethal weapon was of little value in fighter-versus-fighter tactics, but very useful for anti-shipping and air-to-ground operations, for which it claimed most of its success." (Mikesh, 26)

-- Nakajima B6N

 

 

Engine and Propellers

 

in-line engine

-- Kawasaki Ki-10 (03/1935) -- 

-- Kawasaki Ki-28 (11/1936) -- 

-- Kawasaki Ki-78 (12/1942) -- project started 1938; details here

-- Yokosuka D4Y (11/1940) --

-- Kawasaki Ki-60 (03/1941) -- 

-- Kawasaki Ki-61 (12/1941) -- 

-- Nakajima Ki-62 (designed 1941; discontinued) -- "to compete with Ki-61...appeared to be promising [but discontinued to focus on Ki-43 and Ki-44] ... design features incorporated into the Ki-84 design." (Francillon, 487)

-- Mitsubishi J2M Raiden (03/1942) -- "After evaluating the respective advantages of the 1200hp Aichi Atsuta twelve-cylinder liquid-cooled engine [used also by D4Y and M6A] and the Mitsubishi Kasei 1430hp fourteen-cylinder radial engine, Jiro Horikoshi decided to select the more powerful engine in spite of its larger frontal area and higher fuel consumption." (Francillon, 388-389)

-- Kawasaki Ki-88 (after 08/1942)

-- Aichi M6A (11/1943) -- 

-- Kawasaki Ki-64 (12/1943) --

-- Kugisho R2Y1 (05/1945) -- 

 

in-line engine converted to radial engine (with associated changes)

-- Lavochkin La-5 (1941-1942) -- 

-- Kusho D4Y3 (05/1944+) -- 

-- Kawasaki Ki-100 (01/1945+) -- 

 

water-methanol injection system (wiki)

-- Kawasaki Ki-78 -- the first in Japan

-- Mitsubishi J2M Raiden (03/1942)

-- Mitsubishi A6M6c Model 53c (fall 1944) -- water-methanol system tried with Sakae 31a engine; disappointing, canceled. (Nohara, 42)

-- Mitsubishi A6M7 Model 63 (05/1945)  -- water-methanol system finally perfected with Sakae 31. (Nohara, 42)

-- Nakajima Ki-43-III

-- Nakajima Ki-84

 

low-pressure fuel-injection system

-- Kawanishi N1K2-J (12/1942+) -- "The N1K4-J Shiden Kai 3 Model 32 [and carrier-borne N1K4-A Shiden Kai 4 Model 42] were powered by the improved NK9H-S Homare 23 2000hp radial [also used on Ki-84]  fitted with low-pressure fuel-injection system, and two prototypes of the N1K4-J and one prototype of the N1K4-A were built in the spring of 1945 at Naruo." (Francillon, 325)

-- Nakajima Ki-84 (04/1943+) -- "late production aircraft received the 2000hp Ha-45-23 with low-pressure fuel injection" (Francillon, 8)

 

engine near center of gravity

-- Kogiken Plan I Type A (summer 1941)

-- Bell P-39

-- Kawasaki Ki-88 (after 08/1942)

 

tandem configuration

-- Kogiken Plan VI Heavy Bomber (summer 1941)

-- Kawasaki High Speed Heavy Bomber (summer 1941)

-- Kawasaki Ki-64 (12/1943) -- 

-- Mitsubishi Ki-73 (abandoned 1943 or early 1944) -- [see details under Ki-83 here]

 

push-pull configuration

-- Kogiken Plan VI Heavy Bomber (summer 1941)

-- Tachikawa Ki-94-I / Ki-104 (spec issued summer 1942; mockup 10/1943; rejected)

 

push configuration

-- Mitsubishi J4M1

-- Kyushu J7W1

 

contra-rotating propellers

-- Kawanishi N1K1 05/1942+) -- "2 contra-rotating 2-blade propellers to offset the anticipated propeller torque on take-off." (Francillon, 318)

-- Nakajima Ki-44-II (~08/1942) -- experiment only

-- Kawasaki Ki-64 (12/1943) -- "The rear engine drove the first of the contra-rotating propellers and it had a variable pitch." (Dyer, 10)

 

6-bladed propellers

-- Mitsubishi J4M1

-- Mitsubishi A8M (in World of Warships)

-- Kyushu J7W1

-- Kugisho R2Y1

-- Rikugun Ki-93

 

turbocharger

-- "Piston-engine supercharger driven by exhaust-gas turbine." (Gunston, 727)

-- more

 

supercharger

-- "Compressor driven by crankshaft step-up gears or by exhaust turbine which increases density of air or mixture supplied to cylinders of piston engine, either to boost power or, more often, to assist in maintaining power at high altitudes.  Virtually all are single-stage centrifugal, in some cases with choice of gear ratios and formerly (WW2) with two consecutive stages and intercooler." (Gunston, 669)

-- Kawanishi N1K2-J (12/1942+) -- "another high-altitude interceptor version was planned around the Homare 44 [also used in Ki-84] with mechanically-driven three-speed supercharger." (Francillon, 325-327)

-- more

 

external oil cooler

-- Kawanishi N1K1-J (12/1942+) -- "external oil cooler mounted on the port side of the cowling behind and below the cooling gills." (Francillon, 323)

 

tested with RATO assist

-- Kawanishi N1K1-J (12/1942+) -- "Experimental versions included a rocket-boosted N1K1-J Kai interceptor which was fitted with a solid-propellant rocket beneath the rear fuselage." (Francillon, 323-324)

-- Kayaba Katsuodori (concept 1943) -- -- "In order to get the Katsuodori off the ground, Kayaba envisioned the use of four rocket booster units.  Secured to each side of the fuselage under the wings were two rocket units and together all four could provide an estimated 7200kg (15,873 lb) of thrust ... Each rocket contained propellant for 5 seconds of thrust [staggered in pairs over 10 seconds].  Kayaba estimated that ... 367 km/h (228 mph) [would need to be achieved] before the ramjet would operate ... the rockets, once used, may or may not have been releasable but the latter is likely in order to minimize drag." (Dyer, 18)

-- Mitsubishi Ki-109 (08/1944+) -- -- "Another attempt to improve climbing speed was made when a solid propellant rocket battery was installed in the rear bomb-bay of the first prototype but this scheme was abandoned." (Francillon, 195)

-- Nakajima Kikka (08/1945) -- first flight made with RATO assist

-- Kugisho D4Y3/D4Y4 -- "Late-production D4Y3 and D4Y4 models of the Suisei had ... triple housing for RATOG (rocket-assisted take-off gear) jettisonable units.  The extra power boost available permitted the D4Y to take-off from the restricted deck space aboard the smaller IJN carriers." (Richards, 147)

 

reduction gearing

-- Experimental 9-Shi Single-seat fighter (Ka-14) (01/1935) -- [what would become Mitsubishi A5M] "Giving consideration to propeller efficiency, Horikoshi selected an engine with reduction gearing, which was rather unusual for installation on a fighter." (Mikesh, 172-173)

 

ramjet

-- Kayaba Katsuodori (1937-1943) -- 

 

 

Armament

 

Mauser MG 151

-- Kawasaki Ki-60 (03/1941) -- 

-- Kawasaki Ki-61 (12/1941) -- 

 

30mm caseless ammo

-- Kayaba Katsuodori (1937-1943) -- -- "...planned on mounting two 30mm cannons externally, one under each wing near the wing root.  [However] Kayaba did not wish to use existing 30mm cannon designs ... preferring to produce a 30mm version of the 40mm Ho-301 cannon which his manufacturing facilities were constructing for use in the Ki-44-II Hei Shoki fighter.  The Ho-301 used caseless ammunition with each round being, in effect, a rocket.  The propellant cavity was partially lined with a thin aluminum cap.  When the primer was struck, the propellant was ignited and the pressure would build up until the cap burst, the exhaust gas being vented out the back of the round to move the projectile forward.  The main advantage of the weapon was its light weight for such a heavy caliber." (Dyer, 18)

 

37mm

-- Kawasaki Ki-45 KAI (08/1941-12/1944) -- 

-- Kawasaki Ki-88 (after 08/1942)

-- Nakajima Ki-44-IIc (11/1942-12/1944) -- "Some ... had their two slow-firing and short ranged 40mm Ho-301 cannons replaced with 37mm Ho-203 ... extending range from a suicidal 150 yards to about 1000 yards." (Bueschel, 13)

 

40mm caseless ammo

-- Nakajima Ki-44-IIc (11/1942-12/1944) -- "an even later modification [05/1944] mounted [2x12.7mm Ho-103 (N) and 2x40mm Ho-301 (W)] ... to intercept heavy bombers over Japan ... [due to loss of air superiority] the 40mm equipped Shoki fighters of the 22nd Regiment never really got the chance to prove their worth" (Bueschel, 11)

 

57mm

-- Kawasaki Ki-102 -- 

-- Rikugun Ki-93 -- 

 

75mm

-- Kawasaki Ki-45 KAI (08/1941-12/1944) -- "One aircraft was experimentally armed with a 75mm anti-tank cannon but the heavy calibre gun proved too much for the fairly light structure of the Toryu." (Francillon, 99)

-- Mitsubishi Ki-109 (08/1944+) -- "15 shells were carried for the 75mm Type 88 cannon which was hand-loaded by the co-pilot." (Francillon, 195)

-- Rikugun Ki-93 -- 

 

Schräge Muzik

-- Kawasaki Ki-45 -- "[said of the forward/upward-firing 20mm Ho-5's] ... This brought about an unknown gun-aiming method since there is little or no evidence of a forehead-level, obliquely-mounted and aimed gunsight." (Mikesh, 26)

-- Nakajima J1N1 -- 

-- Mitsubishi A6M5 -- field modification

-- Mitsubishi A7M-J -- 

 

remote turret

-- Nakajima J1N1 -- 

-- Aichi S1A (1945) -- "two 20mm Type 99 Model 2 cannon installed in a remotely-controlled dorsal turret." (Francillon, 295)

 

external cannon gondolas

-- Kawanishi N1K1-J (12/1942+) -- "The N1K1-J Shiden Model 11, the original variant armed with two fuselage-mounted 7.7mm Type 97 machine guns, two wing-mounted 20mm Type 99 Model 2 cannon and two 20mm Type 99 Model 2 cannon in underwing gondolas, was built in larger numbers than any other models." (Francillon, 323-324)

-- Rikugun Ki-93

 

bomb racks

-- Mitsubishi A6M5 -- very late in the war only

-- Mitsubishi J2M -- 

-- Kawanishi N1K1-J (12/1942+) -- "The N1K1-Jb Model 11B was armed with four improved 20mm cannon inside the wings, was fitted with two underwing racks for bombs of up to 250kg (551 lb) and featured square-tipped horizontal tail surfaces.  Finally a specialized fighter-bomber version with four underwing bomb-racks but otherwise identical to the NaK1-Jb was built as the N1K1-Jc Shiden Model 11C." (Francillon, 323-324)

-- Kawanishi N1K2-J (12/1942+) -- "Shiden Kai (Violet Lightning Modified) Model 21, began rolling off the assembly lines at Naruo while a second variant, the N1K2-Ja Model 21A fighter-bomber fitted with wing racks for 4x 250kg (551 lb) bombs" (Francillon, 325)

 

air-to-ground unguided rocket-powered bombs

-- Kawanishi N1K1-J (12/1942+) -- "as the war drew to its end, a number of early Shidens were modified to serve in the defense of the homeland as dive-bombers against the anticipated Allied invasion fleet.  For this mission the aircraft were fitted with a ventral pannier housing a 250 kg (551 lb) bomb and six air-to-ground unguided rocket-powered bombs, but this version never attained operational status." (Francillon, 323-324)

 

air-to-air unguided rockets

-- Mitsubishi A6M5c Model 52c -- "For the first time, too, provision was to be made for underwing carriers for rocket projectiles of the air-to-air variety." (Smith, 8)

 

guided rockets

-- Kawasaki Ki-102 -- 

 

 

Undercarriage

 

retractable undercarriage

-- Nakajima Ki-12 (10/1936) -- "Taking into consideration this and other features of the Dewoitine, Nakajima designed a comparable fighter but went a major step further by adding a retractable undercarriage, the first to be built in Japan." (Mikesh, 220)

 

wheels used as dive brakes

Nakajima D3N1 (03/1937) -- "undercarriage rotated 90 degrees to the line of flight to serve as a dive-brake" (Mikesh, 237)

 

wheels rotating 90 degrees before retraction

-- 

 

tricycle landing gear configuration

-- Nakajima Kikka

-- Nakajima Ki-201

 

landing skid

-- Kayaba Katsuodori (1937-1943) -- 

-- Mitsubishi J8M (07/1945+) -- 

-- Rikugun Ki-202 (~08/1945)-- 

 

jettisoned landing gear

-- Kayaba Katsuodori (1937-1943) -- 

-- Nakajima Kikka (early concepts) -- 

-- Mitsubishi J8M (07/1945+) -- 

-- Rikugun Ki-202 (~08/1945) -- 

 

detachable/jettisonable floats

-- Aichi M6A (11/1943) -- 

 

 

Electronics

 

radar

-- "The only operational radar-equipped night fighters available at the end of the war were a small number of the Navy's Nakajima J1N1-S Gekko, and their intended replacement, the Aichi S1A1, had yet to be flown." (Francillon, 295)

-- Kyushu Q1W (09/1943-08/1945) -- "to be fitted with a new type of small search radar ... delays in the production [of new radar] necessitated us of the larger Type 3 radar" (Francillon, 332-333)

-- Nakajima J1N1 -- 

-- Kawasaki Ki-45 (04/1944-12/1944) -- "One [Ki-45 KAIc] was trial-fitted with air intercept radar, but it was never standardized in production aircraft." (Guttman, 261)

-- Nakajima B6N -- "Tenzans carrying ASV radar attacked Allied naval concentrations off Kyushu in [03/1945] ..." (Munson, 109)

-- Aichi S1A (07/1945+) -- "... was to be fitted with the latest airborne interceptor radar set, the TAMA 3 (also sometimes designated Gyoku-3) ... [details]... By comparison, the FD-2, which equipped some versions of the J1N1-S, had the same weight and aerial detection range ... [details] ... unlike the FD-2, which entered unofficial limited service in [08/1944], the TAMA 3 was not even ready for aircraft installation until [07/1945].  In all, only ten TAMA 3 sets were built before the end of the war ... [details] ... Aichi, aware of the TAMA 3 development time, simply allocated the space in the design and continued with the Denko project."   (Dyer #2, 15)

-- Nakajima Ki-201 (1945+) -- "... was to be equipped with the Ta-Ki 15 airborne intercept radar.  Used in conjunction with the Ta-Chi 13 ground control radar, the Karyu could be guided to its targets by ground controlers with a 153km (95 mile) radius.  Such a system would have been a benefit in low-light, night or poor flying weather interceptions." (Dyer, 36)

 

 

Edited by J311yfish, 03 November 2015 - 07:10 AM.

[J311yfish]

Degrees of fiction:

If fiction is necessary in order to fill essential tiers for cohesive gameplay, then it might help to identify the challenges by degrees:

 

0) Fiction

  0.1) Project not conceived; zero historical basis (Ex: Flying Spaghetti Monster)

1) Project 

  1.0) Project conceived, but so little information exists that rendering it in a manner true to history might prove extremely complicated, unbelievable, or unnecessary

  1.1) Project conceived -- a "napkin concept" but no significant data or proven design; project terminated in early design stage (A8M, B8A, Ki-162, Yokosuka Tenga)

  1.2) Project conceived and designed -- late design stage but for whatever reason (B-29's, material shortage, engine challenges, end of war, etc.) did not proceed (Ki-202/J8M3, J7W2, Kayaba Katsuodori, Ki-73, Ki-119, R2Y2, J4M4)

  1.3) Project proceeded to wind tunnel but stopped there (J4M1)

  1.4) Project proceeded to mockup but stopped there (Ki-88, Ki-94-I)

2) Prototype

  2.0) Prototype incomplete, abandoned in favor of other projects (Ki-66, J3K, J6K)

  2.1) Prototype incomplete, but in progress at war end (Ki-200, S1A, Ki-201)

  2.2) Prototype completed, but not evaluated (Ki-93, Ki-94-II; Ki-98 destroyed to prevent capture)

  2.3) Prototype proceeded to flight trials, results not favorable (J5N)

  2.4) Prototype proceeded to flight trials, other complication (Ki-64,  Ki-87, J8M1, Kikka); or results unknown (Ki-93)

  2.5) Prototype proceeded to flight trials, results favorable (Ki-83)

3) Production

  3.0) Production planned (A7M, J8M2, J7W1, Ki-87, Kikka); A7M made to fly with only 3 actual pictures in existence (source)

  3.1) Production occurred, but chaotic/dispersed (Ki-84 late variants, Kikka)

  3.2) Production occurred, organized/centralized

4) Postwar

  4.1) Postwar evaluation by Americans, not favorable as a prize of war (Ki-78 destroyed at Gifu)

  4.2) Postwar evaluation by Americans, favorable as a prize of war (Ki-83, Kikka, others brought back to U.S. for further study)

  4.3) Postwar flight evaluation in United States, not favorable

  4.4) Postwar flight evaluation in United States, favorable (Ki-83, others); flight data at National Air and Space Museum Archives

5) Fiction

  5.0) Project not conceived but stems logically from an established premise (Ex: J7W3, R2Y3, Ki-201 KAI) -- this is easier and more believable than 0.1, 1.0 and 1.1 above.

 

Edited by J311yfish, 08 November 2014 - 06:30 PM.

[J311yfish]

Development timelines

-- useful to confirm placements at each tier and rule out potential splits/parallels across multiple tiers (A6M, Ki-43, Ki-44)

-- useful to establish context for aircraft that otherwise do not have much information (Aichi S1A, Rikugun Ki-93, Tachikawa Ki-94-I, Tachikawa Ki-94-II, Mansyu Ki-98).

-- useful to explain production starts/stops in relationship to other aircraft

 

Summary

-- with A6M2 confirmed to be Tier V, and Ki-43-Ic confirmed to be Tier IV (China), the implications from the timelines below are that J2M and Ki-44 will also be Tier V.

-- there remains the possibility of splitting Ki-43 across Tier IV and V, but for the sake of simplicity I'm just going to leave it as is (several reasons).

 

 

---

 

 

Mitsubishi A6M -- establishes context by which to evaluate other aircraft

 

05/1937 -- Navy Experimental 12-Shi Carrier Fighter preliminary specifications submitted to Mitsubishi and Nakajima (Francillon, 362)
10/1937 -- Navy revisted specifications in light of combat reports from China. (Francillon, 363)
01/1938 -- IJN issues spec January 17 1938 to Mitsubishi and Nakajima; Nakajima withdraws (Nohara)
09/1938 -- 12-Shi spec accepted; designation A6M (Nohara)
03/1939 -- A6M1 prototype completed (Francillon, 364)
04/1939 -- A6M1 prototype first flight April 1 1939 at Kagamigahara with test pilot Katsuzo Shima. (Francillon, 364)
12/1939 -- A6M2 flight trials began December 28 1939 with Nakajima NK1C Sakae 12 engine. (Francillon, 364)
06/1940 -- A6M2 Model 11 aircraft carrier trials (Nohara)
07/1940 -- A6M2 initial trials completed; assigned to 12th Rengo Kokutai for combat trials in China; July 21 1940.  (Francillon, 365)
09/1940 -- A6M2 first combat September 13 1940 in China; 99 killed for loss of only 2 A6M's. (Francillon, 365)
06/1941 -- A6M3 Model 32 initial flight trials (Nohara)
08/1941 -- A6M's claimed ~266 enemy aircraft by this time (Nohara)
09/1941 -- A6M's redeployed in preparation for war with Allies. (Francillon, 365)
11/1941 -- A6M2 Model 21 produced by Nakajima, 740 total. (Nohara)
12/1941 -- A6M2-N first flight December 8 1941. (Nohara, 46)
05/1942 -- Battle of Coral Sea; May 7-8 1942. (Francillon, 366)
06/1942 -- Battle of Midway; June 3-4 1942; four Japanese carriers lost; "from then on Reisens were to operate in a defensive role in which their lack of armor and fuel tank protection was to prove extremely costly." (Francillon, 366)
06/1942 -- Akutan A6M2 Zero recovered and tested by Allies. (Francillon, 369)
07/1942 -- A6M2-N accepted; total 327 produced through 09/1943. (Nohara, 46)
Fall 1942 -- A6M3 Model 22 put into production. (Nohara)
summer 1943 -- A6M5 Model 52 prototype first flight. (Nohara)
08/1943 -- A6M3 #904 wings modified to improve diving speed. (Francillon, 371)
autumn 1943 -- A6M5 Model 52 put into production and rushed to frontline units to meet Grumman F6F Hellcat. (Francillon, 371)
late 1943 -- A6M5a appeared in prototype form. (Francillon, 371)
03/1944 -- A6M5 Model 52 Ko (A6M5a Model 52a) deliveries began (Nohara; Francillon); produced by Mitsubishi and Nakajima. (Francillon).
summer 1944 -- A6M5 Model 52 Hei (A6M5c Model 52c) update made after realization that A7M1 Reppu would not be in production. 2x20mm (W), 2x13mm (W), 1x13mm (F); heaviest armament configuration yet; used on all subsequent Zero models (Nohara, 31)
06/1944 -- A6M5b's suffer crushing defeat against Hellcats during Marianas 'turkey shoot' [June 19-20 1944]. (Francillon); first B-29 attack on Japan June 15 1944. (Munson, 152)
07/1944 -- Navy makes urgent request for A6M to be modified for heavier armament; designer Eitaro Sano had by now replaced Horikoshi as chief engineer for A6M program; requested Kinsei engine to cope with increase in weight, but Navy refused. (Francillon, 372-373)
fall 1944 -- A6M6c Model 53c equipped with disappointing Sakae31a water-methanol system; only one produced. (Nohara, 42)
09/1944 -- A6M5c first completed. (Francillon, 374)
10/1944 -- A6M5's expended in kamikaze attacks beginning October 25 1944. (Francillon, 372)
11/1944 -- A6M5 Model 52c first flight; disappointing results, terminated after 93 produced. (Nohara, 31; Francillon, 374); A6M6c prototype with water-methanol boosted Sakae 31; production assigned to Nakajima. (Francillon, 374)
11/1944 -- A6M8 prototypes with Kinsei engine finally approved. (Francillon, 375)
04/1945 -- A6M8 prototype complete; Mitsubishi MK8P Kinsei 62; 6300 aircraft ordered, none completed by war end. (Francillon, 375)
05/1945 -- A6M7 Model 63 first flight with successful water-methanol Sakae 31 (Nohara, 42); production also began 05/1945. (Francillon, 374)

 

 

Mitsubishi J2M Raiden

 

10/1938 -- J2M preliminary discussions between Horikoshi and JNAF technical staff. (Francillon, 388)
09/1939 -- J2M's 14-Shi specification issued for what would become J2M.

04/1940 -- J2M project started under J. Horikoshi, assisted by Yoshitoshi Sone and Kiro Takahashi; Takahashi named lead designer while Horikoshi focused on A6M development. (Peczowski, 5-6)

02/1942 -- J2M1 prototype complete; also bore the Service Airplane Development Program number M-20. (Francillon, 389)
03/1942 -- J2M first flight at Kasumigaura March 20 1942 with test pilot Katsuzo Shima [same as A6M]. (Francillon, 389)

05/1942 -- J2M first flight May 20 1942 according to Peczowski. (Peczowski, 6)

10/1942 -- J2M2 Model 11 first flown (Peczowski, 7); accepted for production. (Francillon, 390).
03/1943 -- J2M2 only 14 total aircraft delivered by this time including prototypes. (Francillon, 390-391)

10/1943 -- J2M3 Model 21 prototype constructed; produced until 07/1945.  (Peczowski, 23-24)

02/1944 -- J2M2 Model 11 production ended; J2M3 Model 21 production began. (Peczowski, 23)
05/1944 -- J2M5 service trial test begun; J2M5 placed into production at Koza Kaigun Kokusho while Mitsubishi built 260 Model 21's and ~34 Model 33's; total production to 476 aircraft. (Francillon, 394)
06/1944 -- J2M production continued at a reduced pace; priority to Kawanishi N1K1-J. (Francillon, 393); first B-29 attack on Japan June 15 1944. (Munson, 152)

06/1945 -- J2M5 total 43 produced; 42 between 06/1945 and 08/1945. (Peczowski, 23)

 

Total production values by date according to Peczowski (23):

J2M1	(02/1942-09/1942)	8
J2M2 Model 11	(10/1942-02/1944)	~131
J2M3 Model 21	(10/1943 and 02/1944-07/1945)	307 Mitsubishi 128 Koza Kaigun Kokusho
J2M5	(05/1944 and 06-08/1945)	43
J2M6	(06/1944 and 02/1945)	2
J2M4	(08/1944)	1 + 1 converted from J2M3

 

 

Mitsubishi A7M Reppu

 

__/1941 -- 16-shi specification issued for carrier-borne fighter to replace A6M; delayed due to Horikoshi's involvement in J2M program, and modification of A6M. (Dyer #2, 85)

03/1942 -- J2M1 first flight March 20 1942. (Dyer #2, 85)

04/1942 -- 17-shi specification issued for carrier-borne fighter to replace A6M; revised/resumed. (Dyer #2, 85)

07/1942 -- A7M contract officially given to Mitsubishi July 6 1942; company designation M-50. (Dyer #2, 85)

08/1942 -- 

10/1942 -- J2M2 accepted for IJN service. (Dyer #2, 85)

02/1944 -- derivative planned which was to be a land-based interceptor under 17-shi Otsu specification; Kawanishi J3K, Mitsubishi J4M, and design based on A7M2 submitted; J3K and J4M rejected in favor of A7M modification to include 4x30mm Type 5 (W) and 2x30mm Type 5 in rear fuselage (60-degree oblique), to be powered by MK9A-Ru; estimated 648 km/h @ 10000m; climb 15:00 to 10000m; desginated A7M3-J Reppu Kai Model 34. (Dyer #2, 88-89)

04/1944 -- M-50 prototype complete; designated A7M1 Reppu ("Hurricane"). (Dyer #2, 86)

05/1944 -- A7M1 first flight May 6 1944; wind tunnel test report dated May 31 1944. (Dyer #2, 86-90)

10/1944 -- A7M2 prototype first flight October 13 1944. (Dyer #2, 86)

11/1944 -- A7M3-J design finalized on paper and work commenced on full-scale wooden mock-up. (Dyer #2, 89)

12/1944 -- Tonankai earthquake December 7 1944; 8.1 magnitude on Richter scale; Tokai region; heavily damaged Mitsubishi Nagoya plant; Daiko plant producing MK9A engine crippled by bombing raid; setbacks to A7M2 program. (Dyer #2, 87)

02/1945 -- A7M3-J mockup ready for inspection; Kawanishi J3K rejected in favor of A7M3-J. (Dyer #2, 90)

08/1945 -- war end; two A7M1 prototypes built by this time; only 1 production model A7M2 Model 22 completed; 4th, 6th, 7th A7M2 prototypes airworthy, other prototypes never completely repaired. (Dyer #2, 90)

10/1945 -- A7M3-J prototype expected to be ready by this time. (Dyer #2, 90)

12/1945 -- A7M3 prototype expected to be ready by this time. (Dyer #2, 90)

 

Mitsubishi A8M Rifuku -- mentioned by Dyer but no further details given. (Dyer #2, 90)

 

 

Nakajima Ki-43

 

12/1937 -- Army instructs Nakajima to build successor to Ki-27. (Francillon, 206)
12/1938 -- Ki-43 secret roll-out December 12 1938. (Francillon, 207)
01/1939 -- Ki-43 prototype first flight. (Francillon, 207)
11/1939 -- Ki-43 further testing via ten service trial aircraft built between 11/1939 and 09/1940. (Francillon, 207)
09/1940 -- Ki-43 all service trials aircraft complete. (Francillon, 214)
04/1941 -- Ki-43-I production aircraft start; continues by Nakajima until 02/1943. (Francillon, 214)
02/1942 -- Ki-43-II prototype first flight; 5 total built until 05/1942. (Francillon, 209; 214)
06/1942 -- Ki-43-II service trials aircraft production; 3 produced 06-08/1942. (Francillon, 214)
10/1942 -- Ki-43-IIa production by Tachikawa Dai-Ichi Rikugun Kokusho (First Army Air Arsenal) until 11/1943. (Francillon, 211)
11/1942 -- Ki-43-II entered production as Army Type 1 Fighter Model 2A (Ki-43-IIa). (Francillon, 210)
05/1943 -- Ki-43-IIa production by Tachikawa Hikoki K.K. (Tachikawa Aeroplane Co Ltd.) begins. (Francillon, 211)
05/1943 -- Ki-43-II and Ki-43-IIIa production at Tachikawa Hikoki until 08/1945. (Francillon, 214)
05/1944 -- Ki-43-IIIa construction of 10 prototypes begins; production aircraft built by Tachikawa Hikoki K.K. in addition to two Ki-43-IIIb specialized interceptor prototypes. (Francillon, 211)

 

 

Nakajima Ki-44

 

08/1940 -- Ki-44 prototype first flight. (Francillon, 216)
09/1941 -- Ki-44 seven total pre-production aircraft delivered by this time; service trials commenced with experimental squadron, Kawasemi Butai. (Francillon, 217-218)
01/1942 -- Ki-44 intial production batch began; continued until 10/1942; total 40 produced. (Francillon, 218)
05/1942 -- Ki-44 Kawasemi Butai unit sent to China and renamed 47th Dokuritsu Dai Shijugo Chutai. (Francillon, 218)
08/1942 -- Ki-44-II prototypes and 3 pre-production aircraft construction began, replacing Ki-44-I on Nakajima's Ota assembly line. (Francillon, 219)
11/1942 -- Ki-44-II and Ki-44-III production continued until 12/1944; total 1167 produced. (Francillon, 223)
06/1943 -- Ki-44-III first flight; rendered obsolete by the Ki-84-I. (Francillon, 221)

06/1944 -- first B-29 attack on Japan June 15 1944. (Munson, 152)
11/1944 -- [Shinten Seikutai formed as air-to-air kamikaze unit specializing in ramming attacks, implied Ki-44-II's]. (Francillon, 220)
late 1944 -- Ki-44 production terminated as replaced on Nakajima assembly lines by Ki-84. (Francillon, 221)

 

 

Kawasaki Ki-60, Ki-61, Ki-64, Ki-100

 

Ki-78

__/1938 -- project start; see timeline here for Ki-78 relationship to J2M, Ki-60, Ki-61, Ki-64.

Ki-60

02/1940 -- Kawasaki instructed to design Ki-60 heavy interceptor and Ki-61 light fighter around DB.601A. (Francillon, 110)

04/1940 -- Japanese technical team brings DB.601A blueprints from Stuttgart. (Francillon, 112)

12/1940 -- emphasis shifted to Ki-61. (Francillon, 113)

03/1941 -- Ki-60 prototype complete and flown. (Francillon, 111)

__/____ -- Ki-60 project terminated. (Francillon, 111)

Ki-61

02/1940 -- Kawasaki instructed to design Ki-60 heavy interceptor and Ki-61 light fighter around DB.601A. (Francillon, 110)

04/1940 -- Japanese technical team brings DB.601A blueprints from Stuttgart. (Francillon, 112)

07/1941 -- Kawasaki Ha-40, first Japanese-built DB.601A, completed. (Francillon, 112)

12/1941 -- Ki-61 flight tests began at Kagamigahara plant. (Francillon, 114)

early 1942 -- Ki-61 eleven additional pre-production machines built. (Francillon, 114)

08/1942 -- Ki-61 first production model complete. (Francillon, 114)

late 1942 -- Ki-61 accepted for service. (Francillon, 114)

10/1942 -- Ki-61 modified to test surface evaporation cooling system to be used on Ki-64 testing begins; continues until 1943 end. (Francillon, 115)

02/1943 -- Ki-61 initial deliveries to 23rd Dokuritsu Dai Shijugo Chutai at Ota. (Francillon, 114)

04/1943 -- Ki-61 combat operations with 68th and 78th Sentais deployed to north coast of New Guinea. (Francillon, 114)

more 116

Ki-64

(Francillon, 121)

Ki-100

(Francillon, 129)

Ki-119

(Francillon, 141)

 

 

 

---

 

 

Kawasaki timeline

 

The goal is to better understand Takeo Doi's involvement across multiple projects in order to better understand heavy fighter development 1938-1945.  

A secondary goal is to establish context for Aichi S1A and Rikugun Ki-93 development.

 

Context (more)

07/1937 -- Second Sino-Japanese War start

12/1941 -- Pearl Harbor

06/1942 -- Battle of Midway

08/1942 -- Guadalcanal start

12/1942 -- Japan decision to abandon Guadalcanal

02/1943 -- Guadalcanal end

 

Kawasaki

04/1919 -- Aeroplane section formed at Kawasaki Dockyard Company's Hyogo Factory in Kobe. (Mikesh, 142)

__/1922 -- Aeroplane Section upgraded to Aeroplane Department. (Mikesh, 142)

__/1923 -- small landing area constructed at Kagamigahara Airfield near Gifu, 18 miles north of Nagoya; connected to Kobe factory and headquarters by 190km trans-Honshu railway. (Mikesh, 142)

__/1924 -- Dornier's Richard Vogt transferred to Kawasaki to be chief advisor and designer. (Mikesh, 142)

__/1927 -- began manufacture of Type 87 Heavy Bomber; twin-engine [BMW VI]; 28 built; resemblance to Dornier Wal flying boat. (Mikesh, 142)

05/1927 -- recognized as Aeroplane Factory of Kawasaki Dockyard Co Ltd. (Mikesh, 142)

12/1927 -- airframe manufacturing activity moved to expanding facility on northern edge of [what became] Kagamigahara Army Air Field. (Mikesh, 142)

__/1935 -- ordered placed for 1000 Kawasaki Army Type 98 Light Bombers (Ki-32); many used in China; "cemented a lasting alliance with the Army..." (Mikesh, 142-143)

11/1937 -- factory separated completely from parent company to become Kawasaki Aircraft Co Ltd. (Mikesh, 142)

early 1939 -- production of aircraft engines took place at Kawasaki Dockyard until this time. (Mikesh, 142)

__/1940 -- new plant erected at Akashi, west of Kobe on the Inland Sea [for engine development]; subsidiary unit of airframe division also formed at Akashi but operated under Kagamigahara management; main office eventually at Akashi. (Mikesh, 142)

09/1941 -- airfield constructed at Akashi. (Mikesh, 1942)

 

Ki-32 light bomber

05/1936 -- Army instructed Mitsubishi and Kawasaki to design a single-engined light bomber to replace the obsolete [Kawasaki Ki-3]; design commenced by Isamu Imashi and Shiro Ota. (Francillon, 90)

03/1937 -- Ki-32 first of eight prototypes completed and flown. (Francillon, 90)

07/1938 -- Ki-32 production start; "should be remembered as one of the types which brought Japanese military aviation on par with the air forces of Western nations." (Francillon, 91)

05/1940 -- Ki-32 production end; 846 total + 8 prototypes. (Francillon, 92)

12/1941 -- Ki-32 still in front-line service; took part in bombing operations leading to surrender of Hong Kong. (Francillon, 91-92)

 

Tachikawa Ki-36 co-op

05/1937 -- specification issued for two-seat Army co-op machine; "Competitive designs to this specification were submitted by Mitsubishi ... (Ki-35) and Tachikawa ... (Ki-36), but only the construction of Tachikawa Ki-36 prototypes was authorized" (Francillon, 250-251)

03/1938 -- Ki-36 first prototype complete. (Francillon, 252)

04/1938 -- Ki-36 prototype first flight. (Francillon, 252)

11/1938 -- Ki-36 production start at Tachikawa. (Francillon)

06/1940 -- Ki-36 production start by Kawasaki. (Francillon)

05/1942 -- Ki-36 production end by Kawasaki. (Francillon)

01/1944 -- Ki-36 production stop at Tachikawa. (Francillon)

Tachikawa Ki-55 trainer (from Ki-36)

09/1939 -- Ki-55 prototype. (Francillon)

10/1939 -- Ki-55 production start at Tachikawa. (Francillon)

02/1941 -- Ki-55 production start by Kawasaki at Gifu. (Francillon)

08/1941 -- Ki-55 production start by Kawasaki at Akashi. (Francillon)

11/1942 -- Ki-55 production end by Kawasaki at Akashi; total 60. (Francillon)

03/1943 -- Ki-55 production end by Kawasaki at Gifu; total 251. (Francillon)

04/1943 -- Ki-55 production end at Tachikawa. (Francillon)

11/1943 -- Ki-55 production restart at Tachikawa. (Francillon)

12/1943 -- Ki-55 production end at Tachikawa. (Francillon)

Tachikawa Ki-72 (advanced version of Ki-36)

-- Ki-36 with retractable undercarriage; designed but not built [see also Ki-51 --> Ki-71, same idea]

 

Ki-45 twin-engine heavy fighter

03/1937 -- official specification for twin-engined heavy fighter; no stringent requirements. (Francillon, 93)

10/1937 -- Ki-38 detailed mockup complete; design by Isamu Imashi; project shelved to resolve requirements. (Francillon, 93)

12/1937 -- Ki-45 development start from Ki-38 to meet new specification. (Francillon, 93)

01/1938 -- Ki-45 work began by Takeo Doi as chief project engineer. (Francillon, 94)

01/1939 -- Ki-45 prototype roll-out at Kawasaki's Gifu plant. (Francillon, 94)

03/1949 -- Ki-45 third prototype completed by this time. (Francillon, 102)

late 1939 -- Ki-45 flight trials curtained while Army reviewed the project. (Francillon, 95)

04/1940 -- Army instructs Kawasaki to upgrade from Ha-20b to Ha-25's. (Francillon, 96)

07/1940 -- Ki-45 engine upgrade completed. (Francillon, 96)

10/1940 -- KI-45 KAI prototype complete.  (Francillon, 96)

05/1941 -- Ki-45 KAI prototype first flight.  (Francillon, 96)

late 1941 -- Ki-45 KAI production commenced at Gifu and Akashi plants. (Francillon, 96)

01/1942 -- Ki-45 KAIa, b produced at Gifu plant until 08/1943. (Francillon, 102)

08/1942 -- Ki-45 KAI first operational delivery to 5th Sentai at Kashiwa, Chiba Prefecture; Takeo Doi started work on Ki-45-II; "Detailed design studies progressed slowly as the Army did not show much interest in a new two-seat fighter and Kawasaki had several projects under development, but the construction of 3 prototypes was authorized." (Francillon, 97; 127)

09/1942 -- Ki-45 KAIa, b, and d produced at Akashi plant until 07/1945. (Francillon, 102)

10/1942 -- Ki-45 KAI first operational delivery to combat area, 21st Sentai in Burma 10/1942. (Francillon, 97)

11/1942 -- Ki-45 KAI delivery to 16th Sentai in China. (Francillon, 97)

12/1942 -- Koku Hombu instructed Kawasaki to develop Ki-45-II as a single-seat fighter; re-designated Ki-96; "only a few components were common to the Ki-45 KAI." (Francillon, 127)

08/1943 -- Ki-45 KAIa, b production at Gifu ends; 305 total. (Francillon, 102)

09/1943 -- Ki-96 first prototype complete from faired over Ki-45-II airframe; two additional prototypes built from the outset as single-seat; satisfactory flight testing but Army changed their mind; Ki-96 served as prototype for Ki-102. (Francillon, 127-128); Ki-45 KAI production responsible by Akashi plant from 09/1943 onward. (Francillon, 99)

04/1944 -- Ki-45 KAIc production at Akashi plant continues until 12/1944. (Francillon, 102)

12/1944 -- Ki-45 KAIc production at Akashi plant ends; 477 total. (Francillon, 102)

07/1945 -- Ki-45 KAIa, b, and d produced at Akashi plant until this time; 893 total. (Francillon, 102)

Ki-102

08/1943 -- Koku Hombu approved Takeo Doi's suggestion to replace Ki-45 KAI in a ground attack role; prototypes to be constructed under Ki-102 designation; to save time Doi used the Ki-96 prototype in its original two-seat configuration; additional armor and petrol tank protection, heavier armament added. (Francillon, 134)

02/1944 -- Koku Hombu indicates desire for high-altitude fighter; Ki-108 already under development but slowed by pressurized cockpit development; instructed Kawasaki to develop Ki-102 also as high-altitude fighter [Ki-102a]. (Francillon, 135)

03/1944 -- Ki-102 first of three prototypes completed and flown. (Francillon, 134)

06/1944 -- Ki-102a high-altitude fighter first prototype of six completed. (Francillon, 136)

10/1944 -- Ki-102b placed in production as the Army Type 4 Assault Plane; "used in the development of the Igo-1-B air-to-ground guided missile with which it was hoped to equip the aircraft prior to the anticipated Allied invasion of the Japanese homeland." (Francillon, 135)

end of 1944 -- By this time B-29 operations against Japan intensified though Army had so far failed to develop a specialized night fighter; instructed Kawasaki to adapt Ki-102 to night fighter role as well, to be designated Ki-102c. (Francillon, 137)

07/1945 -- Ki-102c completed from Ki-102b. (Francillon, 137)

Drawing Board -- Special Fighter 2. (Francillon, 137)

Ki-108

04/1943 -- development began to meet operational requirement for single-seat high-altitude fighter; Takeo Doi suggested that it be developed along the lines of Ki-96 to save time; design of pressurized cabin for installation in Ki-108 began at once; benefitting from experience acquired with Tachikawa SS-1 research aircraft. (Francillon, 138)

spring 1944 -- seventh and eighth Ki-102b airframes fitted with pressurized cabin and modified tail surfaces to serve as Ki-108 prototypes. (Francillon, 138)

07/1944 -- Ki-108 first prototype complete. (Francillon, 138)

08/1944 -- Ki-108 second prototype complete. (Francillon, 138)

03/1945 -- Ki-108 KAI first prototype complete at Gifu. (Francillon, 139)

05/1945 -- Ki-108 KAI second prototype complete at Gifu; still being tested at end of war. (Francillon, 139)

 

Ki-48 twin-engine light bomber

12/1937 -- Kawasaki instructed to design a twin-engine light bomber.  (Francillon, 102)

01/1938 -- Ki-48 design work began with Takeo Doi as chief engineer. (Francillon, 103)

07/1939 -- Ki-48 first prototype complete; delayed due to Doi's involvement with Ki-45. (Francillon, 103)

08/1939 -- Ki-48 flight trials to resolve tail flutter until 11/1939.  (Francillon, 104; 107)

late 1939 -- Ki-48 production initiated at Gifu. (Francillon, 104)

07/1940 -- Ki-48 first production complete; Ki-32 units upgrade to Ki-48. (Francillon, 104)

autumn 1940 -- Ki-48's sent to China; no opposition. (Francillon, 104)

02/1942 -- Ki-48-II three prototypes complete. (Francillon, 105)

04/1942 -- Ki-48-II production initiated at Gifu. (Francillon, 107)

06/1942 -- Ki-48-I total 557 built by this time at Gifu; terminated. (Francillon, 105)

10/1944 -- Ki-48-II production terminated; 1408 total built at Gifu. (Francillon, 106)

__/1944 -- Ki-48-IIb four modified to test air-to-ground Kawasaki I-Go-1-B guided missile. (Francillon, 106)

__/1944 -- Ki-48-II used in flight test program for Ne-0 turbojet; bomb-bay doors removed and jet hung under fuselage. (Francillon, 106)

Drawing board -- Ki-81 heavily armed and armored for use by formation commanders. (Francillon, 106)

Drawing board -- Ki-174 single-seat special attack aircraft. (Francillon, 106)

 

Ki-56 twin-engine transport

09/1939 -- Kawasaki instructed to develop an improved version of the Lockheed 14-WG3 [Super Electra] twin-engined transport aircraft being built under license; "so fitted, the Ki-56 could carry two liquid-cooled or three air-cooled engines in its cabin." (Francillon, 108)

11/1940 -- Ki-56 accelerated flight trials complete at Tachikawa. (Francillon, 108)

08/1941 -- Ki-56 production start. (Francillon, 109)

12/1941 -- Kawasaki ends production of the Type LO Transport (Lockeheed 14-WG3). (Francillon, 109)

09/1943 -- Ki-56 production terminated; 121 total. (Francillon, 109)

 

Ki-66 twin-engine dive bomber

09/1941 --  specification issued for twin-engine dive bomber.  (Francillon, 123)

10/1941 -- Ki-66 design began by Takeo Doi; strong resemblance to Ki-45 heavy fighter and Ki-48 light bomber; mid-mounted wings ... powered by [2x Sakae] ... Snow-fence dive-brakes were flush-mounted under the wings outbard of the engine nacelles [visible in picture above] and were hinged clear of the undersurface when opened.  Armament consisted of [see table above] ... crew consisted of a pilot and a radio-operator/gunner." (Francillon, 123)

10/1942 -- Ki-66 prototype construction began. (Francillon, 123)

04/1943 -- Ki-66 six prototypes complete by this time but, despite successfully completing its flight test program, the Ki-66-Ia was not placed in production as its performance was only marginally superior to that of the Ki-48-II already in production.  However, the aircraft contributed to the development of a dive-bomber version of the Ki-48-II which used dive-brakes similar to those fitted to the Ki-66." (Francillon, 123)

10/1943 -- Ki-66 developments suspended. (Francillon, 123)

[This termination date appears to coincide with the initialization of Ki-91 long-range bomber project below, as well as the decision to develop Ki-102 as replacement for Ki-45 KAI in ground attack role]

 

Ki-91 four-engine long-range bomber

__/1938 -- IJN intrigued with notion of long-range bomber. (Dyer, 14)

early 1939 -- Douglas DC-4E four-engine airline acquired; saw operational use in U.S. Army as Douglas C-54 Skymaster. (Dyer, 14)

early 1939 -- DC-4E given to Nakajima; disassembled and studied for bomber development. (Dyer, 14)

04/1941 -- Nakajima G5N1 prototype first flight April 10 1941, using landing gear layout, wing design, radial engine fittings of DC-4E couplded to new fuselage, tail, bomb bay; ultimately a failure due to Nakajima NK7A Mamoru 11 engines; converted to Kasei engines and used as a transport until end of war (Dyer, 14)

11/1942 -- Kawanishi Ki-85 four-engine long-range bomber mockup completed. (Dyer, 14)

05/1943 -- By this time cancellation of G5N brought demise also of Ki-68 (Army version of G5N) and Ki-85; Japan still does not have a four-engine bomber. (Dyer, 14)

06/1943 -- Takeo Doi and engineer Jun Kitano begin initial research into four-engine bomber design. (Dyer, 15)

10/1943 -- Ki-91 design concept underway by Doi and Kitano; slightly larger than Boeing B-29; to use 4x Mitsubishi Ha-214 18-cylinder engines with superchargers [same engine used on Rikugun Ki-93]. (Dyer, 15)

04/1944 -- Ki-91 mockup completed. (Dyer, 16)

05/1944 -- Ki-91 inspected and ordered into production; to be built at new plant in Miyakonojo in Miyazaki Prefecture, but IJA did not want to wait and insisted on using Gifu factory. (Dyer, 16)

06/1944 -- Ki-91 prototype construction began at Gifu factory. (Dyer, 16)

02/1945 -- Gifu factory damaged by bombing raid; extensive damage to tools and jigs; dwindling supply of aluminum; Ki-91 terminated at 60% completion in favor of fighters to combat the B-29's. (Dyer, 16)

[This explains development lag at Gifu]

 

 

Aichi S1A timeline

 

The goal is to understand more about Aichi S1A's development by triangulating information from other late-war Aichi projects (such as the Aichi M6A Seiran).

 

DD/MM/YYYY

21/03/1942 -- map showing Allied understanding of Aichi production facilities at Nagoya and Atsuta

15/06/1944 -- first B-29 attack on Japan June 15 1944. (Munson, 152)

07/12/1944 -- earthquake at Nagoya causes heavy damage to Aichi's facility; production faltered (Mikesh, 7)

__/02/1945 -- Aichi disperses the Eitoku facility to avoid destruction; dispersal facilities in advanced stages by end of war but did not succeed in producing any aircraft. (Mikesh, 7)

12/03/1945 -- attacks on Nagoya urban area causes fire at Aichi's Eitoku plant (Mikesh, 7)

17/05/1945 -- attacks on Nagoya urban area causes fire at Aichi's Eitoku plant; Ooe Aircraft Works [subcontractor responsible for production of elevators for M6A and D4Y] production halted; Nagoya Nut and Bolt Works [rudder bars] production halted (Mikesh, 7)

26/06/1945 -- direct attack on plant (Mikesh, 7)

16/07/1945 -- first successful test of atomic bomb in United States

24/07/1945 -- direct attack on plant (Mikesh, 7)

06/08/1945 -- atomic bomb dropped on Hiroshima ("Little Boy")

09/08/1945 -- atomic bomb dropped on Nagasaki ("Fat Man")

15/08/1945 -- informal surrender

02/09/1945 -- formal surrender and end of WW2

 

Approximations

"Shortly thereafter [after March 1945] ... Production of Seiran was nearly abandoned in favor of converting production efforts to Judy and assuming some of the production orders for the Kawanishi designed N1K2-J Shiden Kai (George)." (Mikesh, 8)

 

Sources:

Aichi M6A Seiran: Japan's Submarine-Launched Panama Canal Bomber (Monogram Close-Up 13), by Robert Mikesh (1975 Monogram Aviation)

 

 

Yokosuka P1Y

-- 

 

 

Rikugun Ki-93 timeline

 

The goal is to understand more about Ki-93's development by looking at other aircraft known to have used heavy armor (such as medium bombers), or built at the same location, same time, etc.

-- investigate relationship to Mitsubishi Ki-67 if any

-- investigate relationship to Yokosuka P1Y  if any

-- investigate obsolete bombers or discontinued projects that may have been adapted.

 

Rikugun Ki-93

mid 1941 -- design team meets. (source) [IJA's Rikugun Kokugijutsu Kenkyujo, also known as Kogiken, headed by aeronautical engineer Lieutenant Commander Ando Sheigo (Dyer, 43)]

02/1943 -- approval given to built Ki-93 prototypes.  (source)

04/1945 -- Ki-93 first prototype complete and first flight. (Dyer, 39)

08/1945 -- Ki-93 testing incomplete at war end. (Francillon, 244)

 

 

Tachikawa Ki-36

-- 

 

Tachikawa Ki-54

-- 

 

Tachikawa Ki-55

-- 

 

Tachikawa Ki-74

-- 

 

Tachikawa Ki-77

-- 

 

Tachikwa S.S.1

-- 

 

Tachikawa Ki-92

-- 

 

Tachikawa Ki-94-I

-- 

 

Tachikawa Ki-94-II

-- 

 

Rikugun Ki-202

-- further development of Mitsubishi J8M

 

 

 

Mitsubishi timeline -- Army collaboration

 

Ki-21 twin-engine heavy bomber

02/1936 -- specification issued for replacement of Mitsubishi Ki-1 and Mitsubishi Ki-20 heavy bombers. (Francillon, 155-156)

12/1936 -- Ki-21 two prototypes completed at Mitsubishi's 5th Airframe Works in Nagoya; design team led by Engineers Nakata and Ozawa; first flight December 18 1936. (Francillon, 156)

03/1937 -- Ki-21 flight trials against Nakajima Ki-19. (Francillon, 157)

06/1937 -- Ki-21 bombing trials against Nakajima Ki-19. (Francillon, 157)

11/1937 -- Ki-21a production ordered. (Francillon, 157)

spring 1938 -- Ki-21 production commenced; total 143 built. (Francillon, 157)

08/1938 -- Ki-21 delivered to 60th Sentai; "equal to the best contemporary foreign twin-engine bombers." (Francillon, 155)

08/1938 -- Ki-21 produced also by Nakajima until 02/1941. (Francillon, 158)

11/1939 -- IJA instructs Mitsubishi to improve speed and ceiling; Ki-21-Ic produced with 2x Mitsubishi Ha-101 14-cylinder 1500hp radials. (Francillon, 158-159)

02/1940 -- Ki-21 some modified for transport and communication duty. (Francillon, 158)

12/1940 -- Ki-21-II four service trial machines delivered. (Francillon, 159)

02/1941 -- Ki-21 production at Nakajima ends; total 351 produced [Ki-21-Ia, b, c]. (Francillon, 158)

12/1941 -- Ki-21 led bombing offensive in Southeast Asia after Pearl Harbor attack. (Francillon, 155)

-- "The Mitsubishi Ki-21 had contributed more than any other aircraft to bringining the air branch of the Army to parity of equipment with other air forces.  However, the inabiity of the Japanese aircraft industry to provide in time an adequate successor to the Ki-21 forced the use of the aircraft beyond its planned operational career ... [Despite obsolescence] ... was still liked [more than] the more modern Nakajima Ki-49." (Francillon, 161)

 

 

Ki-30 light bomber

164

Ki-51 ground attack and tactical reconnaissance

178

 

Ki-57 twin-engine transport

 

Ki-67 twin-engine heavy bomber

186

Ki-109 twin-engine heavy fighter

194

Ki-112 twin-engine multi-seat fighter (projected)

 

-- connected from Ki-45, and to Ki-93, via 75mm

 

 

Reconnaissance

 

Ki-15

07/1935 -- development of Ki-15 begins July 11 1935; response to Koku Hombu specification for fast reconnaissance aircraft; design by Fumihiko Kono, assisted by Tomio Kubo and Shokichi Mizumo. (Francillon, 149)

12/1935 -- Ki-15 prototype construction begins. (Francillon, 149)

05/1936 -- Ki-15 first flight.

__/1939 -- Ki-15-III designed; 530 km/h; not placed into production because expected to be eclipsed by Ki-46 then under flight trials. (Francillon, 153)

Ki-46

-- [relationship to Ki-83 proved elsewhere]

Ki-83

-- long-range fighter to be adapted to Command Reconnaissance role.

 

 

 

 

 

---

 

Kyushu J7W

 

__ ___ 1943    need identified for a new interceptor
__ ___ 194_    glider testing to prove canard concept
__ May 1944    J7W1 ordered into production
__ June 1944    1st prototype production begins
__ Sep 1944    wind tunnel testing
__ Sep 1944    production plans formulated; Kyushu planned 30/month, Nakajima planned 120/month
__ May 1945    nearly complete
__ Jun 1945    1st prototype complete without armament; weighted in nose to simulate armament
03 July 1945    1st prototype flight attempt; swerved off runway; damage to prop and stabilizer = 1 month delay.
03 Aug 1945    prepared for 2nd flight
06 Aug 1945    2nd flight
08 Aug 1945    3rd and final flight
15 Aug 1945    Surrender.  J7W2 Shinden-Kai remained in design status; was to use the Ne-130.

 

 

Nakajima Kikka

 

16 April 1944    I-29 submarine leaves Lorient, France with Me262 plans, BMW 003 turbojet, Junkers Jumo 004 turbojet.
14 July 1944    Technical Commander Eiichi Iwaya disembarks from submarine in Singapore
26 July 1944    I-29 submarine sunk near Balintang Channel in Luzon Strait
_____ 1944    Technical Commander Eiichi Iwaya arrives in Japan with single copy of BMW 003A cross-Section.
__ Aug 1944    Conference to discuss changes in air strategy; 3 classes of aircraft proposed (origin of Kitsuka).
14 Sep 1944    IJN representatives meet with Nakajima; Kitsuka design confirmed
08 Oct 1944    Nakajima plant director orders wooden mock-up to be completed by the end of the month; not completed until end of January.
09 Dec 1944    IJN calls meeting to check status of Kitsuka project
03 Jan 1945    Debate about using Ne-20 or Ne-12; consensus says Ne-12 likely ready sooner.
05 Jan 1945    Japanese troops pushed out of Burma
06 Jan 1945    B-29’s bombing Tokyo
28 Jan 1945    Kitsuka wooden mock-up ready for inspection; Nakajima instructed to end J5N1 and G8N1 projects to focus on Kitsuka.
31 Jan 1945    Ne-20 final design completed
__ Feb 1945    Japanese docks in Singapore destroyed by American B-29’s; continued fighting in Philippines .
10 Feb 1945    2nd inspection of Kitsuka; final approval and production ordered despite no test flights
__ Feb 1945    Ne-12B tested for the first time
17 Feb 1945    Kitsuka engineering staff moved to another facility to avoid expected bombing raids; sizable portion of component construction remained behind.
__ Mar 1945    U.S. incendiary bomb campaign ramped up
26 Mar 1945    Ne-20 successful test in a cliff-side cave in Yokosuka; outperformed Ne-12B; decision made to delay Kitsuka to refit it for Ne-20.
31 Ma 1945    Kitsuka revisions complete
25 Apr 1945    1st Kitsuka fuselage complete
20 May 1945    stress/load testing
13 Jun 1945    Vice Admiral Wada holds meeting to discuss Kitsuka; aluminum stock expected to be exhausted by the end of 1945; only steel and wood, which would necessitate another revision to Kitsuka design.  High grade fuels to be used for Homare radial engines; Ne-20 would have to use fuel of poorer quality.
25 Jun 1945    1st Kitsuka completed without engines.
27 Jun 1945    Kitsuka reassembled at new location to meet Ne-20 engines.
29 Jun 1945    weight/balance checks completed; ready for flight testing; disassembled again and relocated to airfield for testing at Kisarazu Air Base adjacent to Tokyo Bay.
14 July 1945    engine damage during testing, replacement the only option
15 July 1945    Kitsuka pilots assemble at Misawa Air Base for training.
27 July 1945    successful taxi test
06 Aug 1945    ground testing completed – same day Hiroshima devastated by atomic bomb
07 Aug 1945    Kitsuka 1st flight; total flight time 11 minutes; post-flight inspection passed.
11 Aug 1945    Kitsuka 2nd flight; RATO units complicated takeoff; ran off runway and 100m of grass into drainage ditch; extensive damage to Ne-20’s; recorded with motion picture camera.
15 Aug 1945    film studied, but inconclusive.  Imperial Rescript on the Termination of the War.

 

 

 

Yokosuka R2Y2

 

__ ___ 1942    need identified for a reconnaissance aircraft fast enough to avoid interception Y-30 and Y-40 projects intiated; Y-40 inspired by He119; Y-40 became the R2Y1
__ Fall 1944    long range reconnaissance role no longer needed; need for fighters/bombers instead
__ late 1944    proposed adaptation of R2Y1 airframe to accommodate Ne-330 engines for fast attack bomber role; Ne-330’s to be slung under the wings in nacelles; designated R2Y2.  R2Y1             airframe to be used to demonstrate handling characteristics.
__ Apr 1945    1st R2Y1 prototype completed.
08 May 1945    1st R2Y1 flight; cooling issues; engine damage; repairs necessary
__ May 1945    1st R2Y1 prototype destroyed by U.S. bombing raid; 2nd R2Y1 prototype still under construction; R2Y2 still in design phase.
15 Aug 1945    2nd R2Y1 still incomplete; R2Y2 never built.  Surrender.

 

 

 

"Tachikawa Ki-162"

 

08/1944 -- contract awarded to Heinkel for He 162 Volksjäger in Germany  (Dyer, 60)

late 1944  -- IJA initiated study for single-engine jet fighter; task given to the Tachikawa Dai-Ichi Rikugun Kokusho (Dyer, 59)

12/1944 -- He 162 first flight in Germany (Dyer, 60)

01/1945 -- He 162 field tested in Germany (Dyer, 60)

03/1945 -- Japanese Ne-20 turbojet first tested; found to be superior to Ne-12b  (Dyer, 59)

04/1945 -- release of specifications to Japanese authorized; dimensions transmitted via radio (Dyer, 60)

mid 1945 -- two concepts emerged by this time; Hayashi's design (described above) and Yasuda's design (engine outside the fuselage reminiscent of He 162); Hayashi's design selected for continued work (Dyer, 60)

08/1945 -- WW2 end

 

 

Jet and rocket engines

 

16 April 1944    I-29 submarine leaves Lorient, France with Me262 plans, BMW 003 turbojet, Junkers Jumo 004 turbojet.
14 July 1944    Technical Commander Eiichi Iwaya disembarks from submarine in Singapore
26 July 1944    I-29 submarine sunk near Balintang Channel in Luzon Strait
_____ 1944    Technical Commander Eiichi Iwaya arrives in Japan with single copy of BMW 003A cross-section.
__ late 1944    proposed adaptation of R2Y1 airframe to accommodate Ne-330 engines for fast attack bomber role; Ne-330’s to be slung under the wings in nacelles; designated R2Y2.  
03 Jan 1945    Debate about using Ne-20 or Ne-12 for Kitsuka; consensus says Ne-12 likely ready sooner.
31 Jan 1945    Ne-20 final design completed
__ Feb 1945    Ne-12B tested for the first time
26 Mar 1945    Ne-20 successful test in a cliff-side cave in Yokosuka; outperformed Ne-12B; decision made to delay Kitsuka to refit it for Ne-20.
__ May 1945    Nakajima Ne-230 development started
__ Jun 1945    Ishikawajima Ne-130 completed, but untested
__ Aug 1945    Nakajima Ne-230 – three under construction
15 Aug 1945    Mitsubishi Ne-330 – zero constructed; remained on design board.  Surrender.

 

 

 

Questions

 

-- When did Mitsubishi-Rikugun collaboration begin, and what are the results of that?

 

-- When did Mansyu-Rikugun collaboration begin, and what are the results of that?  1941

 

 

Edited by J311yfish, 10 January 2015 - 04:33 PM.

[J311yfish]

Production locations

-- this post will instead focus on locations of manufacture (03/1942 production map, Manchuria not accounted for)

-- the minor goal is to illuminate development relationships that are not otherwise indicated (via designers, specifications, timelines)

-- the ultimate goal is to derive a playable progression that resembles actual technological progression.

 

Aichi

 

Aichi Tokey Denki Kabushiki Kaisha (Aichi Watch and Electric Machinery Company, Ltd)

-- "The Aircraft Department ... became independent in [02/1943] and at that time took the more appropriate name Aichi Kokuki K.K. (Aichi Aircraft Co. Ltd.)." (Mikesh, 79)

 

Aichi Tokei Denki K.K. at _____,  Nagoya -- exact location not specified

K3M

247 K3M2 (no date given)

D1A

162 D1A1 (1934-1937)

428 D1A2 (1936-1940)

B5N

200 B5N2 (1942-1943)

 

 

Aichi Kokuki K.K. at Funakata, Nagoya

-- "In addition to producing aeroplanes ... the company also produced marine-type explosive mines, torpedo tubes and ordance fuses for the Navy before it started producing aircraft at its Funakata plant in Nagoya in 1920.  Captain Umitani, an ex-Navy air officer was the first director and chief engineer of the Aircraft Department of the company.  Early Aichi presidents were S Suzuki, followed by K Aoki." (Mikesh, 61)

D3A

2 11-Shi prototypes (1937-1938)

6 D3A1 service trials aircraft (1939)

470 D3A1 Model 11 production aircraft (12/1939-08/1942)

1 D3A2 Model 12 prototype (06/1942)

815 D3A2 Model 22 production aircraft (08/1942-06/1944)

E13A

133 E13A1 aircraft (1938-1942)

E16A

3 E16A1 prototypes (1942)

193 E16A1 production aircraft (01/1944-05/1945)

1 E16A2 prototype (1944)

B7A

9 B7A1 prototypes (05/1942-02/1944)

80 B7A2 production aircraft (05/1944-07/1945)

 

 

Aichi Kokuki K.K. at Eitoku, Nagoya

-- "...southwestern Nagoya ... acquired in 02/1940.  The first buildings were completed in 05/1941 and once the new plant was established, Aichi's head office was moved to this location." (Mikesh, 61)

H9A1

3 H9A1 prototypes (1940)

24 H9A1 production aircraft (1942-1943)

D4Y

660 D4Y1 production aircraft (spring 1942-04/1944)

326 D4Y2 production aircraft (04/1944-08/1944)

536 D4Y3 production aircraft (05/1944-02/1945)

296 D4Y4 production aircraft (02/1945-08/1945)

M6A

8 M6A1 prototypes (10/1943-10/1944)

18 M6A1 production aircraft (10/1944-07/1945)

2 M6A1-K prototypes (1945)

N1K2-J

1 N1K2-J production aircraft (1945)

 

 

Nippon Hikoki K.K. at Tomioka -- generally shadows Aichi @ Eitoku

E7K

57 E7K1 and E7K2 production aircraft (1937-1939)

H9A1

4 H9A1 production aircraft (1944)

E16A

59 E16A1 production aircraft (08/1944-08/1945)

 

 

Nippon Hikoki K.K. at _______​ -- exact location not specified

K4Y

53 K4Y1 (1939-1940)

K5Y

2025 K5Y1 (1940-1945)

708 K5Y2 and K5Y3 (1940-1945)

K10W

150 K10W1 (1943-1944)

 

 

 

Kawanishi

 

Kawanishi Kokuki K.K. at Naruo plant

-- "In [12/1930] the company moved to Naruo Village, midway between Kobe and Osaka on Osaka Bay, and established a newer plant there." (Mikesh, 125)

E7K

2 E7K1 prototypes (1933)

183 E7K1 production aircraft (1934-1938)

1 E7K2 prototype (1938)

287 E7K2 production aircraft (1938-1941)

E15K

6 E15K prototypes and service trials aircraft (1941-1942)

9 E15K production aircraft (1943-1944)

N1K1

8 N1K1 prototypes and service trial aircraft (1941-1942)

89 N1K1 production aircraft (07/1943-03/1944)

N1K1-J

9 N1K1-J prototypes (1942-1943)

530 N1K1-J production aircraft (1943-1944)

N1K2-J

8 N1K2-J prototypes (1943-1944)

351 N1K2-J and N1K2-K production aircraft (1944-1945)

2 N1K4-J prototypes (1945)

1 N1K4-A prototype (1945)

H6K

4 H6K1 prototypes (1936-1938)

(3) H6K1 Model 1 modified from prototypes (1938)

10 H6K2 Model 11 (1938-1939)

(2) H6K2 modified as experimental transports (1939)

2 H6K3 (1939)

127 H6K4 Model 22 (1939-1942)

36 H6K5 Model 23 (1942)

16 H6K2-L (1940-1942)

20 H6K4-L (1942-1943)

(2) H6K4-L modified from H6K4 airframes (1942)

 

 

Kawanishi Kokuki K.K. at Naruo and Konan plants

H8K

1 H8K1 prototypes (12/1940)

2 H8K1 pre-production aircraft (1941)

14 H8K1 production aicraft (1941-1942)

112 H8K2 production aircraft (1943-1945)

2 H8K3 prototypes (1944)

(2) H8K4 prototypes modified from H8K3 airframes (1945)

36 H8K2-L production aircraft (1943-1945)

 

 

Kawanishi Kokuki K.K. at Konan

E8N

48 E8N production aircraft (1938-1940)

P1Y

96 P1Y2 and P1Y2-S (1944-1945)

 

 

Kawanishi Kokuki K.K. at Himeji

468 N1K1-J production aircraft (1943-1945)

42 N1K2-J production aircraft (1945)

2 N1K3-J prototypes (1945)

 

 

Kawanishi Kokuki K.K. at ______ -- exact location not specified

K5Y

60 K5Y and K5Y2 (1933-1936)

 

 

 

 

Yokosho / Kusho / Kugisho / Ichi-Gisho -- "Yokosuka"

Date	Long name	Acronym
1914 - 1932	Yokosuka Kaigun Ko-Sho (Yokosuka Naval Arsenal)	Yokosho
04/01/1932 - 04/01/1939	Kaigun Koku-sho (Naval Air Arsenal)	Kusho
04/01/1939 - 02/15/1945	Kaigun Koku-Gijutsu-Sho (Naval Technical Air Arsenal)	Kugisho
02/15/1945+	Dai-Ichi Kaigun Gijutsu-Sho (1st Naval Technical Arsenal)	Ichi-Gisho

Source:  Mikesh, 262.

 

-- "The Arsenal ... remained responsible for all types of development and testing of advanced aircraft as well as reciprocating engines and turbojets.  All related equipment was developed at the Arsenal, making Yokosuka the focal point of Japanese Navy aircraft development to the end of the Pacific War." (Mikesh, 282)

 

Dai-Ichi Kaigun Koku Gijitsusho at Yokosuka

2 K4Y1 prodotypes (designed 1930; exact location not specified; production carried out by Watanabe and Hippon Hikoki K.K. 1932-1939)

5 B4Y1 prototypes (1935-1936)

5 13-Shi (D4Y) prototypes (1940-1941)

1 E14Y1 prototype (implied between 1941-1943)

1 R2Y1 prototype completed (04/1945) -- exact location not specified

155 MXY7 Ohka Model 11

50 MXY7 Ohka Model 22

45 MXY7 Ohka Model K-1

2 MXY7 Ohka Model 43 K-1 KAI

3 MXY8 gliders

 

 

Dai-Juichi Kaigun Kokusho at Hiro

20 H5Y1 flying boats (1936-1941) -- designed by Dai-Ichi Kaigun Koku Gijitsusho

28 B4Y production aircraft (1938) -- designed by Dai-Ichi Kaigun Koku Gijitsusho (?)

48 E13A aircraft (1940-1942)

280 B5N2 (1942-1943)

215 D4Y1, D4Y2 and D4Y3 production aircraft (04/1944-07/1945)

1 N1K2-J production aircraft (1945)

 

 

Dai-Nijuichi Kaigun Kokusho at Sasebo

590 F1M2 production aircraft (date not specified)

 

 

Dai-Nijuichi Kaigun Kokusho at Omura (Sasebo) -- may be same location as above

161 A5M4 (1939-1941)

103 A5M4-K (1942-1944)

236 A6M2-K (11/1943-08/1945) -- also at Hitachi Kokuki K.K. 

25 B7A2 production aircraft (04/1944-08/1945)

 

 

Dai-Ichi Kaigun Kokusho at Kasumigaura

75 K5Y1 (1944)

600 Ohka Model 11

 

 

Koza Kaigun Kokusho (Koza Naval Air Arsenal)

__ J2M5's (exact number and date not specified; no more than 34 J2M5's produced)

 

 

Hitachi Kokuki K.K.

272 A6M2-K (05/1944-08/1945)

7 A6M5-K (03/1945-08/1945)

 

K.K. Watanabe Tekkosho

125 E14Y1 production aircraft (1941-1943)

 

 

Nakajima

 

Nakajima Hikoki K.K. at Koizumi

E8N

7 E8N prototypes (1934)

700 E8N production aircraft (1934-1940)

A6M2-N

327 A6M2-N (12/1941-09/1943)

G3M

412 G3M2 Model 22 and G3M3 production aircraft (1941-1943)

B5N

669 B5N1, B5N1-K and B5N2 (1936-1941)

G4N

4 G5N1 (1939-1941)

2 G5N2 (1939-1941)

G5N

4 G5N1 and 2 G5N2 (1939-1941)

J1N1

2 J1N1 prototypes (spring 1941)

7 J1N1-C prototypes (1941-1942)

470 J1N1-C, J1N1-R, J1N1-C KAI, J1N1-S and J1N1-Sa production aircraft (07/1942-12/1944)

P1Y

6 P1Y1 prototypes (1943)

996 P1Y1 and P1Y1-S (1943-1945)

G8N

4 G8N1 (10/1944-06/1945) -- terminated by 06/1945 to focus on Kikka (Kay, 173); modified to allow use as parent aircraft for Ohka 43. (Francillon, 441)

Kikka -- design by Kazuo Ohno and Kenichi Matsumara

2 Kikka aircraft (06-1945-08/1945) -- location confirmed via Mikesh, Kay.  "Initially, a line of about 25 Kikkas was laid down at the Koizumi plant, but B-29 bomber raids had caused serious damage to the plant and so, from [02/1945], much work was dispersed to safer locations.  The engineering staff went to Sano City, east of Tokyo, most of the airframe construction was undertaken at Kugisho, Yokosuka, and even small parts manufacture was moved from the Koizumi factory to various dispersed locations throughout central Honshu.  Therefore, the first Kikka prototype, which was also the first production machine, was put together in a farm.  For the period from [07/1945-09/1945], production of 94 Kikkas was planned." (Kay, 173) [test flight August 7 1945 Naval Air Base at Kisarazu, east side of Tokyo Bay]; test pilot Lieut-Cdr Susumu Tanakoa. (Francillon, 333)

 

 

Nakajima Hikoki K.K. at Koizumi and Handa 

B6N -- of the 1266 production B6N1's and B6N2's built, 296 built at Koizumi, 970 at Handa; designed by Kenichi Matsumara

2 14-Shi (B6N) prototypes (1941-1942)

133 B6N1 production aircraft (02/1943-07/1943)

1133 B6N2 production aircraft (06/1943-08/1945)

(2) B6N3 prototypes (modified from B6N2 airframes) -- dates not specified

C6N -- design by Eng Yasuo Fukuda and Yoshizo Yamamoto.

463 C6N (03/1943-08/1945)

 

 

Nakajima Hikoki K.K. at ____ -- exact location not specified -- [most likely Koizumi or Handa to be consistent with manufacture to Navy-issued specifications]

K5Y

24 K5Y1 (1935-1936)

A6M

6570 A6M variants (03/1939-08/1945) -- produced nearly twice as many A6M's as Mitsubishi Jukogyo K.K.!

 

 

 

Nakajima Hikoki K.K. at Ota

Ki-27

LOTS (07/1936-12/1942) -- details later

Ki-43

LOTS (12/1938-08/1945) -- details later

Ki-44

3 Ki-44 prototypes (1940-1941)

7 Ki-44 pre-production aircraft (1941)

40 Ki-44-I production aircraft (01/1942-10/1942)

5 Ki-44-II prototypes (summer 1942)

3 Ki-44-II pre-production aircraft (autumn 1942)

1167 Ki-44-II and Ki-44-III production aircraft (11/1942-12/1944)

Ki-87

1 Ki-87 prototype; 2 incomplete (02/1945); (Dyer, 30)

0 Ki-87-II drawing board (Dyer, 30)

 

Ki-21 -- also built by Mitsubishi @ Nagoya

351 Ki-21-Ia, -Ib, and -Ic production aircraft (08/1938-02/1941)

Ki-49

819 Ki-49/58/80 (summer 1939-12/1944) -- details later

 

 

Nakajima Hikoki K.K. at Ota and Utsonomiya

Ki-84/113 -- details later

 

Nakajima at Mitaka

Ki-201 prototype planned completion 12/1945 -- (Kay, 177)

 

Nakajima's Kurosawajiri Research Works at Kitakami

Ki-201 production planned -- 18 to be complete by 03/1946 (Kay, 177)

 

Mansyu Hikoki Seizo K.K. at Harbin, Manchuria

1379 Ki-27a and Ki-27b production aircraft (exact dates not specified)

__ Ki-79 advanced trainer, adaptation of Ki-27, 4 versions (exact date not specified)

94 Ki-84-I production aircraft (1945)

__ Ki-98 prototype (destroyed 08/1945) -- exact location/date not specified)

1 Ki-116 prototype (1945)

 

 

 

Mitsubishi

 

Mitsubishi Jukogyo K.K. at Nagoya

A5M

6 Ka-14 prototypes (1935-1936)

782 A5M1 to A5M4 (1936-1940)

1 Ki-18 prototype (1935)

2 Ki-33 prototypes (1936)

G3M

21 Ka-15 (G3M) prototypes (1935-1936)

34 G3M1 production aircraft (1936-1937)

343 G3M2 Model 21 production aircraft (1937-1939)

238 G3M2 Model 22 production aircraft (1939-1941)

G4M

2 12-Shi prototypes (Nagoya 09/1939-02/1940)

30 G6M1 (Nagoya 1940)

1200 G4M1 (Nagoya 01/1941-01/1944)

1154 G4M2 (Nagoya 640 and Okayama 514 11/1942-08/1945)

60 G4M3 (Nagoya and Okayama plants 12/1943-08/1945)

F1M

4 F1M1 prototypes

524 F1M2 production aircraft

Ki-15/C5M -- spec by Captain Yuzo Fajita and Engineer Masao Ando of the Technical Department of the Koku Hombo; design by Fumihiko Kono, assisted by Tomio Kubo and Shokichi Mizumo

439 Ki-15-I, Ki-15-II, Ki-15-III (05/1936-1940)

20 C5M1 (1938)

30 C5M2 (1940)

Ki-21 -- team led by engineers Nakata and Ozawa -- also built at Nakajima @ Ota

8 prototypes and service trials aircraft (11/1926-02/1938)

143 Ki-21-Ia production aircraft (03/1938-1939)

120 Ki-21-Ib production aircraft (1939-1940)

160 Ki-21-Ic production aircraft (1940)

4 Ki-21-II service trials aircraft (12/1940)

590 Ki-21-IIa production aircraft (12/1940-1942)

688 Ki-21-IIb production aircraft (1942-00/1944)

Ki-30 -- designed by engineers Kawani, Ohki and Mizuni under supervision of Colonel Komamura -- also built at Tachikawa Dai-Ichi Rikugun Kokusho at Tachikawa

2 prototypes (02/1937) -- first flight at Kagamigahara 02/1937; test pilot Yamaguchi

16 service trials aircraft (09/1937-01/1938)

618 production aircraft (03/1938-04/1940)

Ki-51 -- also built at Tachikawa Dai-Ichi Rikugun Kokusho at Tachikawa

2 Ki-51 prototypes (06/1939-08/1939)

11 Ki-51 service trials aircraft (09/1939-12/1939)

1459 Ki-51 production aircraft (01/1940-03/1944)

A7M -- mass production to be started at Mitsubishi's Oe Airframe Works at Nagoya and Nankai Works at Osaka.

2 A7M1 prototypes

7 A7M2 prototypes and service trials aircraft

1 A7M2 production aircraft

A8M

0 A8M Rifuku produced; joint development with Nakajima that did not materialize; implied Nagoya per A7M. (Francillon, 403)

J8M1/Ki-200

J8M -- "While pilot training in the Akigusa was being undertaken, Mitsubishi was readying prototypes of the powered aircraft, respectively designated J8M1 Navy Experimental Rocket-Powered Interceptor Fighter Shusui and Ki-200 Army Experiemental Rocket-Powered Interceptor Fighter Shusui.  The first prototype was completed at Nagoya [06/1945] and was transferred to Yokosuka for final checks." (Francillon, 406)

7 J8M prototypes -- Nagoya implied; project pilot Lieut-Cdr Toyohiko Inuzuka

 

Mitsubishi Jukogyo K.K. at Nagoya and Toyama

Ki-46 -- specs by Major Fujita and engineers Tanaka and Ando of the Technical Branch of the Koku Hombu; design study by Tomio Kubo, cooperation with Aeronautical Research Institute of the University of Tokyo; first flight with test pilot Major Fujita at Kagamigahara in Gifu Prefecture, north of Nagoya.

34 Ki-46 prototypes and Ki-46-I production aircraft (1939-1940)

1093 Ki-46-II production aircraft (1940-1944)

2 Ki-46-III prototypes (1942)

609 Ki-46-III production aircraft, including fighter conversions (1942-1945)

4 Ki-46-IV prototypes (1943-1944)

 

Mitsubishi Jukogyo K.K. at Nagoya, Kumamotoa and Chita

Ki-67 -- joint Army/Navy use as torpedo bomber (12/1942 suggestion; 01/1943 instruction; combat 10/1944 off Formosa by 762nd Kokutai)

606 Ki-67 -- also built by Kawasaki @ Gifu, Tachikawa Dai Ichi Rikugun Kokusho @ Tachikawa; assembled by Nippon Kokusai Koku Kogyo K.K. at Okubo.  First flight at Kagamigahara 12/1942; test pilot Oda.

 

Mitsubishi Jukogyo K.K. at Nagoya and Suzuka

J2M -- also some J2M5's built by Koza Kaigun Kokusho (Koza Naval Air Arsenal); first flight Kasumigaura 03/20/1942; test pilot Katsuzo Shima; service trials at Suzuka Naval Air Base; initial deliveries to 381st Kokutai at Toyohashi, southeast of Nagoya in Aichi Prefecture; some deployed to Phillipines, but mainly used in the defense of Japan. (Francillon, 388-395)

2 J2M1 prototypes

155 J2M2 production aircraft

260 J2M3 production aircraft

21 J2M3a production aircraft

2 J2M4 prototypes

34 J2M5 production aircraft

1 J2M6 production aircraft

 

 

 

Mitsubishi Jukogyo K.K. -- location not specified

A6M

3879 A6M variants

Ki-57 -- probably Nagoya as it retained major parts of Ki-21 -- flight test off Chiba on Tokyo Bay

101 Ki-57-I and MC-20-I (07/1940-01/1945)

406 Ki-57-II and MC-20-II (07/1940-01/1945)

Ki-83 -- attracted attention of Navy but production was not finalized

4 Ki-83 prototypes (10/1944-05/1945)

 

 

K.K. Watanabe Tekkosho

39 A5M4 (1939-1942)

 

 

 

 

Kawasaki

 

Kawasaki Kokuki Kogoyo K.K. at Gifu

Ki-45 -- initially under leadership of Isamu Imashi as Ki-38

3 Ki-45 prototypes (01/1939-05/1939)

8 Improved Type 1 Ki-45 prototypes (07/1940-02/1941)

3 Ki-45 KAI prototypes (08/1941-10/1941)

12 Ki-45 KAI pre-production aircraft (10/1941-12/1941)

305 Ki-45 KAIa and KAIb production aircraft (01/1942-09/1943)

Ki-48

4 Ki-48 prototypes (1939)

5 Ki-48 pre-production aircraft (1940)

557 Ki-48-I production aircraft (07/1940-06/1942)

3 Ki-48-II prototypes (02/1942)

1408 Ki-48-II production aircraft (04/1942-10/1944)

Ki-67 -- also built primarily by Mitsubishi at Nagoya

91 Ki-67

Ki-78 -- charge given to Isamu Imashi

1 Ki-78 prototype (12/1942)

Ki-108

2 Ki-108 (modified from Ki-102b airframes) and 2 Ki-108 KAI (07/1944-05/1945)

 

 

Kawasaki Kokuki Kogyo K.K. at Akashi

Ki-45

893 Ki-45 KAIa, b and d production aircraft (09/1942-07/1945)

477 Ki-45 KAIc production aircraft (04/1944-12/1944)

 

 

Kawasaki Kokuki Kogyo K.K. at Kagamigahara

Ki-61

12 Ki-61 prototypes (1941-1942)

1380 Ki-61-I production aircraft (08/1942-07/1944)

1274 Ki-61-I KAI production aircraft (01/1944-01/1945)

8 Ki-61-II prototypes (08/1943-01/1944)

30 Ki-61-II KAI prototypes and pre-production aircraft (04/1944-08/1944)

374 Ki-61-II KAI production aircraft (09/1944-08/1945); 275 of these airframes completed as Ki-100-Ia

Ki-100

3 Ki-100 prototypes (02/1945)

272 Ki-100-Ia production aircraft (02/1945-06/1945)

106 KLi-100-Ib production aircraft (05/1945-08/1945)

3 Ki-100-II prototypes (05/1945-06/1945)

Ki-119 -- Takeo Doi and Jun Kitano; same shock absorbers as Ki-102; fuselage design influenced by Ki-100; finally assembly to be at Misunami in a converted tunnel; implied designed at Kagamigahara due to destruction of designs during air attacks at Kagamigahara 06/1945.

 

 

Kawasaki Kokuki Kogyo K.K. at Ichinomiya

12 Ki-100-Ib production aircraft (05/1945-07/1945)

 

 

Kawasaki Kokuki Kogyo K.K. -- location not specified

Ki-32 -- engineers Isamu Imashi and Shiro Ota

8 Ki-32 prototypes (1937)

846 Ki-32 production aircraft (07/1938-05/1940)

Ki-56 -- improved version of Kockheed 14-WG3 under guidance of Takeo Doi; flight trials at Tachikawa

2 Ki-56 prototypes (11/1940)

119 Ki-56 production aircraft (08/1941-09/1943)

Ki-60

3 Ki-60 prototypes (1941)

Ki-64 -- Takeo Doi in cooperation with colleagues at Akashi engine plant; engine sent to Akashi for repair, airframe sent to Gifu.

1 Ki-64 prototype (12/1943)

Ki-66

6 Ki-66 prototypes (10/1942-04/1943)

Ki-96

3 Ki-96 prototypes (1943)

Ki-102

3 Ki-102 prototypes (02/1944-03/1944)

20 Ki-102 pre-production aircraft (04/1944-10/1944)

215 Ki-102b production aircraft (10/1944-07/1945)

(26) Ki-102a pre-production aircraft (6 pre-production Ki-102 and 20 production Ki-102b modified) (06/1944-03/1945)

(2) Ki-102c prototypes (2 Ki-102b modified) (07/1945-08/1945)

 

 

 

 

Tachikawa

 

 

Tachikawa Dai-Ichi Rikugun Kokusho at Tachikawa

Ki-30 -- also built by Mitsubishi at Nagoya

68 production aircraft (1939-08/1941)

Ki-43

49 Ki-43-IIa production aircraft (10/1942-11/1943)

Ki-48

Ki-48-II KAI -- Army Type 99 Special Attack Plane; specially modified to carry an 800kg bomb triggered by contact with target via long rod protruding from the nose.

Ki-51 -- also built by Mitsubishi at Nagoya

913 Ki-51 production aircraft (07/1941-07/1945)

3 Ki-71 prototypes (exact date not specified)

Ki-67 -- also built primarily by Mitsubishi at Nagoya; secondarily by Kawasaki @ Gifu

1 Ki-67 (exact date not specified)

 

 

Dai-Ichi Rikugun Kokusho at Tachikawa (First Army Air Arsenal) -- may be same as above

2 Ki-93 (1945)

 

Rikugun Kokugijutsu Kenkyujo (Army Aerotechnical Research Insitute) at Tachikawa

Ki-109 -- recommended modification of Ki-67 to hunter/killer configuration, then to 75mm configuration; executed by Mitsubishi (requirements oscillated for ~12 months approx)

Ki-202 -- "An advanced version of the Ki-200, the Ki-202 developed by the Rikugun Kokugijutsu Kenkyujo, had been selected by the Army as their priority interceptor project." (Francillon, 406)

 

 

Tachikawa Hikoki K.K. at Tachikawa (Tachikawa Aeroplane Co Ltd.)

-- "The Tachikawa Aeroplane Company had its beginning in 1924 as the Aeroplane Factory of Ishikawajima Shipbuilding Company in Tokyo.  It was renamed Tachikawa Aeroplane Co Ltd [07/1936], having as its president, C Kadono, and managing director, M/Gen (Ret) T Yokoyama." (Mikesh, 250)

-- "Aircraft designed by other companies were put into wartime production by Tachikawa, reaching one thousand aircraft a year by 1940, after that year's great expansion program had been introduced.  Once involved in production of first-line combat aircraft, Tachikawa added factories at Kofu, 70 miles west of Tokyo, and Okayama, in southern Honshu.  By the end of the war, Tachikawa was producing several types of large and high-performance aircraft of its own design to meet Army needs." (Mikesh, 254)

3 Ki-9 prototypes (1934)

2395 Ki-9 production aircraft (1935-1942)

2 Ki-17 prototypes (1935-1944)

558 Ki-17 aircraft (1935-1944)

2 Ki-36 (spring 1938)

860 Ki-36 production aircraft (11/1938-01/1944)

1368 Ki-54 (1940-1945)

1 Ki-55 prototype (09/1939)

1077 Ki-55 production aircraft (10/1939-04/1943 and 11/1943-12/1943)

3 Ki-70 (1943)

16 Ki-74 (03/1944-08/1945)

2 Ki-77 (1942-1943)

1 Ki-94-II prototype (08/1945)

64 Type LO transports (1940-1942)

1 SS-1 (1943)

50 Ki-49-II production aircraft (01/1943-01/1944)

2629 Ki-43-II and Ki-43-IIIa production aircraft (05/1943-08/1945)

2 Ki-43-IIIb prototypes (spring 1945)

3 Ki-106 prototypes (1945)

Ki-92...

 

 

 

 

---

 

 

Japanese jet developments by location 1945

 

 

 

 

Questions

aircraft	location/notes
Rikugun Ki-93	Tachikawa
Mansyu Ki-98	Manchuria conceptually similar to Mitsubishi J4M (designer not specified) and Tachikawa Ki-94-I (design by Tatsuo Hasegawa)
Tachikawa Ki-94-II	by Tatsuo Hasegawa as complete redesign from Ki-94-I
Nakajima Kikka	concepts inherited from earlier aircraft?
Yokosuka R2Y2	technological relationship to Ki-64 --> Ki-73 --> Ki-83, but development as a jet could be clarified by date/location

 

Speculation:

-- Mitsubishi Ki-67 ----> Ki-109 --> Rikugun Ki-93 (this makes sense based on the use of 75mm and timelines, but there must be more evidence)

-- (Mitsubishi J4M?) --> Mansyu Ki-98 (cancellation and wind tunnel testing appear to coincide)

 

 

Mansyu at Harbin, Manchuria -- to resolve Mansyu Ki-98

 

Mansyu

-- Mansyu (also romanized as Manshu) is a Nakajima subsidiary founded in 1938, located in Harbin, Manchuria [later captured by Soviets and given to the Chinese; Operation August Storm].  (Dyer, 24)

-- "In [07/1938], the manufacturing section of Manko and its facilities became the Manchurian Aeroplane Manufacturing Co Ltd (Manshu Hikoki Seizo KK), and it was at that time that the first test flights of the MT-2 [low-wing light passenger transport designed by Hajime Hayashi starting 1938 resembling Caudron C.620 Simoun with elliptical planform wing] were made.  Very little development followed, for Manko decided to use the Messerschmitt Bf 108 Taifun imported from Germany for liaison transport duties, and only the prototype MT-2 was built.  No technical data are available." (Mikesh, 159)

-- "In 1941 Man-pi established its design department at Kunitachicho, Tokyo, near Tachikawa, and then organized a special team within the Army Air Technical Research Institute at Tachikawa.  This allowed a closer co-operation with the Army Air Technical engineers in developing new aircraft in Manchukuo, which it did throughout the war." (Mikesh, 159)

 

Nakajima Ki-27

-- produced by Mansyu for Nakajima (Dyer, 24)

 

Nakajima Ki-84

-- produced by Mansyu for Nakajima (Dyer, 24)

-- late-war adaptation as Ki-116 [below]

 

Mansyu Ki-65

-- may have been involved in Ki-65 fighter project with or parallel to Mitsubishi (confirm)

 

Mansyu Ki-71

-- advancement of Mitsubishi Ki-51 to use more powerful engine, retractable landing gear

 

Mansyu Ki-79

-- "advanced trainer...the only Mansyu design that saw service." (Dyer, 24)

 

Mansyu Ki-98

-- Ki-98 design comes out of nowhere; engineers Noda and Hayashi

-- Ki-98 concept competed against the Ki-102 for heavy fighter role capable of ground attack operations (Dyer, 24)

-- Ki-98 concept approved for further study; development protracted despite excellent wind tunnel results; design revised beginning Spring 1944 to serve as a high altitude interceptor; major alterations necessary to fit the supercharged engine led to protracted development; factory at Harbin bombed by U.S. forces December 7 1944 interrupted progress; prototype ready for assembly August 1945 but destroyed to prevent capture by advancing Soviet forces [Operation August Storm]. (Dyer, 24)

-- hatch underneath to enable a secondary pilot escape; airframe later revised to include explosive bolts to shed the tail unit. (Dyer, 25)

-- Ki-98 "...bubble canopy with excellent field of view." (Dyer, 25) [resemblance to J4M]

-- 3-view comparison:

---- Mitsubishi J4M1 Model 1 three-view (Docavia #7) / update 1.6 J4M

---- Mitsubishi J4M1 Model 3 three-view (Docavia #7) / old in-game J4M

---- Tachikawa Ki-94-I (Docavia #7) 

---- Mansyu Ki-98 (Docavia #7) 

 

Mansyu Ki-116

-- "Following the successful adaptation of the Kawasaki Ki-61-II to take the Mitsubishi Ha-112-II radial engine, the JAAF instructed Mansyu [located in Manchuria] to modify its fourth [Ki-84] aircraft by mounting a 1500hp Ha-33-62 (Ha-112-II) driving a three-blade propeller taken from a Ki-46-III.  The conversion was very successful, a reduction of 1000 lb in empty weight being registered, and the aircraft was undergoing intensive flight trials when Japan capitulated." (Francillon, 10)

 

 

Timeline

07/1938 -- Mansyu formed from Manko. (Mikesh, 159)

__/1941 -- Mansyu established design department at Kunitachicho, Tokyo, near Tachikawa, and then organized a special team within the Army Air Technical Research Institute at Tachikawa. (Mikesh, 159)

_/1942 -- "Mitsubishi and Kawanishi given 17-shi Otsu specification by the Kaigun Koku Hombu to develop an aircraft to meet the need for a high altitude, high performance aircraft." (Dyer, 93) [Kawanishi replied with J3K, Mitsubishi replied with J4M]

04/1942 -- "[A7M] ...Mitsubishi were instructed to begin the design of the M-50 Reppu (Hurricane) shipboard fighter to a 17-Shi specification.  As three years would be required before the aircraft could be delivered to operational units, Jiro Horikoshi insisted that the Mitsubishi MK9A or MK9B 18-cylinder ... then under development ... be selected to ensure that the aircraft would have the necessary performance to engage successfully all types of aircraft expected to be encountered in 1945." (Francillon, 399)

07/1942 -- "[A7M] Following preliminary discussions between Mitsubishi and the Navy, the 17-Shi specification was officially issued on July 6 1942.  Requirements included: (1) maximum speed 397 mph @ 6000m; (2) climb to 6000m in less than 6:00; (3) endurance of 2.5 hr @ 288 mph plus 30min at maximum power rating; (4) dive speed of 518 mph; (5) maneuverability at least equal to that of the A6M3 Model 32; (6) armament of two 20mm cannon and two 13.2mm machine-guns. (Francillon, 399)

08/1942 -- [A7M] Navy ignores Horikoshi's engine advice and instructs Mitsubishi to install the lower powered NK9K Homare. (Francillon, 399)

late 1942 -- "...Koku Hombu was looking for a number of new aircraft types as improvements on those in service.  These included a heavy fighter capable of conducting ground attack operations [Kawasaki replied with Ki-102, Mansyu replied with Ki-98] and a high-altitude fighter [Nakajima replied with Ki-87, Tachikawa replied with Ki-94].

__/1943 -- "To confirm their initial projections, a full scale model [of J4M] was constructed and put to the test in a wind tunnel ... However, the Kaigun Koku Hombu and the IJN ensured that Mitsubishi would not have to concern themselves further with the Senden.  In 1943 as Mitsubishi was working on the Senden, the Kaigun Koku Hombu issued 18-shi Otsu specification.  From it, the Kyushu J7W Shinden resulted.  With the 18-Shi Otsu requirements being similar to the 17-Shi Otsu specifications and with the J7W showing far more promise and having the support of the IJN, Mitsubishi were told to cease work on the [J4M] Senden and instead further develop the Mitsubishi A7M Reppu ('Hurricane') to meet the 17-shi Otsu standards.  The result was the A7M3-J Model 34 Rifuku ('Land Wind') that had not advanced beyond the design phase before the war end." (Dyer, 94)

07/1943 -- "...the draft for the Ki-98 was finalized by [07/1943].  Design work continued into the beginning of 1944 further refining the Ki-98.  A scale model of the aircraft [Ki-98] was constructed and sent to Japan for wind tunnel testing at Rikugun Kokugijutsu Kenkyujo.  Unfortunately for Mansyu, the worsening war situation saw some of their personnel called into service or shifted to other departments and this, coupled with a plethora of design revisions, saw work on the Ki-98 slow down.  Nevertheless, wind tunnel tests showed excellent results and Mansyu began to make the preparations to construct the first prototype." (Dyer, 25)

early 1944 -- Ki-98 design work continues.  (Dyer, 25)

02/1944 -- A7M3-J [Otsu-Type Land Based Interceptor] development from A7M Reppu initiated; armament to include 4x30mm Type 5 cannons with two similar weapons mounted at oblique angle in the aft fuselage. (Francillon, 401)

04/1944 -- A7M1 prototype finally completed; Mitsubishi had been required to give priority to development of newer variants of A6M and J2M. (Francillon, 399)

05/1944 -- A7M1 prototype first flight May 6 1944 with NK9K Homare 22 engine. (Francillon, 399)

spring 1944 -- "...Koku Hombu instructed Rikugun Kokugijutsu Kenkyujo to tell Mansyu that the Ki-98 should be adapted to serve as a high-altitude fighter.  This they did, sending Mansyu suggestions for design changes to the Ki-98 to make it suitable for the new role.  On receiving the news Mansyu had to substantially alter its initial design to meet the new demands.  With strained manpower and resources, the mandated changes set the Ki-98 further back and scuppered plans to built the prototype ... [changes detailed]." (Dyer, 25)

06/1944 -- first B-29 attack on Japan June 15 1944. (Munson, 152)

07/1944 -- [A7M] As a result of A7M1's poor performance with NK9K Homare 22 engine, Navy suspends further trials on July 30 1944 and instructs Mitsubishi to stop work on prototypes 3-6 which were then on production lines.  Horikoshi eventually convinces them to try the Mitsubishi MK9A  engine. (Francillon, 400)

10/1944 -- A7M2 prototype completed with MK9A engine; first flight October 13 1944.  Plans immediately made to mass produce. (Francillon, 400)

10/1944 -- Ki-98 redesign complete; mockup produced; prototype completion expected early 1945. (Dyer, 25)

11/1944 -- A7M3-J designs completed. (Francillon, 402)

12/1944 -- [A7M] violent earthquake at Nagoya soon followed by B-29 bombing raids; Daiko engine plant responsible for MK9A engine severely damaged. (Francillon, 400)

12/1944 -- Mansyu factory at Harbin bombed by U.S. December 7 1944; Ki-98 delayed, resumed 01/1945. (Dyer, 25)

02/1945 -- A7M3-J mockup inspected; prototype planned for 10/1945, incomplete at war end. (Francillon, 402)

08/1945 -- Ki-98 fuselage, wings, tail booms completed, ready to be assembled; start of 08/1945. (Dyer, 25)

08/1945 -- Soviet Union declares war on Japan August 8 1945 [Operation August Storm], invades Manchuria the next day; Mansyu ordered all relevant documentation, models, mock-ups, incomplete Ki-98 to be destroyed to prevent capture by the Soviets. (Dyer, 25)

 

query: wing shape, wing area, resemblance to aircraft already in production at Harbin

 

Conclusions:

-- given Mitsubishi's renewed commitment to the A7M, and wind tunnel tests conducted the same year, it may be that J4M plans were given to Mansyu for what would become Ki-98.  Speculation, more info needed.

 

 

 

Tachikawa Dai-Ichi Rikugun Kokusho at Tachikawa (25 miles from Tokyo center) -- to resolve Rikugun Ki-93

 

Mitsubishi Ki-67

-- production of Ki-67 (Francillon, 190)

-- "Undoubtedly the best bomber to serve during the Pacific War with either the Japanese Army or the Navy, the Army Type 4 Heavy Bomber Hiryu (Flying Dragon) compared favourably with contemporary Allied twin-engined bombers.  However, despite its official classification as a heavy bomber, the Ki-67 could better be compared to the American B-26 Marauder medium bomber.  Had the Hiryu been available before the Allies were able to gain air superiority, the story of the war in the Pacific might indeed have been very different.  Fortunately for the Allies the aircraft was thrown into combat operations in the hands of young crews fresh out of training school and operated under almost suicidal conditions against swarms of Allied fighters." (Francillon, 186)

-- Specifications finalized by Koku Hombu 02/1941 (Francillon, 186-187): 

 (1) operating altitude 4000m-7000m

 (2) maximum speed 550 km/h

 (3) radius of action 700km

 (4) maximum bomb load 8x100kg or 3x250kg or 1x500kg

 (5) normal crew of 6-8 and maximum crew 9-10

 (6) defensive armament including 1x7.7mm in each nose, port, starboard positions; 1x12.7mm in dorsal and tail turrets

 (7) powerplants either 2x Mitsubishi Ha-101 1450hp, 2x Nakajima Ha-103 1870hp, or 2x Mitsubishi Ha-104 1900hp.

-- "To meet this specification Chief Engineer Ozawa designed a slim clean mid-wing monoplane powered by a pair of fan-cooled Mitsubishi Ha-104 radials driving four-blade constant-speed propellers.  The wing and tail surfaces bore a strong resemblance to those of the Mitsubishi G4M1 bomber which was then entering service with the Navy but there ended its resemblance to any other Japanese aircraft.  In a commendable departure from traditional Japanese design methods, Ozawa paid considerable attention to ease of production -- construction by sub-assemblies being adopted from the start of the program -- and to safety of operation, all fuel and oil tanks being of the self-sealing type with armour protection [seen also in Ki-93].  This attention to detail somewhat delayed the construction of the Ki-67 prototypes but was to be regarded as a strong asset when the aircraft had to be built, maintained and flown under the adverse conditions prevailing during the last year of the war." (Francillon, 187)

-- 3 prototypes completed 12/1942, 02/1943, 03/1943 ... "but by that time Mitsubishi had already been instructed to build additional prototypes and Service trials aircraft.  The first prototype made its maiden flight at Kagamigahara on December 27 1942 [armed] ... Despite some longitudeinal stability problems and excessive control sensitivity under certain flight conditions, the flight test program proved extremely rewarding to the Mitsubishi team.  Although the maximum speed [537 km/h @ 6090m] fell slightly below [requirements], the Ki-67 easily exceeded all other requirements, and the Service trials aircraft, modified as a result of early tests to improve their flight handling characteristics, were highly maneuverable.  Without bombs the Ki-67 could easily make loops and vertical turns, and its controls remained smooth and effective in a dive at indicated airspeeds up to 600 km/h. [Additional prototypes and service trials aircraft modified fuel capacity and defensive armament]." (Francillon, 187-188)

-- "[12/1942] suggestions were made that the Ki-67 be modified as a torpedo-bomber ... [January 5 1943] Mitsubishi were instructed to fit torpedo racks on 100 production aircraft.  to test the aircraft in its new role, the 17th and 18th Ki-67's were modified, and Major Sakamoto of the Army's Koku Shinsabu (Air Examination Department) took these two aircraft and their crews to Yokosuka Naval Air Station where torpedo launching procedures were tried out.  These tests proved so successful that plans to produce only 100 torpedo-carrying Ki-67's were modified and Mitsubishi were instructed to fit torpedo racks on all [ALL] Ki-67's commencing with the 161st aircraft, and the Koku Hombu agreed to release some of these aircraft for Naval service, when they were assigned the name Yasukuni, after a shrine dedicated to an Unknown Soldier." (Francillon, 189)

-- "The Army were so pleaseed with the aircraft that they were continually planning additional equipment and for a while its production appeared in jeopardy as there could be no agreement on a standard configuration.  The demands of war finally forced the Koku Hombu to freeze the design and on December 2 1943, Mitsubishi were instructed to produce a single version of the aircraft -- in which defensive armament was further increased by replacing the hand-held 7.92mm machine-guns in the lateral blisters with 12.7mm Type 1 machine-guns -- as the Army Type 4 Heavy Bomber Model 1 Hiryu (Ki-67-I). (Francillon, 189)

-- "[Ki-67] ... was first flown in combat by the Army's 7th and 98th Sentais and the Navy's 762 Kokutai in torpedo attacks during the air-sea battle off Formosa [10/1944].  From then on torpedo-carrying Ki-67 units of both Services operated side-by-side in many operations and were particularly active during the American landing on Okinawa.  In its original role of heavy bomber the Ki-67 was operated in China, and Hamamatsu-based Hiryus, using Iwo Jima as a staging point, made repeated attacks against B-29 airfields in the Marianas." (Francillon, 190)

-- "[Production] of the Ki-67-I was assigned the highest priority and in addition to the Mitsubishi's 5th Airframe Works at Nagoya (Oe-Machi) which had produced the first Hiryus, the following plants were included in the Ki-67 production program (Francillon, 190)

Mitsubishi's Chita and Kumamoto plants

Kawasaki Kokuki Kogyo K.K. at Gifu

Tachikawa Dai-Ichi Rikugun Kokusho at Tachikawa

Nippon Kokusai Koku Kogyo K.K.

-- "... Production changes were kept to a minimum but included the replacement of the single 12.7mm machine-gun in the tail turret by a twin-mounting, this starting with the 451st Mitsubishi-built machine, and the intended increase of the bomb load to 1250kg, planned for the 751st and following aircraft.  However, production was seriously impaired by Allied bombing and by the earthquake of [12/1944] which particularly affected engine production and only 698 Ki-67's had been built when the war ended." (Francillon, 190)

-- [Many experimental/special versions of the aircraft were designed ... of which Ki-109 proceeded to materialize.  Design also for I-Go-1A radio-guided anti-shipping missile under fuselage] (Francillon, 190)

 

Ki-109

-- "In early 1943 the Mitsubishi Ki-67 heavy bomber then undergoing flight trials had proved that despite its size and weight it was fast and remarkably maneuverable.  Consequently in [11/1943], officers of the Rikugun Kokugijutsu Kenkyujo (Army Aerotechnical Research Institute) at Tachikawa suggested that the Ki-67 be used as a basis for a hunter-killer aircraft.  The project received the designation Ki-109 and two versions were to be built ... However, soon thereafter, the project was re-directed at the instigation of Major Sakamoto who suggested that a standard 75mm Type 88 anti-aircraft cannon be mounted in the nose of a modified Ki-67.  It was hoped that with this large cannon the aircraft would be able to fire on the B-29's while staying well out of range of their defensive armament.  As the Koku Hombu anticipated that, initially at least, the B-29's would have to operate without fighter escort, the project was found sound and feasiable and, accordingly, Mitsubishi were instructed in [01/1944] to begin designing the aircraft, which retained the Ki-109 designation." (Francillon, 195)

-- "Modification of the Ki-67 to mount a 75mm cannon in the nose was entrusted to a team led by Engineer Ozawa and the first prototype was completed [08/1944], two months after the B-29's had made their first bombing raid over Japan [sidenote: Ki-44's found to be ineffective, shredded by B-29's cover fire; so a new solution was needed].  Except for its nose, in the lower part of which was mounted the Type 88 cannon, the Ki-109 was identical to the Ki-67 and retained the waist gun positions and dorsal and tail turrets of the bomber.  Ground and inflight test firing of the heavy gun were effected by Major Makiura of the Rikugun Kokugijutsu Kenkyujo and was sufficiently successful to warrant the placing of an initial order for 44 aircraft.  The first 22 were each to be powered by [2x Mitsubishi Ha-104 1900hp] but subsequent aircraft were each to receive a pair of Ha-104 Ru fitted with Ru-3 exhaust-driven turbosuperchargers to improve performance at the cruising altitude of B-29's.  These engines were actually tested on the second Ki-109 prototype, but no production aircraft were powered by Ha-104 Ru radials.  Another attempt to improve climbing speed was made when a solid propellant rocket battery was installed in the rear bomb-bay of the first prototype but this scheme was abandoned." (Francillon, 195)

-- "Starting with the third Ki-109, the dorsal turret and lateral blisters were dispensed with and no bomb-bay fitted.  15 shells were carried for the 75mm Type 88 cannon which was hand-loaded by the co-pilot, and the sole defensive armament consisted of a flexible 12.7mm Type 1 machine gun in the tail turret.  The rest of the airframe and the powerplant were identical to those of the Ki-67.  Despite the lack of high-altitude performance the Ki-109 was pressed into service with the 107th Sentai but, but the time enough aircraft were on hand, the B-29's had switched to low-altitude night operations." (Francillon, 195)

-- [sidenote: the only night fighters operational at the end of the war were J1N1's; S1A still under development (Francillon ,295)]

-- Total 22 Ki-109's built by Mitsubishi Jukogyo K.K. between 08/1944 and 03/1945. (Francillon, 196)

 

Mitsubishi Ki-46-III KAI

-- "Shortly before China-based B-29's ... initiated high-altitude daylight raids over Japan, the JAAF Headquarters became aware of the urgent need to develop an interceptor fighter with good performances at high altitude.  The Army Aeronautical Research Institute at Tachikawa (Rikugun Kokugijutsu Kenkyujo) had, in [06/1943] studied the possibility of adapting the [Ki-46-III] which was one of the few JAAF operational aircraft to have required altitude performance ... [05/1944] project urgently revived and conversion lines were quickly set up at the Tachikawa Dai-ichi Rikugun Kokosho (First Army Air Arsenal at Tachikawa).  The photographic equipment and forward fuselage were replaced by [see table above] ... canopy was modified to resemble that of the Ki-46-II ... known as the Army Type 100 Air Defense Fighter ... completed 10/1944.  From [11/1944] aircraft of this type served in the defense of Japan, equipping 2 Sentais, 5 Dokuritsu Dai Shijugo Chutai and 1 Dokuritsu Hikotai.  However ... not very successful, being too vulnerable to the concentrated fire of the B-29 and lacking the climbing speed required of an interceptor." (Francillon, 8)

-- [sidenote: Tomio Kubo's Ki-83 was in prototype stage at this time, completed 10/1944, first flown 11/1944]

-- [sidenote: adaptation of Ki-46 to interceptor role is concurrent with Ki-102b (10/1944-07/1945) which uses the same engine.]

-- [sidenote: the same institute produced Ki-93, prototype complete and flown 04/1945; the diamond-shaped horizontal tail surface, and vertical tail surface with leading edge and receding tip, bear strong resemblance to Ki-46, moreso than to any other heavy fighter.]

-- "Development of 2 additional fighter versions, dispensing with the 37mm cannon, were begun by Mitsubishi [03/1945].  They were the Ki-46-IIIb (Army Type 100 Ground-Attack Aircraft) of which only a few were buit, and the Ki-46-IIIc, with obliquely mounted 20mm Ho-5 cannons, which remained on the drawing boards." (Francillon, 8)

 

Rikugun Ki-93

-- designed by Rikugun Kokugijutsu Kenkyujo (Army Aerotechnical Research Institute). (Francillon, 244)

-- produced by Tachikawa Dai-Ichi Rikugun Kokusho (First Army Air Arsenal) at Tachikawa; completed and flown 04/1945; flight trials delayed by chaotic war conditions. (Francillon, 244)

-- the Ha-214 engine was to be used by the Kawasaki Ki-91 heavy bomber (4x Ha-214) designed by Takeo Doi that did not materialize; also projected Ki-67-II.

 

 

Conclusions:

-- 

 

 

 

---

 

Roles -- just another angle

 

There are essentially 6 roles fulfilled by twin-engine aircraft (bombers and transports exlcuded), they are:

	Role	Design/Projects	Materialized	Notes
1	long-range fighter	Kawasaki Ki-38/45	Kawasaki Ki-45 KAI Mitsubishi Ki-83 Nakajima J1N1
2	reconnaissance		Mitsubishi Ki-46 Nakajima J1N1
3	high-altitude fighter	Nakajima J5N1	Mitsubishi Ki-46-III KAI Kawasaki Ki-102a (06/1944-03/1945) Kawasaki Ki-108 (07/1944-05/1945) Mitsubishi Ki-83
4	bomber destroyer		Mitsubishi Ki-109 Rikugun Ki-93	adapted from Ki-67 bomber
5	anti-shipping / ground attack	Q2W Q3W	Kawasaki Ki-102b (10/1944-07/1945) Rikugun Ki-93 Kyushu Q1W
6	night fighter		Nakajima J1N1 Kawasaki Ki-102c Aichi S1A
7	unknown	Kawasaki "Special Fighter 2" from Ki-102

 

 

Edited by J311yfish, 21 June 2015 - 12:14 AM.

[J311yfish]

Big update

 

Mitsubishi J2M and Nakajima Ki-44 placement at Tier V confirmed:

-- development timeline relative to A6M2, Ki-43, Ki-61

-- technological relationship to Kawasaki Ki-78 which also influenced Ki-60 and Ki-61

 

Tachikawa Ki-94-II appears to be the best continuation of concepts employed by Kawasaki

-- shared designs and concepts for all aircraft

 

Miscellaneous aircraft

-- some miscellaneous aircraft shown in yellow so that their relationship might be understood.

• Ki-38 -- twin-engine heavy-fighter mockup; redesigned and redesignated Ki-45.
• Ki-66 -- twin-engine heavy-fighter / dive-bomber resembling Ki-45; concepts ultimately inherited by Ki-48-II Light Bomber.  Explains development lag.
• Ki-46-III KAI -- high-altitude fighter adaptation of reconnaissance aircraft.  Explains a stopgap solution.
• Ki-100 -- radial adaptation of Ki-61.  Explains production challenges.
• Ki-116 -- radial adaptation for Ki-84.  Explains production challenges.
• A7M3-J -- very little information, essentially A7M3 with 4x30mm and 2x30mm oblique.  Explains in part the challenge of the B-29 threat.

 

Heavy fighters

-- Work remains to be done here because development is obscured by:

• prototypes (Ki-66, Ki-108)
• stop-gap adaptations (Ki-46-III KAI)
• failed concepts (Ki-109)
• untested aircraft (Aichi S1A, Ki-93).
• unrealized aircraft (Kikka, Ki-201, R2Y2)
• poor development narratives beginning 1944

All of the relationships above make sense based on engine progression but there may be a better way that clarifies roles (such as single seat vs. two-seat, division of roles) though much depends on how the Kikka, Ki-201, and R2Y2 are implemented.  It is necessary to understand what is going on in Manchuria (to resolve Ki-98) as well as to understand what is going on with bomber design/production so that their adaptation might be placed in proper context.

-- work in progress here.

 

 

Edited by J311yfish, 17 November 2014 - 02:39 PM.

[SoukouDragon]

The large amount of work here is appreciated. Well done so far.

 

So my first question/comment here is the Shuisui (and Komet for that matter). Would like to see them but not sure how they can fit in. 

 

The tier 8 J8M1 seems workable. Very high speed and good maneuverability. With just two 30 cannons, it's firepower would be lower, serving as compensation for the great speed and maneuverability.

 

The tier 9 J8M2 actually looks weaker for the game by only having 1 30mm cannon in exchange for more fuel. At tier 9, only one cannon might be too weak overall. And the majority of tier 9 plans are also fast so even with an upgraded rocket engine, it's relative speed advantage won't be as good as it is in tier 8.

 

Tier 10 Ki-202 gets a better rocket engine but speed hasn't really improved for what it seems to be due to a bigger body. Bigger body for more fuel or greater durability? And just two 30mm cannons. Maybe this one will need some fictional additions like a non existing new rocket engine which gives it a big speed advantage over even regular tier X fighters.

Edited by SoukouDragon, 09 November 2014 - 09:04 AM.

[J311yfish]

I honestly don't know how they might intend to implement, except to say that the speeds given by Dyer are estimates, and that the armament may be malleable.  If J7W is a reliable indicator then it may be that specs and modules are exaggerated in the same way for balance.

 

What is known so far, in order:

 

0) Kyushu J7W2/3 jet progression exaggerated in fictional but logical fashion in order to provide playable progression to Tier X.

 

1) Me 262 is in game at Tier VIII with HWK 509-boosted engine as an upgrade tagged as Tier IX

-- HWK 509 also powered the Me 163

-- HWK 509 also formed the basis of Japanese rockets

 

2) Japanese rocket-powered aircraft announced as "coming soon" at Gamscom Q&A session 08/2014.

 

3) Update 1.6 moved Kyushu J7W1/2/3 to Multirole designation 10/2014, leaving space available after Mitsubishi A7M.

 

4) Mitsubishi A7M had follow-on development as A7M3-J that is so far not in-game.  Possible for tier VIII?

-- Not much information by Francillon (1970)

-- More information expected in Dyer's book (contents); though publishing delayed from 08/2014 to ~01/2015.

-- sources in Japanese have not been accounted for in this thread.

--- if significant information exists in Japanese sources then it may be possible to have an A7M development at VIII, J8M at IX, and Ki-202 at X.

---- this would mean three engines (1500/1900/2000kg thrust) across 2 tiers rather than three.

---- this would simplify the case for armament.

-- there is also the matter of Kayaba Katsuodori ram jet point interceptor

 

5) Mitsubishi developed the J8M and collaborated to some degree with Rikugun to increase max flight time from 5:30 to 10:28.

-- I take this to mean that the increase in weight is due primarily to fuel, but not necessarily durability.

-- the estimated speeds given do not specify if the fuel tank is near full or empty.

-- the speeds translated to game (for any aircraft) also do not specify if the fuel tank is near full or empty.

--- speed is a variable for which developers will have to account.

 

6) Mitsubishi J8M was to use Navy armament, while Rikugun Ki-202 was to use Army versions of the same.

-- there are minor differences between the 30mm's used by Navy (Type 5), and those used by Army (Ho-155), if those listed values are correct.

--- armament is a variable for which developers will have to account.

 

 

^ It might seem unnecessarily complicated to list what is known that way but it makes it easier to identify (and challenge) erroneous assumptions.

 

There is an archived post here related to the Komet and J8M which evaluates rocket-powered aircraft point-by-point.  Another here (EU forum) that approaches from a different angle.

Edited by J311yfish, 09 November 2014 - 03:51 PM.

[SoukouDragon]

Ok thanks for the very informative reply. I have looked into some general Japanese sources such as Japanese Wikipedia and a couple of things I have and haven't seen anything additive to what is here so far. I like the idea of going into more detailed materials but that may take some time. 

[J311yfish]

Following your line of inquiry, I have looked again at Kayaba Katsuodori.  I had ruled it out very early in this project, before rockets were even announced as eminent, because it relies on a ramjet for propulsion which is so far unprecedented in game; but looking closer, it really is a compelling transition.  

 

Quick facts

-- development 1937-1944; prototype expected 1944 would put it at or around the same time as A7M's first flight.

-- development as a point interceptor with landing skid, jettisoned landing gear, etc. are all in league with J8M, Ki-202

-- funded by Rikugun (Army Air Technical Institute); discontinued with (eclipsed by) the arrival of German rocket technology.

-- ramjet's variable thrust is weaker than rocket engine even under the best conditions (ramjet 300-750kg vs. KR10 rocket 1500kg thrust).

-- designer proposed to adapt it for the Ne-20 jet engine (used by Kikka; 490kg; expected Tier VIII) or the KR10 rocket engine (used by J8M) but Army declined.

-- experimental 2x30mm with caseless ammo's lower velocity would make it weaker than J8M's 2x30mm.

 

Anyway, all of this to say that there is a chronological, technological, and progressive engine and armament relationship, if Kayaba Katsuodori were to be included as a transition to Mitsubishi J8M.  Details added at Tier VIII, will pursue further.

 

Thank you for asking the tough questions!

Edited by J311yfish, 15 November 2014 - 12:40 AM.

[SoukouDragon]

I'm loaded with scrutiny potential. Only wish I had more time.

[J311yfish]

SoukouDragon, on 10 November 2014 - 07:04 PM, said:

I'm loaded with scrutiny potential. Only wish I had more time.

 

If you can rip it to shreds, I hope that you will -- that's the only way it will get better.

 

[J311yfish]

Dimensions -- Heavy Fighters vs. Twin-Engine Bombers

 

This goal is to better understand the adaptation of twin-engine bombers to heavy fighter roles.

 

Heavy fighters

Tier	IV	V	VI	VI or VII	VII	VII	VIII	...	V
Aircraft	Ki-45 (c/n 4507)	Ki-45 KAIa	Ki-66	Ki-102b	Ki-83	S1A	Ki-93		J1N1
Span (M)	14.5	15.02	15.5	15.57	15.5	17.5	19		16.98
Length (m)	10.26	10.6	11.2	11.45	12.5	15.1	14.215		12.18
Height (m)	3.57	3.7	3.7	3.7	4.6	4.61	4.85		4.562
Wing Area (m2)	29	32	34	34	33.52	47	54.75		40
Empty (kg)	3150	3695	4100	4950	5980	7320	7686		5020
Loaded (kg) Max (kg)	4400	5276	5750	7300	8795 9430	10180 11510	10660		7250 8030
Wing loading (kg/m2)	151.7	164.9	169.1	214.7	262.4	216.6*	194.7		181.3
Power loading (kg/hp)	2.1	2.5	2.5	2.4	2	2.5	2.2		3.6

Data:  Francillon      *Francillon's S1A wing loading value (126.6) does not agree with the weights and wing area given; 216.6 has instead been calculated from the given loaded weight and wing area.

 

Army twin-engine bombers

Tier							.....
Aircraft	Ki-21-Ia	Ki-21-IIb	Ki-49-I	Ki-49-IIa	Ki-67	Ki-109		Ki-48-I	Ki-48-II
Span (M)	22.5	22.5	20.424	20.424	22.5	22.5		17.47	17.45
Length (m)	16	16	16.808	16.5	18.7	17.95		12.6	12.75
Height (m)	4.35	4.85	4.25	4.25	7.7	5.8		3.8	3.8
Wing Area (m2)	69.6	69.6	69.05	69.05	65.85	65.85		40	40
Empty (kg)	4691	6070	6070	6530	8649	7424		4050	4550
Loaded (kg) Max (kg)	7492 7916	9710 10610	10150 10675	10680 11400	13765	10800		5900 6050	6500 6750
Wing loading (kg/m2)	107.6	139.5	147	154.7	209	164		147.5	162.5
Power loading (kg/hp)	3.9	3.2	4.1	3.6	3.6	2.8		2.95	2.9

Data:  Francillon

 

Navy twin-engine bombers

Tier
Aircraft	G2H	G3M1 11	G3M2 23	G4M1 11	G6M1	G4M2 22	G4M3 34	P1Y1	P1Y3
Span (M)	31.68	25	25	25	25	25	25	20	22
Length (m)	20.15	16.45	16.45	20	20	20	19.5	15	19
Height (m)	6.28	3.685	3.685	6	6	6	6	4.3	4.3
Wing Area (m2)	140	75	75	78.125	78.125	78.125	78.125	55	58.4
Empty (kg)	7567	4770	5243	6800	7000	8160	8350	7265	9600
Loaded (kg) Max (kg)	11000	7642	8000	9500	9500	12500	12500	10500	13500
Wing loading (kg/m2)	78.5	101.9	106.7	121.6	121.6	160	160	190.9	231.2
Power loading (kg/hp)	6.11	3.6	3.1	3.1	3.1	3.5	3.4	2.9	3.4

Data:  Francillon, Mikesh

 

 

Conclusions:

 

1) Kawasaki Ki-66 confirmed to be an interim development between Ki-45 and Ki-102.

-- engine progression is also favorable so this could be a very good way to stretch the Kawasaki line in order to better represent overall development (Ki-102 to VII).

 

2) Aichi S1A and Rikugun Ki-93 size and weight approximate the Yokosuka P1Y1 twin-engine bomber.

-- investigate.

 

3) Mitsubishi Ki-109 (75mm) is considerably lighter than the Ki-67 from which it was derived.

 

 

Edited by J311yfish, 28 November 2014 - 10:29 PM.

[J311yfish]

Twin-engine bomber progression

-- this is necessary in order to identify those that might have been adapted to a heavy fighter role.

-- rather than try to account for the many unusual adaptations in detail, the goal here is to identify progression and all all engines used, so that if an essential tier must be filled it will be easy to know where to look (engine tier).

 

 

Army Summary:

  Mitsubishi Ki-30 ---> Mitsubishi Ki-51 ---------------------------------> Mitsubishi Ki-67       (designer progression)

  Mitsubishi Ki-21 ---> Mitsubishi Ki-21-II and Nakajima Ki-49 -----> Mitsubishi Ki-67       (designer and operational progression)

 

Navy Summary:

  Hiro G2H ----------> Mitsubishi G3M ------> Mitsubishi G4M ------> Yokosuka P1Y

 

 

Fast Facts:

-- Mitsubishi G4M represents approximately 25% of all twin-engine bombers produced.

 

 

---

 

Army twin-engine bombers

 

Mitsubishi Ki-21

 

Mitsubishi Ki-21
Ki-21-I                            2x Nakajima Ha-5  950hp                = engine based on Kotobuki, no higher than III
Ki-21-II                            2x Mitsubishi Kinsei Ha-101  1500hp
Ki-57-I transport    no defensive armament        2x Nakajima Ha-5 Kai  950hp        
Ki-57-II transport    no defensive armament        2x Mitsubishi Zuisei Ha-102  1080hp    = A6M1        = Ki-45 KAIb/d = Tier V
    Ki-21-II essentially compensated for the Ki-49 which was considered to be a poor replacement for Ki-21; ultimately replaced by Ki-67
    11/1939 Ki-21-Ic modified to use Mitsubishi Ha-101’s … nacelles, tail surfaces, dorsal countour, defensive armament; 12.7mm conical turret bicycle-powered; small equipment changes, improved petrol protection; further changes 16mm armor plates in front of the first pilot and behind the dorsal gunner and with a 12.5mm armor plate protecting the back and head of the first pilot; last delivered 09/1944, almost 8 years after first Ki-21 !

 

 

Kawasaki Ki-48

 

Kawasaki Ki-48        spec 12/1937; complete 07/1939; 
4 prototype    (1939)            Ki-48        2x Nakajima Sakae Ha-25  1000hp            = Ki-43 = Tier IV
5 pre-prod    (1940)            Ki-48        2x Nakajima Sakae Ha-25  1000hp
557 production    (07/1940-06/1942)    Ki-48        2x Nakajima Sakae Ha-25  1000hp
3 prototypes    (02/1942)        Ki-48-II        2xNakajima Sakae Ha-115  1130hp
1408 prod    (04/1942-10/1944)    Ki-48-II        2xNakajima Sakae Ha-115  1130hp
Incomplete                Ki-81        (heavily armored for formation leaders)
Incomplete                Ki-174        (special attack aircraft)
    Used to test experimental Ne-0 turbojet
    Used to test Kawasaki I-Go-1-B air-to-ground radio-guided missile; to be used on Ki-102

 

 

Nakajima Ki-49

 

Nakajima Ki-49        FF 08/1939
3 prototypes    (summer 1939)        Ki-49        2x Nakajima Ha-5 KAI  950hp    1080hp @ 4000m
7 pre-prod    (01-12/1940)        Ki-49        2x Nakajima Ha-41  1250hp    1260hp @ 3700m
129         (08/1941-08/1942)    Ki-49-I        2x Nakajima Ha-41  1250hp    1260hp @ 3700m    = Ki-44-I = Tier V
2 prototypes    (08-09/1942)        Ki-49-II        2x Nakajima Ha-109  1500hp    1300hp @ 5280m    = Ki-44-II = Tier V
617        (09/1942-12/1944)    Ki-49-II        2x Nakajima Ha-109  1500hp    1300hp @ 5280m
50 Tachikawa    (01/1943-01/1944)    Ki-49-II        2x Nakajima Ha-109  1500hp    1300hp @ 5280m    
6 prototypes    (03/1943-12/1943)    Ki-49-III        2x Nakajima Ha-117  2420hp    2250hp @ 4900m
3 prototypes    (12/1940-03/1941)    Ki-58        2x Nakajima Ha-109  1500hp    1300hp @ 5280m
2 prototypes    (10/1941)        Ki-80        2x Nakajima Ha-117  2420hp    2250hp @ 4900m
    Replacement for Mitsubishi Ki-21; knowledge from Mitsubishi Ki-21 b/c Nakajima had produced some
    Senior engineers Nishimura, Itokawa, T.Koyama; Koyama appointed project leader
    First army bomber to be equipped with a tail turret
    75mm hunter/killer pair; disappointing performance
    Ki-58 = escort fighter version; bomb-bay sealed and replaced by ventral gondola, better armor, armament; to fly on flanks; abandoned after Ki-43 able.
    Ki-80 = formation leader version; cancelled; used as testbed for Ha-117.
    Ki-82 = Fall 1941 Army approved rework of Ki-49 to compete with Ki-67; smaller/lighter; abandoned mid-1942 (Bueschel on Ki-67, page 10)

 

 

 

Mitsubishi Ki-67

 

Mitsubishi Ki-67
698 total        Ki-67    2x Mitsubishi Ha-104  1900hp        1610hp @ 6100m
606 Mitsubishi            2x Mitsubishi Ha-214 2400hp        1930hp @ 8300m    = Ki-93 = Tier VIII
91 Kawasaki            2x Mitsubishi Ha-104 Ru  1900hp    1810hp @ 7360m
1 Tachikawa
0 Nippon … (assembly only)
            Ki-69 bomber escort project; heavy weapons to be mounted below bomb-bay position
            Ki-97 transport to replace Ki-57-II; terminated after mockup 1945 to concentrate on defense weapons (Bueschel, 38).
            Ki-109a/b hunter killer project; Ki-109a with 2x 37mm Ho-203 oblique; Ki-109b with 40cm searchlight; idea dropped as B-29’s during day.
            Ki-109 reboot 01/1944; approved Feb 20 1944; (B-29’s 06/1944); prototype 10901 completed 08/1944; unit formed 11/1944, began flying Ki-67’s 12/1944 to prepare before production solidified; 22nd production model completed 03/1945; 2nd unit being planned to receive … 14th Heavy Bomber Regiment to receive in May (Bueschel); impotent weapon!  Project abandoned July 30 1945. (Bueschel)
            Ki-112 convoy fighter; final official variant, authorized October 3 1944; wooden adaptation with heavy armament
            Other modifications beyond Ki-112 = unknown, either destroyed or didn’t exist. (Buechel)
    Fumihiko Kawano:    Ki-15, Ki-30, Ki-51 chief designer; Ki-67 chief technical officer
    Hisanojo Ozawa:    Ki-2-II (first bomber with retractable landing gear); Ki-21 co-designer; Ki-21-II design leader; Ki-67 chief engineer, assisted by Teruo Tojo and Yoshio Tsubota
    Prototype tested at Mitsubishi testing field at Kagamigahara Airfield, first flight Dec 17 1942, test pilot Oda; 2nd flight 02/1943; 3rd flight 04/1943.
    The last heavy bomber to enter service production for JAAF
    Protracted development; 16 evaluation aircraft; design finally frozen December 2 1943; first production model appeared 04/1944, by then B-29’s were only months away and the war fronts had changed considerably (Bueschel)
    Overall production planned to be 3 or more times higher, but plagued by cumulative production problems (Bueschel, 19)
    “almost handled like a fighter” (Bueschel, 20); Bueschel considers it to be a formidable aircraft.
    Late arrival; adaptation to torpedo-bombing role with Navy for anti-invasion weapon, all-weather configuration; devastating losses; precluded crushing defeat at Phillipines.
    tested as glide tug for troop transport; special attacker (crew 3); suicide more successful than as torpedo bomber.
    tested Mitsubishi I-1a missile, Kawasaki Ki-148-I-1b, Tokyo University I-1c.  “…Mitsubishi Type 1 Glide Bomb, Model 1A, developed as an anti-shipping weapon designed to be carried within seven miles of its target … Known in abbreviated form as the I-Go-1A…” (Bueschel image; Bueschel 35)
    “By the time Okinawa was invaded in [04/1945], the Hiryu had further equipped … the newly formed 107th Heavy Fighter Regiment, a unit flying a few examples of the Hiryu to be prepared for later delivery of interceptor models of the twin-engined bomber …” (Bueschel, 33)
    “Later equipment also included an electric altimeter for low level attacks, with the Hiryu ending its combat days coming in low, attacking in one fast pass, and getting out of the target zone before the ever-present gaggle of USAAF, USN, RAAF,  RAF and other Allied fighters could crowd in for the kill.  The only thing missing in the Hiryu’s combat capability was an adequate range and bomb load.  This was on the way to being solved, for production of the Ki-67-Ic … 66% increase in bomb load to 1250kg was already scheduled for the summer of 1945 …” (Bueschel, 33-34)
    A very dark and dismal ending for the Ki-67.  (Bueschel, 40)

 

 

---

 

Navy twin-engine bombers

 

Hiro G2H

 

Hiro G2H    Navy Type 95 Land-Based Attack Aircraft    (Navy Experimental 7-Shi Attack Aircraft)
1933                G2H1            2x Hiro Type 94  900hp liquid-cooled    (scaled-up version of Type 90 600hp; most powerful  at time)
    2x Hiro Type 94-1 900-1180hp 18-cylinder W-type water-cooled engines (4-bladed wooden propellers)
    1x 7.7mm (N) flexible
    2x7.7mm dorsal retractable turret
    1x7.7mm ventral retractable turret
    6x250kg or 4x400kg
    Span    31.68m
    Length    20.15m
    Height    6.28m
    Wing area    140m^2
    Empty    7567kg
    Loaded    11000kg
    Wing loading     78.5kg/m^2
    Power loading 6.11kg/hp
    9:30 to 3000m
    Ceiling 5130m
    Range 1080-1557nm
    Spec issued 1932 by RADM Isoroku Yamamoto, Chief of Engineering Department, Naval Air Headquarters
    Hiro was selected because it was the most experienced with all-metal large aircraft
    Chief designer = LCDR Jun Okamura chief eng; previously designed Type 91 flying boat project (Mikesh, 100); Misao Wada asst. (Francillon)
    “Structurally … combination of traditional Wagner diagonal tension-field structure and a slender fuselage of monocoque construction … ailerons were of the Junkers double-wing variety … cylindrical belly gun turret … [carried over to Mitsubishi G3M Nell].”
    “largest land-based airplane in the Navy at that time, second only to Army’s Ki-20 of the Junkers-G 38 design … yet first of such large size to be designed from the beginning as a land-based attack bomber.  With 2 engines, its wing span was … marginally bigger than the 4-engined Boeing B-17 Flying Fortress… (Mikesh).
    Prototype complete April 29 1933 at Hiro Arsenal; moved by ship to Yokosuka; first flight mid-May 1933.
    Test pilots LCDR Shinnosukie Muneyuki and LCDR Toshihiko Osahara, both of the Flight Experiment Group of the Yokosuka Kokutai; flown to Kasumigaura Air Base where testing took place … outstanding performance ... [accepted same time as G3M1].
    6 built by Hiro, 2 by Mitsubishi (8 total; Mikesh) before cancellation in favor of G3M
    All remaining destroyed October 24 1937 due to uncontrolled engine fire leading to ordinance. (Mikesh)
    After this aircraft, development of new aircraft was transferred to Kugisho (Mikesh).

 

 

Mitsubishi G3M

 

Mitsubishi G3M
        (FF 04/1934)    Ka-9    (FF 04/1934)    2x Hiro Type 91 500hp 
2 prototypes    (1935-1936)    Ka-15    (FF 07/1935)    2x Hiro Type 91  750hp             (4-blade)
                            2x Mitsubishi Kinsei 2  830hp        (4-blade)
                            2x Mitsubishi Kinsei 3  910hp        (4-blade)            = D3A = Tier III
34 production    (1936-1937)    G3M1a (solid nose)    2x Hiro Type 01
                G3M1b (solid nose)    2x Mitsubishi Kinsei 3  910hp        (4-blade)
                G3M1c (solid nose)    not specified
343        (1937-1939)    G3M2 Model 21    2x Mitsubishi Kinsei 41 or 42  1075hp    990hp @ 2800m     (3-blade)
                            2x Mitsubishi Kinsei 45  1075hp        1000hp @ 4200m     (3-blade)
238        (1939-1941)    G3M2 Model 22
412 Nakajima    (1941-1943)    G3M2 Model 22
“         (1941-1943)    G3M3            2x Mitsubishi Kinsei 51  1300hp        (3-blade)    -- Francillon in text calls it “Kinsei 53”
Transport versions        L3Y1 from G3M1    2x Kinsei 3    1x7.7mm only    
                L3Y2 from G3M2    2x Kinsei 45    1x7.7mm only
    Experience from Ki-1 and  Ki-2 twin-engine bombers;  and Ki-20 four-engine bomber
    Ka-9 Design team led by Sueo Honjo as chief designer, Tomio Kubo and Nobuhiko Kusabake; test pilot Yoshitaka Kajima (Francillon)
    Ka-15 design team now led by Jiro Honjo; FF @ Kagamigahara Airfield, Gifu Prefecture; Mitsubishi test pilot Yoshitaka Kajima and LT Sada of IJN.
    Exceptionally clean airframe with best features of unsuccessful G2H1; Junkers double-wing concept
    G3M1 the first Japanese aircraft with retractable undercarriage to be placed in production.
    G3M2 new dorsal turrets of two different designs; G3M2 Model 21 rear upper turret replaced by a large “turtle back” turret housing a 20mm Type 99 Model 1 cannon (Francillon, 7); also characteristic of Model 22 and Model 23 G3M’s (Francillon, 10 image).
    First transoceanic bombing raid
    Lack of petrol tank protection = flammable
    Remained in front-line service until late 1943; supplanted by Navy Type 1 Attack Bomber
    Later used as transports L3Y1/2, trainers, MxY5 glider tug, maritime recon w/ search radar, “green cross” flights (surrender?)

 

 

 

Mitsubishi G4M

 

Mitsubishi G4M                                                        = J2M = Tier V
                            2x Mitsubishi MK4A Kasei 11  1530hp (3-blade)
                            2x Mitsubishi MK4E Kasei 15  1530hp (3-blade)
                            2x Mitsubishi MK4P Kasei 21  1800hp w-m (4-blade)    1410hp @ 4800m
                            2x Mitsubishi MK4T Kasei 25  1825hp            1540hp @ 5500m
                            2x Mitsubishi MK4T-B Kasei 25b  1825hp
                            2x Mitsubishi MK4T-B Ru Kasei 25b  1825hp        1500hp @ 7200m
                            2x Mitsubishi MK4V Kasei 27  1795hp            1480hp @ 6580m
    Japan produced no 4-engine bombers and instead relied on 7 different twin-engine bombers; G4M production counted for approximately 25% of them
    Spec issued 09/1937 after realization that G3M active less than 3 months lacked defensive armament.
    Mitsubishi design team led by engineers Honjo, Hikeda, and Kushibe; work began end of 1937; leader Kiro Honjo; some engineers transferred from his team to the group responsible for Jiro Horikoshi’s zero fighter; mockup complete 08/1938; cigar-shaped fuselage; whereas G3M carried bombs externally, G4M carried in ventral bomb-bay beneath mid-mounted wings; prototype construction authorized 09/1938 implied; 1st prototype complete 09/1939 at Mitsubishi’s 3rd Airframe Works at Oe-Machi, Nagoya; flight tests began October 23 1939 at Kasumigaura Airfield; test pilot Katsuzo Shima; service trials at Yokosuka; 2nd prototype 02/1940.
    IJN planner disagreement led to creation of some Mitsubishi G6M1 (Navy Type 1 Wingtip Convoy Fighter); 30 produced; to escort the G3M2’s instead, which they said they needed.
    G6M1:  20mm hand-held cannon instead of side blisters; ventral gondola w/ 1x20mm forward and 1x20mm rear Type 99 Model 1; dorsal machine gun of G4M1  discarded;  too heavy despite 25% reduction in fuel; performance disappointing; lesson learned = escort fighters derived from bomber airframes were unable to maintain formation after the bombers dropped their bombs; converted to land trainers as G6M1-K and transport as G6M1-L2.
    Fuel tank protection introduced with Model 21 that used MK4E Kasei 15 (Francillon)
    G7M1 Taizan (Great Mountain) initiated 1941 but expected to take several years so Navy instructed Mitsubishi to develop G4M2 as stopgap until G7M1 and four-engined G8N1 Renzan (Mountain Range); neither entered service to G4M2 became the standard attack bomber.
    G4M2: new bomb aimer window; MK4P Kasei 21 with water-methanol injection rated at 1800hp at takeoff (4-blade props).
    NEW LAMINAR FLOW WING ADOPTED! 20mm Type 99 1 power-operated dorsal turret!
    Production delayed on account of Kasei 21 engines.
    G4M2e Model 24J to carry the Ohka Model 11 suicide attacker
    G4M3: third new set of wings; engineers Takahashi and Kuroiwa; emphasis on petrol tank protection; armor plating introduced; single-spar construction rather than two-spar; dihedral on horizontal tail surfaces.
    Yamamoto’s G4M1 shot down April 13 1943 by P-38’s
    Ohka Model 11 = the only model to be used operationally; 155 + 600 produced
    “G4M = backbone of the Japanese bomber force during the Pacific War” (Francillon’s conclusion)

 

 

Yokosuka P1Y Ginga

 

Yokosuka P1Y Ginga
                P1Y1            2x Nakajima NK9B Homare 11  1820hp        1440hp @ 5700m    = N1K1-J = Tier VI/VII
                            2x Nakajima NK9C Homare 12  1825hp        1500hp @ 6600m
                P1Y2            2x Mitsubishi MK4T-A Kasei 25a  1850hp    1540hp @ 5500m
                P1Y3            2x Nakajima NK9H Homare 21  1990hp        1625hp @ 6100m
                P1Y4            2x Nakajima NK9H-S Homare 23  2000hp    1570hp @ 6850m
                P1Y6            2x Mitsubishi MK4T-C Kasei 25c  1825hp
                P1Y5            2x Mitsubishi MK9A [Ha-43] 11  2200hp        1800hp @ 6000m

 

 

 

---

 

other stuff

 

4- and 6-engine bombers

 

Kawasaki Ki-91
abandoned                        4x Mitsubishi Ha-214 Ru    = Ki-93 = Tier VIII

 

Nakajima G5N    Francillon 423
                            4x Nakajima NK7A Mamoru 11  1870hp        1600hp @ 4900m
                            4x Mitsubishi Kasei 12  1530hp            1380hp @ 4100m

 

Nakajima G8N    Francillon 442
                G8N1            4x Nakajim NK9K-L Homare 24 2000hp        1850hp @ 8000m
                G8N2            4x Mitsubishi MK9A  2200hp (proposed)
                G8N3 (all-steel late war)
    Laminar flow wings
    Mid-mounted wing, small area, high aspect ratio
    G8N2 to be parent aircraft for Ohka 43; didn’t materialize

 

Nakajima G10N1 Fugaku
                            6x Nakajima NK11A 2500hp

None of these became operational!!!!!!

 

 

2- and 4-engine flying boats

 

Aichi H9A                        2x Nakajima Kotobuki 41 KAI 2  710hp    1x7.7mm bow    1x7.7mm stern

 

Kawanishi H6K               4x Nakajima Hikari 2  840hp
                                         4x Mitsubishi Kinsei 43  1000hp
                                        4x Mitsubishi Kinsei 46  930hp
                                        4x Mitsubishi Kinsei 51 or 53  1300hp

 

Kawanishi H8K              4x Mitsubishi MK4A Kasei 11  1530hp
                                        4x Mitsubishi MK4B Kasei 12  1530hp
                                        4x Mitsubishi MK4Q Kasei 22  1850hp
                                        4x Mitsubishi MK4T-B Kasei 25b  1825hp

 

 

 

Edited by J311yfish, 15 December 2014 - 06:56 PM.

[J311yfish]

Over the next few weeks this thread will be updated with details gleaned from Dyer's 2nd book, with emphasis on these aircraft in particular:

 

[X]  Mitsubishi A7M Reppu

[X]  Mitsubishi Ki-83

[X]  Aichi B8A Mokusei

[X]  Aichi S1A Denko

[X]  Kawasaki Ki-119

[X]  Nakajima Ki-84 variants (Ki-106, Ki-113, Ki-116, Ki-117)

 

After that there are many other projects/prototypes that might help to explain development (such as heavy fighter escort conversions from twin-engine bomber airframes), but I don't have a timeframe on that yet.

Edited by J311yfish, 11 January 2015 - 10:10 PM.

[J311yfish]

Project on hold until Japanese Army materializes.  Below is the latest work in progress, very rough, but reliable as an overview for someone that doesn't know where to begin.

 

 

The goal was to account for (and prove) all relationships (designer, role, concepts, etc.), and to identify weaknesses that might then drive further research.

 

[Carl_the_Cuttlefish]

J3llyfish, I was looking at the Aichi divebombers, and according to Wikipedia, they were very manuverable, more so even than the Zero's. Do you think the maneuverability and the speed of these planes would warrent bumping them up a tier higher, especially the D4Y and up? The B7A was more maneuverable than a A6M5, had the same weapons, and would likely have more HPs plus having bombs, so I think that could maybe qualify as tier VII. What do you think? The only problem is theres a hole at tier IV, maybe the D3A with the bigger engine they used as a fighter later in the war?

[Notasinglebich]

[Content removed.non-constructive]
~Moderation Team