[spoiler] what the Japanese tech tree could look like

Started by J311yfish, Feb 24 2014 04:39 PM

Japan Mitsubishi Aichi Kawanishi Kyushu Kawasaki Nakajima Tachikawa Mansyu Rikugun

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lostwingman #81 Posted 12 March 2014 - 01:42 PM

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When the devs make a line, they appear to be prioritizing design lineage rather then simply fitting the most produced aircraft in a role into certain tiers.

Ground Attack, the new Arty

Raindrops #82 Posted 12 March 2014 - 05:10 PM

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lostwingman, on 11 March 2014 - 02:53 PM, said:

Raindrops, on 10 March 2014 - 10:47 PM, said:

I personally placed the A2D as a tier nine, but it's a bit hard to compare a plane relying on 7000lbs of bombs with one that mounts a 57mm derp. (I don't think the Ki-93 mounted bombs with that gondola either.)

Rear part of the gondola behind the 57mm/75mm.

I did look into this, and it can indeed mount a pair of 250kg bombs - the same as the A7M. Still, that is a big difference - about 15000 vs 84000 total damage. The 75mm may/may not be an acceptable trade if it performs about like an inexhaustible rocket supply, but the 57mm wouldn't really compare when it comes to leveling bases. Do remember that the IL-20 can mount a pair of 57mms - and has 40200 potential damage in ordinance as well.

Speed-wise the Ki-93 falls behind as well as a tier-nine contender - the IL-40 hits 880kmh at altitude, the Skyshark at 813, while the Ki-93 moves along at 624kmh. It's a nice plane, but would not feasibly be stretched to tiers nine-ten. I believe J3llyfish is right by leaving it at tier eight, where it would have decent speed and a good gun in the 75mm.

J311yfish #83 Posted 12 March 2014 - 05:38 PM

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lostwingman, on 12 March 2014 - 02:42 PM, said:

When the devs make a line, they appear to be prioritizing design lineage rather then simply fitting the most produced aircraft in a role into certain tiers.

There are certainly competing strategies for determining design lineage. I will list them at the end. My approach has been:

1. Make a list of all WWII-era Japanese aircraft

2. Eliminate aircraft

3. Sort what remains

The process above is basically sorting information and there isn't much strategy involved. It provides a reasonable framework, but the real obstacle you face then is multiple aircraft at each tier. What is the best way to proceed? Here are the strategies that I have identified:

That's where I'm at. I intend to look at Designers next and Aces next week. The identification of Themes is probably the most difficult way to slice the orange because it may require knowledge of aerodynamics, though there may be a way around that by reading first-hand accounts of the pilots (or their opponents). For example, there is one story about 4 American pilots that encountered a single Ki-43, but gave up after 40 minutes because they couldn't compete with his maneuverability. I don't remember where I saw that but I'll probably see it again. Fun Factor is also difficult because it becomes very subjective so I'd rather avoid it and let someone else decide.

If there is an approach that I have not considered then I am certainly open to ideas.

Designers

-- quick overview of designers responsible for each aircraft

Mitsubishi (Navy)

Kawanishi / Kyushu (Navy)

Aichi / Kusho / Kugisho / Nakajima (Navy)

Tier	Aircraft	Designer(s)
I
II	Aichi D1A1 Kusho B4Y	design based on Heinkel He 66; design team led by Tokuhishiro Goake "design team headed by Tokuichiro Gomei" (Tagaya, 7) "the work of Sanae Kawasaki" (Francillon, 449)
III	Aichi D1A2 Nakajima B5N1	(continuation) "Under the leadership of Katsuji Nakamura" (Francillon, 412)
IV	Aichi D3A Nakajima B5N2	"design team headed by Tokuichiro Gomei, but much of the basic work was done by his assistant Toshio Ozaki" after study of Heinkel He 70 Blitz, and observation of Spitfire prototype demonstration flight. (Tagaya, 9) "[After development initiative handed off to IJN], key personnel from the Naval Air Techical Arsenal responsible for the project included engineer Masao Yamana of the Aircraft Division [who would later design the D4Y]. (Tagaya, 11) Test pilots Lt Hideo Muramatsu (initially), Lt Cdr Shoichi Suzuki (finally). (Tagaya, 11) (continuation)
V	Kusho D4Y Aichi M6A Nakajima B6N	inspired by Heinkel He118V4; design team led by Masao Yamana design team led by Norio Ozaki, Yasushiro Ozawa and Morishige Mori; Engineer Anraku responsible for folding-wing design. designed by Kenichi Matsumura (Francillon, 429)
VI	Aichi B7A Kugisho P1Y1	designed by Norio Ozaki, Yasushiro Ozawa and Morishige Mori engineering team led by Tadanao Mitsuzi and Masao Yamana
VII	Nakajima J5N Aichi S1A Kugisho P1Y3 Kugisho MXY7 Ohka	Designed by Katsuji Nakamura [engineer for J1N1] and Kazuo Ohno (Green, 428) (not specified) (continuation) Ohka concept by Ensign Mitsuo Ohta; implemented by Tadanao Mitsuzi and Masao Yamana
VIII	Kugisho Tenga Kawanishi Baika Nakajima Kikka	(not specified) Professors Ichiro Tani and Taichiro Ogawa inspired by Me 262 concept; joint Navy/Nakajima project; design team led by Kenichi Matsumara and Kazuo Ohno; Ne-20 engine development Technical Commander Eiichi Iwaya; test pilot Susumu Takaoka (08/07/1945)
IX	Kugisho R2Y2	led by Commander Shiro Otsuki
X	Kugisho R2Y3 Fuji T1F2	(proposed designation for use of fictional Ne-440 engines) test pilot Susumu Takaoka (01/17/1958); continuation of Ne-20 engine development; first post-war Japanese-designed jet aircraft

Nakajima / Rikugun (Army)

Kawasaki / Tachikawa (Army)

Kawasaki / Tachikawa / Nakajima (Army)

Tier II Alternates

Kawasaki Type 92 (07/1930-1933+) -- Army Type 92 Fighter

Production	Airframe	Engine	Speed	Armament	Bombs
5 prototypes (07/1930-1932)	KDA-5 prototype 1 KDA-5 prototype 2	II BMW VI 500hp (2-blade prop)	321.9 km/h 334.7 km/h	2x7.7mm (S)
180 (1932)	Type 92-1
200 (01/1933+)	Type 92-2	III Kawasaki-BMW VII 600-750hp (2-blade prop)	(not specified)

Data: Mikesh

Notes:

-- "After the Army's rejection of the KDA-3 parasol-wing fighter, Kawasaki continued its interest in fighters and in [06/1929] began design for a light-weight metal structured fighter biplane ... to be the KDA-5 ... design ... was completed [04/1930] by chief designer Richard Vogt, assisted by Takeo Doi ... first prototype complete [07/1930]. Unique structural features introduced by [Vogt] were Kawasaki's use of M-12 aerofoil for the first time, a simplified interplane strut configuration and a different type of metal and fabric skin combination. In appearance, there was a marked difference between this apparently rugged fighter biplane and the previous year's competition winner, [Type 91] with parasol-wing and clean lines." (Mikesh, 152)

-- "The first prototype was tested by Kawasaki's chief test pilot Kambei Tanaka at Kagamigahara beginning [07/1930]. During the tests, the airplane recorded Japan's fastest speed [321.9 km/h] ranking with the Hawker Fury and the Boeing P-12 fighters of the same period. On November 4 the airplane also reached the greatest height in Japan at 10000m (32,808 ft) ... considered the highest in the world for any fighter." (Mikesh, 152-153)

-- "The 2nd and 3rd prototypes were completed [01/1931 and 03/1931] with modifications found necessary ... In the quest for greater speeds, the 2nd prototype recorded [334.7 km/h] on January 22 1931. The Army concentrated on testing the 3rd prototype [04/1931-06/1931], discovering ... that the front interplane strut would bend during a high-speed dive ... [corrected]. Extensive testing was curtailed with the outbreak of the conflict in Manchuria ... [KDA-5 accepted by Army as Type 92 Fighter] ... placing the order [01/1932], with production to begin immediately. Two more prototypes were already underway, each differing in engine, radiator type and contour, control surfaces and undercarriage details." (Mikesh, 153)

-- "Although the Type 92 proved to have superior climb and speed, making it a better interceptor than the [Type 91], pilots disliked its unstable take off and landing characteristics. It proved difficult to maintain, particularly in northern bases during cold weather ... assigned to the interceptor role in Manchuria and northern China [1932-1935] making them even more unpopular with the crews. However ... provided the foundation for the very similar [Type 95 Fighter that became the Ki-10]." (Mikesh, 153)

-- "Beginning [01/1933] the newer Kawasaki-BMW VII engine was installed in production aircraft. This engine differed in detail to the German-built BMW VII, but dimensions and weight were nearly the same ... delivered 600 rated hp, and 750 to 800hp maximum output but a record of [the improved performance] is not available. Kawasaki distinguished between the two aircraft as Type 92-1 and Type 92-2 ... but the Army did not adopt this classification." (Mikesh, 153)

-- "Progressive development of the basic design led in later years to the [Ki-3] 2-seat light bomber (243 built); and the [Ki-10] (644 built) ..." (Munson, 115)

-- comparable to Heinkel He 51

Climb rates (Mikesh, 153):

KDA-5 8:10 to 5000m; ceiling 9500m

Type 92 8:00 to 5000m; ceiling 9500m

Kusho B3Y1 (1933) -- Navy Type 92 Carrier Attack Bomber

Mitsubishi Ki-2 (05/1933-1938) -- Army Type 93 Twin-Engine Light-Bomber

Nakajima Ki-4 (03/1934-02/1939) -- Army Type 94 Reconnaissance-plane

Production

Airframe

Engine

Speed

Armament

Bombs

516 (03/1934-02/1939)

333 by Nakajima

126 by Mansyu

57 by Tachikawa

Ki-4

Type 94-1 (Ha-8) 600-640hp (2-blade prop)

283 km/h @ 2400m

2x7.7mm forward

1x or 2x7.77 dorsal flexible

Not Specified

Data: Mikesh

Notes:

-- "To replace the standard Mitsubishi Army Type 92 Reconnaissance parasol-monoplane, in 1933 the Army contracted with Nakajima for a light-weight scout aircraft that would have maneuverability equal to that of a fighter in order to effectively fulfill the air-to-ground support role." (Mikesh, 216)

-- planning and supervision by Army engineer Nario Ando; chief designer Shigejiro Ohwada (Mikesh, 216)

-- accepted by the army in [07/1934] as the Army Type 94 Reconnaissance Aircraft, with the short designation Ki-4, and put into production (Mikesh, 216); assigned to operational units [1935-1937] ... used in the close air support role at various locations on mainland China from [beginning to middle of] Sino-Japanese Conflict. In addition to general aerial observation, they undertook various missions ranging from light bombing in support of ground operations to message dropping and pick-up ... for contact with troops in the field ... Because of this wide combat capability, they were one of the more popular airplanes to be seen at Army airfields ... reputation for being one of the best types for easy maintenance." (Mikesh, 217)

-- Several sub-versions created (wheel spats, floats, etc.) by manufacturers including Tachikawa and Mansyu (Mikesh, 217)

-- The last biplane reconnaissance aircraft to be used by the IJA. Following this aircraft, the IJA instead created specific sub-roles rather than combining them into a general-purpose aircraft (Mikesh, 217):

---- Command Reconnaissance (Strategic Photographic Reconnaissance) --> Ki-15/C5M, Ki-46, Ki-95

---- Military Reconnaissance (Tactical Reconnaissance)

---- Direct Co-operation Reconnaissance (Close Air Support) --> Ki-30, Ki-32, Ki-36, Ki-51

Nakajima Ki-11 (04/1935+) -- Experimental Fighter

Production	Airframe	Engine	Speed	Armament	Bombs
4 (04/1935-12/1935)	Ki-11 prototype	III Nakajima Kotobuki 3 710hp	420 km/h @ 4300m	2x7.7mm
1 (1935)	PA-kai (navalised Ki-11)	II Nakajima Kotobuki 5 560hp	407 km/h @ ____m	2x7.7mm

Data: Green (424) and Mikesh (219)

Notes:

-- "Because the Army decided not to accept the inverted gull-wing Kawasaki Experimental Ki-5 Fighter [design by Richard Vogt] as standard equipment in 1934, it asked for a new competition between Kawasaki and Nakajima. Kawasaki reverted to the biplane layout in what became the Ki-10, and Nakajima submitted a low-wing monoplane fighter. This airplane bore a strong resemblance to the Boeing P-26, which had entered U.S. Army service the year before and was gaining world-wide attention in the transition from biplane to monoplane fighters." (Mikesh, 218) [Sidenote: Boeing P-26's were sold to the Chinese]

-- "The design for the Nakajima project was supervised by Yasushi Koyama, with chief designer Shinroku Inoue. It was a stubby looking aircraft, having a wire-braced low wing with rounded tips which gave it an elliptical wing appearance. While previous Nakajima low-wing aircraft had cantilever wings, a thinner aerofoil for greater speed could be attained by using external wire-bracing and Nakajima adopted this method for its new fighter. The non-retractable undercarriage had broad-chord trouser fairings." (Mikesh, 218)

-- "... designed by a team directed by Yasushi Koyama and Shinroku Inoue." (Wieliczko, 9)

-- "Four prototypes were completed between [04/1935-12/1935], with some differences between each aircraft. The 3rd prototype was equipped with a 3-bladed propeller, while the 4th had 3 blades and a cockpit canopy [pictured above]. Each had variations in undercarriage fairings and differences in the vertical tail surfaces as well as detail changes due to test results." (Mikesh, 218)

-- "The flying competition between the Ki-10 and Ki-11 was made by the flight-test team of the Army Air Technical Research Institute at Tachikawa in mid-1935. Flight evaluation was largely based on the Japanese favored method of aerial combat, mainly maneuverability in dog fighting. This gave the [Ki-10] an advantage over the faster strike-and-run Nakajima Ki-11 monoplane, the latter being a better tactic only discovered later. Based mainly upon these differences, the Ki-10 won the competition and became the Army Type 95 Fighter, while the Ki-11 was rejected by the Army [09/1935]. The reports favored the more reliable Kotobuki radial engine used on the Ki-11 over that of the water-cooled BMW series Ha-9 II engine in the Ki-10. Regardless of these results, the Ki-11 established the foundation for the development of the next generation of fighters, the Nakajima Ki-27, known to the Allies during the Pacific War by the code-name Nate." (Mikesh, 218)

-- "Attempts were made by Nakajima to manufacture Ki-11 as an export fighter for southeast Asian countries, but none of the possible customers showed any interest. Thus, production ended with the 4 prototypes. The 1st and 3rd were used by Nakajima for research into future fighter designs, while the 4th was sold to Asahi Shimbun as a high-speed aircraft with the desgination AN-1 Communication Aircraft, it was registered J-BBHA." (Mikesh, 218-219)

-- [sidenote: while in the service of the Asahi Shimbun newspaper the Ki-11 was given a striking paint job / view from below]

-- "This sole AN-1 achieved remarkable success while in service with Asahi Shimbun. Piloted by Mosaburo Niino on [12/31/1935], it set a speed record from Tokyo to Osaka in 1hr 25min. This record was exceeded by only five minutes by the same aircraft when flown on this route by Masaaki Iinuma. At the time of the solar eclipse which was best observed in Hokkaido [06/1936], the AN-1 flown by Iinuma delivered undeveloped film to the Tokyo office of the Asahi Shimbun and scooped all other newspapers. This flight was made at an average speed of [398 km/h]. The AN-1 remained the fastest civil aircraft in Japan until the introduction of the Mitsubishi Karigane [also given a striking paint job] used by Asahi Shimbun as the Kamikaze in [03/1937]. To prepare for the goodwill European flight in the Kamikaze, Iinuma used the AN-1 for proficiency flying before that history-making flight. The well known French pilot Marcel Dorect, flew the AN-1 at Haneda Airport [09/1937], demonstrating his aerobatic skills with this advanced airplane." (Mikesh, 218)

-- Mikesh describe the navalised prototype as having excellent maneuverability. (Mikesh, 218)

-- "...obviously inspired by the Boeing P-26 ... Designed by Yasushi Koyama and Shinroku Inoue ... metal monocoque fuselage and a wing of mixed construction covered by plywood and fabric, and wire-braced to the fuselage and undercarriage fairings. Considerable effort was expended in reducing aerodynamic drag ... 4 built between [04/1935-12/1935], the last of these having an enclosed cockpit and spats rather than trousers enclosing the main undercarriage members." (Green, 424)

-- The Ki-11 lacked the agility of the [Ki-10] biplane which was favored by the more conservative elements of the Army" (Green, 424)

-- "One navalised prototype [company designation PA-kai] was produced for 1935 shipboard fighter competition, but the Mitsubishi Ka-14 (basis of A5M1) was selected." (Green, 424)

-- Climb to 3000m in 6:09 [Kotobuki 3] (Mikesh, 219)

Kyushu Q1W Tokai (Eastern Sea) 東海 -- "Lorna" (08/1943+) -- [anachronistic twin-engine two-seat patrol aircraft]

Edited by J311yfish, 09 November 2016 - 10:46 PM.

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J311yfish #84 Posted 13 March 2014 - 06:13 AM

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Designer tracking

-- Below is an older list of designers that was useful early in the project derived from Francillon, Dyer, Mikesh.

-- I will leave it here for accountability sake but I do not intend to keep it updated; see the above table (or individual aircraft below) for that.

-- I recommend opening all the spoiler tags then using Find (Control + F) to find what you are looking for.

There are 5 major designers and ~40 minor designers (and teams). The majors can be used as strong indicators for design lineage; they are:

Jiro Horikoshi

Yasushi Koyama

Nakajima Type 91 Fighter -- prototype complete May 1928; Shigejiro Ohwada and Yasushi Koyama chief designers

Nakajima N1KF -- Koyama appointed chief designer; prototype complete autumn 1932.

Nakajima Ki-11 -- prototypes completed December 1935; Yasushi Koyama assisted by Shinroku Inoue

Nakajima PA-kai -- Navy version of Ki-11; prototype completed 1935; Yasushi Koyama assisted by Shinroku Inoue

Nakajima Ki-27 – spec released 1934 to replace Kawasaki KDA-5; some historical details about competition featuring Ki-10, Ki-11, Ki-12, Ki-33 … Ki-27 completed privately as Type P.E. to enter forthcoming competition; completed July 1936; prototype completed October 1936; competed against Mitsubishi Ki-33 and Kawasaki Ki-28 in October 1936, Ki-27 won the competition; production began June 1937; replaced by Ki-43, Ki-44, Ki-61 fighters

Nakajima Ki-44 Shoki (Devil-Queller) – emphasized speed and climb at the expense of maneuverability; fastest climbing fighter, 4000m in less than 5min; production terminated late 1944 as replaced by Ki-84; chosen as standard IJA interceptor over Bf109E; flight details p. 221-222.

Nakajima Ki-49 Donryu (Storm Dragon) – with senior engineers Nishimura, Itokawa; began summer 1938; to replace Mitsubishi Ki-21 (Army Type 97 Heavy Bomber); prototype completed August 1939; due to heavy losses, variant designed by Engineer Matsumura, Ki-58 escort fighter variant to fly on the flanks, abandoned, role filled by Ki-43; Ki-80 variant for formation leaders, cancelled; deliveries started Aug 1941, low delivery rate, underpowered, though good armament and defensive coverage; never fully replaced Ki-21; some Ki-49-II’s modified to fill night fighter role with 75mm cannon; first bomber with tail turret otherwise undistinguished career.

Nakajima Ki-62 – light fighter designed 1941 to compete with Ki-61; discontinued to focus on Ki-43 and Ki-44, but designs and data were incorporated in the Ki-84; Ki-63 variant used different engine.

Nakajima Ki-84 Hayate (Gale) / Ki-116 – Ki-84 best fighter to see large-scale operation during the last year of the war; underground factories to produce 200/month; began early 1942; prototype complete March 1943; like Ki-62 and Ki-63 had tailplane set well ahead of vertical surfaces; first flight April 1943; later wooden rear fuselage to conserve aluminum; three airframes designated Ki-106; Ki-84N high altitude variant to be produced as Ki-117; Ki-84P, Ki-84R high altitude variants; Ki-113 variant overweight; Ki-116 last variant; “truly spectacular” performance revealed by captured Ki-84; speed exceeded P-51D-25-NA at same altitude by 3mph, and P-47D-35-RA by 22mph at 20,000 ft (427mph).

Hideo Itokawa

Nakajima Ki-49 Donryu (Storm Dragon) – Koyama as chief designer; Itokawa as senior engineer with Nishimura; began summer 1938; to replace Mitsubishi Ki-21 (Army Type 97 Heavy Bomber); prototype completed August 1939; due to heavy losses, variant designed by Engineer Matsumura, Ki-58 escort fighter variant to fly on the flanks, abandoned, role filled by Ki-43; Ki-80 variant for formation leaders, cancelled; deliveries started Aug 1941, low delivery rate, underpowered, though good armament and defensive coverage; never fully replaced Ki-21; some Ki-49-II’s modified to fill night fighter role with 75mm cannon; first bomber with tail turret otherwise undistinguished career.

Nakajima Ki-43 Hayabusa (Peregrine Falcon) – retractable undercarriage was novel in early Dec 1941; design began Dec 1937 to replace Ki-27; prototype completed by Dec 1938; although it met all specification requirements, pilots criticized the maneuverability loss that came with the added weight; added butterfly combat flaps, now pilots like it

-- Hideo Itokawa also involved in I-Go guided missile development

Shinroku Inoue

Nakajima Ki-11 -- experimental fighter; strong resemblance to Boeing P-26; chief designer Shinroku Inoue, supervised by Yasushi Koyama; prototype complete April 1935

Nakajima PA-kai -- Navy version of Ki-11; prototype completed 1935; Yasushi Koyama and Shinroku Inoue
Nakajima E12N1 -- experimental 12-shi two-seat reconnaissance seaplane; began summer 1937; chief designer Shinroku Inoue; prototype complete summer 1938

Takeo Doi -- influenced by Richard Vogt, most apparent in the Kawasaki Ki-61

Kawasaki KDA-5 (Army Type 92 Fighter) -- designed by Richard Vogt with Doi as assistant; complete April 1930

Kawasaki KDA-6 -- designed by Richard Vogt with Doi as assistant; prototype complete October 1931

Kawasaki Ki-3 (Army Type 93 Single-engine Light Bomber) -- designed by Richard Vogt with Doi as assistant; prototype complete April 1933

Kawasaki Ki-5 -- experimental fighter; designed by Richard Vogt with Doi as assistant; prototype complete February 1934

Kawasaki Ki-10 -- with assistance of Engineers Imachi and Tojo

Kawasaki Ki-28 -- prototype complete December 1936; competition vs. Ki-27 and Ki-33; Ki-28 had best speed, acceleration, climb, performance above 5000m, but lost to Ki-27 because IJA still considered maneuverability to be prime; Robert Mikesh describes the Ki-28 as a "heavy fighter" based on its high-speed hit-and-run tactics.

Kawasaki Ki-45 Toryu (Dragon Killer) -- Doi as chief engineer; began Jan 1938; complete Jan 1939

Kawasaki Ki-56 -- transport – began September 1939; prototypes completed November 1940

Kawasaki Ki-60 – Doi and Shin Owada; began February 1940; abandoned in favor of Ki-61

Kawasaki Ki-61 Hien (Swallow) -- first IJA attempt to incorporate armor and self-sealing fuel tank; accommodated a Japanese-built DB 601 engine (designated Kawasaki Ha-40 1100hp Army Type 2 liquid-cooled engine) completed July 1941; strong influence by Dr Richard Vogt on his Japanese pupils; high diving speed; armor protection; self-sealing fuel tanks; 13^th completed August 1942; deemed to have better overall performance than Ki-43-II, Ki-44-I, Bf019E, P-40E; production terminated Jan 1945; not outclassed until appearance of P-51 Mustang.

Kawasaki Ki-64 -- conceived 1939; Doi proposed to use evaporation cooling system; 2 contra-rotating propellers; prototype complete Dec 1943; plans to improve, Ki-64 Kai estimated 800 km/h speed

Kawasaki Ki-66 – began Oct 1941; 6 prototypes by April 1943.

Kawasaki Ki-91 -- plan for four-engine bomber, assisted by Jun Kitano; began June 1943; mock-up completed April 1944; construction began June 1944; 60 percent complete, bombed prototype, cancelled February 1945.

Kawasaki Ki-96 – single-seat version of Ki-45-II before IJA changed requirements back to 2-seat

Kawasaki Ki-100 -- Ki-61-II KAI airframe with upgrade engine; ordered Nov 1944; subtle influence by FW 190A (engine mounting) and Aichi D4Y3 (same engine); first flight February 1945

Kawasaki Ki-102 -- the replacement for the Ki-45, Ki-96 lineage

Kawasaki Ki-108 -- high-altitude fighter adaptation of Ki-102; began Feb 1944; completed June 1944; further Ki-108 prototypes being tested at the end of the war.

Kawasaki Ki-119 -- began March 1945; Takeo Doi and Jun Kitano. Design influenced by Ki-100; drawings destroyed by bombing June 1945; first flight was to be September 1945, bombing delayed further to November but halted by surrender.

Richard Vogt

German engineer who later became chief designer of Blohm und Voss; influenced Doi

Tomio Kubo -- characterized by sleek high-speed designs

Hisanojo Ozawa

...and this is how they fit into the tech tree revealed thus far:

There is disagreement about the lead designer of the Ki-27: Francillon says Koyama, while Bueschel claims it was Hideo Itokawa (designer of Ki-43) as leader of a committee; either way design lineage is confirmed.

Other designers and teams -- grouped by association where possible, but finding obvious trends here could be difficult

Kogiken Plans -- design team led by Lieutenant Commander Ando Sheigo; summer 1941; Dyer speculates that the Ki-46 may have derived its sleek lines from the high-speed plan 5 studies.

Kayaba engineering team

Kayaba Ka-1 autogyro

Kayaba Ka-2 autogyro

Shiro Kayaba

Kayaba Katsuodori – ramjet interceptor; 1937 ramjet study group; airframe design by Kumazo Hino, IJA officer; project taken over by Kayaba Manufacturing Works, then by Dr. Hidemasa Kimura, under Dr. Taichiro Ogawa

Dr Kimura

Tachikawa Ki-74 – conceived as early as 1939, never produced as role changed from recon to longrange stratospheric bombing; project suspended while Tachikawa SS-1 and Ki-77 projects were underway; revived late 1941 for bomber role; terminated by surrender.

Tachikawa Ki-77 – future stratospheric transport – Ryokichi Endo as chief project engineer; wing designed by Professor Fukazu of University of Tokyo; pilots Kamada and Nagatomo; aircraft lost over Indian Ocean on its way from Singapore to Berlin; designed to break flight records.

Ryokichi Endo

Tachikawa Ki-9 trainer; prototypes built late 1934; first flight 1935.

Tachikawa Ki-17 – designer not specified but strong resemblance to Ki-9; Engineer Fujita involved.

Tachikawa Ki-36 – two-seat army co-operation machine; first flight April 1938; trainer variant designated Ki-55, later used for suicide sorties.

Tachikawa Ki-54 – twin-engine multipurpose trainer; first flight summer 1940; Ki-110 all wood version; Ki-111 fuel tanker version not completed; Ki-114 advanced all wood version not completed.

Nagatomo

Mitsubishi Ohtori (Phoenix) -- long-range aircraft; Nagatomo was part of a three-man crew (with Nagata and Kawachi) in the September 1936 flight 2000km in 9hr 10min

Minojiro Takahashi

Mitsubishi Army Type 92 Recon Aircraft (2MR8) -- with Fumihiko Kawano and Masakichi Mizuno; first flight 28 Mar 1931

Fumihiko Kawano

Mitsubishi Army Type 92 Recon Aircraft (2MR8) -- with Minojiro Takahashi and Masakichi Mizuno

Mitsubishi Ki-30 -- with Mizuno and Ohki

Mitsubishi Ki-51 -- derived from Ki-30, with Mizuno and Ohki

Masakichi Mizuno

Mitsubishi Army Type 92 Recon Aircraft (2MR8) -- first flight 28 Mar 1931

Mitsubishi Ki-7 trainer -- Mizuno as chief designer -- prototype complete Dec 1933
Mitsubishi Ka-14 -- assisstant to Jiro Horikoshi -- prototype complete Jan 1935

Mitsubishi Ki-30 -- with Kawano and Ohki

Mitsubishi Ki-51 -- derived from Ki-30, with Kawano and Ohki

-- is this the same Mizuno that helped Kubo with Ki-73 and Ki-83?

Kyonosuke Ohki

Mitsubishi Ki-20 Army Type 92 Heavy Bomber -- assistant to Nobushiro Nakata

Mitsubishi Ki-51 -- with Kawano and Mizuno

Nobushiro Nakata

Mitsubishi Ki-20 Army Type 92 Heavy Bomber

others

Kiro Honjo

Mitsubishi Ki-1 -- assistant to Nobushiro Nakata

Mitsubishi Ki-2 -- assistant to Nobushiro Nakata; prototype complete May 1933

Mitsubishi G1M1 -- chief desiger, with Tobio Kubo in charge of structural design, Nobuhiko Hisakabe in charge of systems; completed April 1934.

Mitsubishi G4M -- began September 1937

Mitsubishi G7M Taizan -- long range bomber project that did not materialize

Mitsubishi team led Engineers Nakata and Ozawa

Mitsubishi Ki-21

Mitsubishi Ki-57 transport – resemblance to Ki-21; design team not mentioned; began early 1939, completed July 1940.

Herbert Smith

Designed aircraft for the first aircraft carrier built at such, the Hosho (carrier completed late 1922)

Former chief designer of Sopwith Aviation Co

Mitsubishi 1MF1-5 (Navy Type 10 Carrier Fighter) -- first prototype October 1921; first flight same month by William Jordan, former Flight Lieutenant with Royal Naval Air Service; nine takeoffs and landings by December 1923; first operational flights March 1923 by Liet Shunichi Kira.

Mitsubishi 2MR1-2MR4, 2MRT1-2MRT3A (Navy Type 10 Carrier Reconnaissance Aircraft) -- prototype complete Jan 12 1922

Mitsubishi 1MT1N (Navy Type 10 Carrier Torpedo Aircraft) -- prototype complete August 9 1922

Mitsubishi 2MT1-3MT2 (Navy Type 13 Carrier Attack Aircraft) -- B1M1 to B1M3 -- prototype complete 1923

Mitsubishi 1MF9 (Experimental Taka-type carrier fighter) -- designed by Joji Hattori from experience working with Herbert Smith; prototype complete July 1927.

Mitsubishi 3MR3 -- competition for Navy Type 89 Carrier Attack Aircraft -- B2M1 and B2M2 -- Smith returned to England in June 1924 and participated from there.

Mitsubishi M-13 – wooden biplane Dec 1928; no prototype built

Joji Hattori

Mitsubishi 1MF9 (Experimental Taka-type carrier fighter) -- designed by Joji Hattori from experience working with Herbert Smith; prototype complete July 1927.

Mitsubishi F1M

Kenichi Matsumura

Nakajima DC-2 -- with Setsuro Nishimura and others

Nakajima LB-2

Nakajima Ki-19 heavy bomber -- assisted by Setsuro Nishimura and Toshio Matsuda

Nakajima Kitsuka ("Kikka") (Orange Blossom) -- with Kazuo Ohno; began September 1944; BMW 003A cross section obtained by Eng Eichi Iwaya, designed Ne-20 turbojet; first flight August 7 1945; pilot Lieutenant Commander Susumu Takaoka; terminated August 15 1945.

Eichi Iwaya

designed Ne-20 jet engine based on BMW 003 cross-section drawing; expected to be used in Nakajima Kitsuka ("Kikka")

Mitsubishi J8M Syusui (Autumn Water) -- assistant

Kazuo Ohno

Nakajima Kitsuka ("Kikka") (Orange Blossom) – with Kenichi Matsumara; began September 1944; BMW 003A cross section obtained by Eng Eichi Iwaya, designed Ne-20 turbojet; first flight August 7 1945; pilot Lieutenant Commander Susumu Takaoka; terminated August 15 1945.

Toshio Matsuda

Nakajima Ki-8 -- experimental 2-seat fighter -- assistant to Shigejiro Ohwada

Nakajima Ki-19 heavy bomber -- assistant to Kenichi Matsumura

Shigejiro Ohwada

Nakajima Type 91

Nakajima Ki-4 (Army Type 94 Reconnaissance Aircraft) -- Shigero Ohwada as chief designer; Yuzo Fujita assisted flight evaluations, with Capt Saburo Amakasu, and Naktajima test pilot Kiyoshi Shinomiya; prototype completed March 1934

Nakajima Ki-8 -- experimental 2 seat fighter

Yuzo Fujita

Mitsubishi Ki-15 (Army Type 97 Command Recon) / C5M (Navy Type 98 Recon Plane Model 1) – Captain Yuzo Fujita and Engineer Masao Ando of the Technical Department of the Koku Hombu, with Fumihiko Kono, Tomio Kubo, Shokichi Mizumo; began July 1935; prototype completed December 1935; first production aircraft delivered May 1937; impressed the world with flight from Tachikawa to London with average speed of 101.2 mph.

Gasuden Koken Long-range Research Aircraft -- Major Yuzo Fujita pilot May 25 1937; copilot Master Sergeant Fukujiro Takahashi; assistant engineer Chikakichi Sekine (all from Army Air Technical Research Institute at Tachikawa)

-- is this the same Ando that helped Kubo with Ki-46?

-- is this the same Fujita that helped Kubo with Ki-46?

Kijiro Takahashi

Mitsubishi G7M Taizan – strong resemblance to Heinkel He 177 Greif (Griffon) of Nov 1939

Mitsubishi J8M Syusui (Autumn Water) -- led project; assisted by Tetsuo Hikita (airframe), Commander Eiichi Iwaya; development finalized August 7 1944.; mock-up complete September 26 1944; production plan completed October 1944; 3600 expected to be in service by March 1946.

Captain Tokugawa

Improved variant of Henri Farman biplane

Yoshitoshi Tokugawa

many

Kichitaro Sugiyama

Kaishiki No.1 Aeroplane -- 1911 project to construct first Japanese-manufactured airplane; designed and supervised by Capt Yoshitoshi Tokugawa; used pattern of imported Henri Farman of 1910; design began April 1911; construction supervised by Goichi Nakazato, construction assisted by Gasaburo Ohshima, Kichitaro Sugiyama, Jinzo Hirano, and ten soldiers.

-- is this the same Sugiyama that helped Kubo with Ki-73 and Ki-83?

Engineer Akegawa

Douglas DC-2 imported under direction of Kyoshi Akegawa, Setsuo Nichimura, Katsuji Nakamura (engineer of J1N1)

Nakajima Aerial Transport No. 1 (AT-1) inspired by Douglas DC-2, Northrop 5A, Clark GA-43.

Katsuji Nakamura (also associated with Douglas DC-2)

Nakajima-Douglas DC-2 -- experience

Nakajima J1N1 Gekko (Moonlight) – Commander Yasuna Kozono, 251^st Kotukai suggested oblique cannons for night-fighting operations.

Kishiro Matsuo

Aichi E13A – combat debut 1941

Aichi E16A Zuiun (Auspicious Cloud) – designed with Yasushiro Ozawa; completed May 1942

Morishige Mori

Aichi E11A1 – June 1937 first flight;

Aichi H9A – team led by Mori; designed between May and December 1940; aircraft remained unknown to Allies until 1945.

Chief Engineer Norio Ozaki

Aichi B7A Ryusei (Shooting Star) – assisted by Morishige Mori and Yasushiro Ozawa.

Aichi M6A Seiran (Mountain Haze) – and Yasushiro Ozawa and Morishige Mori; completed November 1943.

Chief Eng Masao Yamana

Yokosuka D4Y Suisei (Comet) – spring 1938 IJN acquired Heinkel He 118V4 and production rights, DXHe1 underwent flight trials using DB 601A engine, influenced D4Y development; to replace Aichi D3A2; first D4Y1 copmleted Nov 1940

Tadanao Mitsuzi and Masao Yamana

P1Y1 Ginga (Milky Way) – initiated 1940; did not see combat until early spring 1945; respected by Allied forces; P1Y2-S night fighter variant; plans for a 10x20mm, and 16x20mm forward-firing arrangement; at war end P1Y3, P1Y4, P1Y5, P1Y6 on drawing board.

Ensign Ohta had the idea; Masao Yamana, Tadanao Mitsugi, Rokuro Hattori engineers to implement.

Yokosuka MXY7 Ohka (Cherry Blossom)

Yoshio Hashiguchi

Hiro Navy Type 15-1 Flying Boat (H1H1, H1H2, H1H3) -- prototype complete autumn 1927

Kawasaki Experimental Giyu No.3 Flying Boat -- engineering supervisor; design began April 1927; complete August 1928

Kawanishi H6K flying boat – with Shizuo Kikahura; test pilot Katsuji Kondo; first flight July 1936.

Shizuo Kikahura

Kawanishi H6K flying boat – with Yoshio Hashiguchi and test pilot Hashiguchi; first flight July 1936.

Toshihara Baba, Shizuo Kikuhara, Hiroyuki Inoue, Elizaburo Adachi

Kawanishi N1K Kyofu (Mighty Wind) – floatplane; initiated 1940; first flight May 1942; ended 1944

Kawanishi N1K1-J Shiden (Violet Lightning) – Dec 1942 land-based version first flight; flight details and adversaries p. 322.

Kawanishi N1K2-J Shiden Kai – first flown Dec 1943; outstanding; demonstrated by Warrant Officer Kinsuke Muto of 343^rd Kokutai, p.325. variant details p. 326-329.

Masayoshi Tsuruno

Captain Masaoki Tsuruno, member of IJN Technical Staff

Kugisho MXY6 glider to test canard concepts

Kyushu J7W1

Cdr Shiro Otsuki

Yokosuka R2Y Keiun (Beautiful Cloud) – initiated 1942; inspired by evaluation of Heinkel He119V4 acquired by Cdr Hideo Tsukada in 1940; like the German machine, to be powered by two coupled engines buried in the fuselage; late 1944 design shift to jet attack bomber using Ne-330 turbojet; R2Y1 prototype completed April 1945; pilot Lieutenant-Commander Kitajima; R2Y2 almost complete at war end.

Iwao Shibuya, a Nakajima engineer

Nakajima Ki-201 Karyu (Fire Dragon) – design team formed Jan 1945; based on Me-262 designs; wind tunnel test June 1945

Engineers Noda and Hayashi

Mansyu Ki-98

Tetsuo Noda (same Noda as Ki-98 above? not sure)

invented the split flap in 1927 for Mitsubishi; patent granted in 1928 for use in Japan, not protected internationally so it was put to use in the United States several years later

Hajime Hayashi (same Hayashi as Ki-98 above? not sure, but both worked for Mansyu)

Manko MT-1 Hayabusa passenger transport -- started 1934; chief designer Hajime Hayashi under supervision of Goro Tominaga; prototype complete December 1936

Manko MT-2 Light passenger transport -- test flights July 1938; did not proceed beyond prototype; no technical data available.

..a Captain Hayashi also worked on the "Tachikawa Ki-162" single-jet project with Captain Yasuda (resembled the German He162 "Volksjager") ...no firstname given

Nakajima and Shigenobu Mori

Nakajima A4N

Shigenobu Mori

Nakajima A4N

Nakajima Ki-12 experimental fighter -- prototype complete October 1936; project abandoned for several reasons, but the imported engine Hispano-Suiza 12Xcrs was also tested in the A5M3a

Eiji Sekiguchi

Nakajima Type 4 biplane -- experiment and test phase design calculations; February 1919

Nakajima Type 5 biplane -- based on Type 4 design; 1920-1921

Nakajima Type 5 trainer -- structural analysis; first flight April 1920

* December 1919: Chikuhei Nakajima and Seibei Kawanishi split from each other; Kawanishi establishes new company February 1920.

Kawanishi K-2 racing craft -- began January 1921

Kawanishi K-3 communication aircraft; began March 1921; completed October 1921

Kawanishi K-5 mail-carrying seaplane -- completed October 1922

Kawanishi K-7 transport seaplane -- completed November 1923

Kawanishi K-7A transport seaplane -- began December 1923; completed November 1924

Kawanishi K-7B mail-carrying aircraft -- based on K-7A; completed November 1925.

Kawanishi K-8A seaplane -- prototype complete January 1926

Kawanishi K-8B transport seaplane -- derived from K-8A

Kawanishi K-10 transport -- prototype complete August 1926

Kawanishi Ki-11 experimental carrier fighter -- completed July 1927

Kawanishi K-12 long-range monoplane -- project began October 1927; inspired by Charles Lindbergh's transatlantic flight of May 1927; prototype complete June 1928

Kawanishi E7K – three-seat long range recon seaplane; begun March 1932; training duties by the time the war started.

Kawanishi E8K1 -- Experimental 8-Shi Reconnaisance Seaplane -- team of engineers led by Eiji Sekiguchi began May 1933; first flight January 8 1934.

Sanae Kawasaki

Yokosuka B4Y – used parts from Kawanishi E7K1; Hiro Type 91 engine

Isamu Imashi

Kawasaki Ki-32 -- led Kawasaki design team with Shiro Ota

Kawasaki Ki-38 – development leading to Ki-45; March 1937-October 1937

Kozo Masuhara

Kokusai Ki-76 – influenced by Fieselier Fi156 Storch; artillery spotting and liaison duties; began 1940; first flight May 1941; later modified for carrier-borne anti-submarine warfare

Shigezo Fujita

Kawanishi K-8B transport seaplane -- assisted as flight engineer

Shoroku Wada – leader of a team comprising Mineo Yamamoto (fuselage design), Eichiro Tani (wing design), Seichi Kurino and Shoijiro Nomura (engine installation)

Kawasaki Ki-78 – began 1938; mock-up complete May 1941

Prof Ichiro Tani in cooperation

Kawanishi Baika (Plum Blossom)

Tatsuo Hasegawa

Tachikawa Ki-94-I

Tachikawa Ki-94-II – first flight schedule August 18 1945

Masatoki Kato

Itoh Emi 25 trainer -- flown by Masatoki Kato, who was also a reporter for an aviation magazine.

Sadahiko Kato

Mitsubishi B4M1 (Ka-12) -- assistant to Hajime Matsuhara, with Minoru Hasegawa; first flight August 25 1934; experimental 9-Shi carrier attack aircraft.

-- is this the same Kato that helped Kubo with Ki-73 and Ki-83?

Kan-ichiro Kato

Nakajima B-6 -- Nakajima test pilot; set a record in the Nakajima B-6 biplane in December 1924; later placed second to Tatsugoro Endo who flew a modified Salmson 2-A.2 reconnaissance aircraft.

Nakajima N-35 reconnaissance aircraft -- first flight November 17 1927; Kan-ichiro Kato injured along with flight engineer Yoshitaro Ogino.

Kimihei Nakajima

Jiro Tanaka

Tachikawa Ki-74

Tachikawa Ki-77

Ryoichi Nakagawa

Nakajima Sakae improvement

Nakajima Homare (Ki-84, C6N, N1K, …)

Shinroku Momose

Explore jet engine and gas turbine

Installation of turbocharger on Homare engine C6N

Engineer Aori Kunihiro

Nakajima Ki-115 Tsurugi (Sabre) suicide attacker; prototype completed March 1945; none completed; variant Ki-230 of the basic design left on drawing boards.

First Lieutenant Nakajima + Second Lieutenant Kishichi Magoshi

Type Yokosho float biplane

K.K. Watanabe Tekkosho -- might be a company

Kyushu K9W inspired by Bu 133; a version later designated Ki-83

Kyushu K10W1

Tokuhishiro Goake

Aichi D1A – technical arrangements with Ernst Heinkel Flugzeugwerke A.G., imported He 66; modified to meet requirement; D1A2 in 1936.

Aichi D3A –

Eng Nojiri

Kyushu Q1W Tokai (Eastern Sea) – antisubmarine patrol

Sueo Honjo, Tomio Kubo, Nobuhiko Kusabake

Mitsubishi G3M

Design team at Dai Nijuichi Kaigun Kokusho at Omura near Sasebo

Mitsubishi A6M2-K and A6M5-K – Nov 1943

Eng Yauo Fukuda and Yoshizo Yamamoto

Nakajima C6N Saium (Painted Cloud)

Mitsuo Yamada of the Dai-Ichi Kaigun Koku Gijitsuho (First Naval Air Technical Arsenal)

Yokosuka E14Y – floatplane to be stored on submarine; debut December 17 1941

Tsuchii Takeo

Kawasaki Ki-88 – inspired by Bell P-39 Airacobra; began Aug 1942; design finalized June 1943; mock-up 1943; abandoned after mock-up due to no real advantage over other designs in operational use.

Kunihiro Aoki

Nakajima Ki-87 – specs mid 1942; agreement Nov 1942; prototypes to be completed by Jan 1945; pre-production by April 1945; difficulties with engine; thought to be superior to Ki-84 bit still on drawing boards when war ended.

Nakajima Ki-115 Tsurugi -- prototype complete March 1945

No designer specified

Tachikawa Ki-70 – was to be a replacement for the Mitsubishi Ki-46 but performance was ultimately poorer, abandoned.

Aichi S1A Denko (Bolt of Light)

Kawanishi H8K flying boat

Kyushu K11W Shiragiku (White Chrysanthemum) trainer

Nakajima G8N Renzan (Mountain Range)

Yokosuka K5Y trainers

Yokosuka D3Y Myojo (Venus) trainer

Kokusai Ku-8 glider

Kokusai Ku-7 Manazuru (Crane) glider – twin-boom

Kokusai Ki-105 Ohtori (Phoenix) – powered Ku-7 to be used as fuel tankers

Mansyu Ki-79 advanced trainer

Nakajima Ki-19

Tokyo Koku Ki-107 – all-wood two-seat primary trainer to replace Ki-86

Kawanishi J3K1/J6K1 Jinpu (Squall) – single-seat interceptor

Mitsubishi B5M1

Mitsubishi J4M1 Senden (Flashing Lightning)

Nakajima J5N Tenrai (Heavenly Thunder)

Nakajima G10N1 Fugaku (Mount Fuji)

Yokosuka K2Y1/K2Y2 – trainer; replaced by K9W1

Yokosuka K4Y1 float plane trainer

Yokosuka H5Y1 – flying patrol boat

Sources:

Rene Francillon

Robert Mikesh

Edwin Dyer

Edited by J311yfish, 18 October 2015 - 10:17 AM.

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J311yfish #85 Posted 14 March 2014 - 03:22 PM

Second Lieutenant

Member
2645 battles
1,371
[343]
Member since:
12-13-2013

Example (first flight date MM/YYYY)

descriptive image

Production	Airframe	Engine	Speed	Armament	Bombs
number produced (dates produced)	airframe/variant	engine and takeoff horsepower	speed @ ___m	number x caliber	number x mass

Tier placement (vertical)

-- placement at each tier is determined primarily by engine takeoff horsepower informed by chronology, but also by engine modules that currently exist in the game:

-- modules that are already in game are described by their tier with a purple roman numeral (Example: VI)

-- modules that are not yet in game but easily estimated based on existing modules are described with a red roman numeral (Example: VI)

-- placement for later tiers (generally VI, VII, VIII) also considers performance at altitude (horsepower @ ____m)

-- in that case a chart is included to show horsepower, speed, and climb rates at various altitudes, with a conclusion underneath.

Line placement (horizontal)

-- aircraft names are color coded according to their developmental relationship:

Mitsubishi, Kyushu, and Kawanishi are associated based on their response to Navy-issued specifications

Nakajima, Tachikawa, Mansyu are associated based on their response to Army-issued specifications (Tachikawa and Mansyu are Nakajima subsidiaries)

Kawasaki, Yokosuka, and Aichi are associated based on their early alignment with German firms, their use and/or development of liquid-cooled engines, and their "heavy fighter" or "ground attack" roles for Army and Navy.

Organization

-- sources are listed after every data entry so that information is easily to verify. (Author, page number)

---- detailed notes include first flight date, Designer or design team, development details, etc.

---- in the absence of a first flight date, the prototype completion date will be used; the goal is to create a reliable timeline that is not obfuscated by overlapping production dates.

---- notes related to designer or design team are highlighted in lavender.

---- notes that describe a development milestone are highlighted in light blue (Ex. "first aircraft with retractable landing gear")

---- notes related to maneuverability, survivability, (in-game characterization) etc. are highlighted in gold.

-- 3-view and other imagery provided where available

Tier I

Nakajima Type 91 (05/1928-09/1934) -- Army Type 91 Fighter

Production	Airframe	Engine	Speed	Armament	Bombs
2 prototypes (05/1928-06/1928) 5 pre-production (1929-2931)	I NC	I Bristol Jupiter VI 450hp		2x7.7mm (S)	None
320 (1931-03/1934) 100 (09/1932-03/1934) by Ishikawajima	Type 91-1	I Bristol Jupiter VII 450-520hp supercharged	300 km/h	2x7.7mm (S)	None
1 experimental (04/1933) 22 (07/1934-09/1934)	I Type 91-2	II Nakajima Kotobuki 2 460-580hp	300 km/h	2x7.7mm (S)	None

^ Data above from Mikesh (214) and Green (422). In-game specifications.

Notes:

-- "To replace the Type Ko 4 Fighter of the French Nieuport design, in 1927 the Army asked Nakajima, along with Kawasaki and Mitsubishi, to submit design proposals for a new fighter. This became the Army's first open competition for a Japanese-designed fighter." (Mikesh, 214)

-- [The Nakajima Army Type Ko 4 Fighter was the Nieuport 29-C-1 produced under license; the Army's first mass-produced fighter; 608 delivered between 12/1923 and 01/1932.] (Mikesh, 212)

-- competed against Mitsubishi 1MF2 [Jiro Horikoshi helped to design] and Kawasaki KDA-3 [design by Richard Vogt] (Wieliczko, 4-6)

-- "The Type 91 remained in service until succeeded by the Kawasaki Type 95 [Ki-10] biplane in 1936-1937" (Green, 422)

-- "Nakajima appointed Shigejiro Ohwada and Yasushi Koyama as chief designers [or Yasumi Koyama (Wieliczko, 5)] for this project, under the supervision of André Marie assisted by Maxime Robin [of Dewoitine company (Wieliczko, 5)]. While Mitsubishi and Kawasaki followed the conservative German designs and used water-cooled engines, Nakajima departed from this tradition and drew from the design of the more graceful French Nieuport-Delage fighter [and Dewoitine aircraft (Wieliczko, 5)] with a parasol-wing and an air-cooled radial engine. The first prototype was completed [05/1928], followed by the [prototype #2 06/1928]. Its smooth contoured lines gave the impression of nimble performance." (Mikesh, 214)

-- "All three companies' entries were ambitious designs when compared to world standards; but when the Mitsubishi Hayabusa-type Fighter disintegrated at Tokorozawa in a test dive, the evaluation of all competitors was ended, and the remaining aircraft were used for static structural testing to destruction. All these aircraft were found to have insufficient strength to meet the rigors required of fighter aircraft." (Mikesh, 214)

-- "The Army was not ready to dismiss these fighter designs entirely. Nakajima was asked to refine its design in order to explore further the advantages of the parasol-wing layout. With structural modifications, Nakajima built [5 more] prototypes [1929-1931] in parallel with the Bristol [Nakajima] Bulldog project previously described. These parasol-wing fighters were found to have stability problems because the center of gravity was too far aft. After modifications the prototypes resumed flight testing. By [autumn 1931] ... accepted by the Army as the Type 91 Fighter, identified by the Japanese year 2591 ... put into production at the outbreak of the Manchurian Incident, and declared the Army's standard fighter, replacing the Ko 4. This was a year after the Navy had accepted Nakajima's entry, the Naval Type 90 Carrier Fighter, as its standard fighter aircraft ... Type 91 was in service for only a year before the later Kawasaki aeroplane was accepted as the Type 92 Fighter for air defense ... Type 91 ... was regarded as an air-superiority fighter and eventually set many records, particularly during long-range operational flying training." (Mikesh, 214)

-- "Pilots assigned to operational units liked these fighters, especially their ease of handling in the air. With the outbreak of the Shanghai Incident, production was accelerated and ... hurried to the front, but, in this early stage of operation, an aircraft disintegrated near Shanghai raising the question once again about structural integrity. However, unless the airplane was flown in violent maneuvers, it was found to be safe, and few later accidents were attributed to structural failure." (Mikesh, 214)

-- "There were two distinguishable models of this fighter. The Army Type 91-1 Fighter was adopted after the seven prototype and pre-production aircraft and was made known to the Japanese public in [02/1932]. The Type 91-1 Fighter was powered by the Nakajima Jupiter VII 450hp which proved to be much more trouble-free than the water-cooled engines of its competitors." (Mikesh, 214)

-- "The Army Type 91-2 Fighter was basically a result of an engine change to that of the more powerful and more reliable Nakajima Kotobuki 2. This engine change altered the shape of the nose significantly with the replacement of the individual cylinder head fairings by a Townend ring cowling. Soon after the first of this series was completed in [07/1934] ... Ki-10, Allied code-name Perry ... accepted as a replacement, and production of the Type 91-2 was limited to twenty-two aircraft. This airplane was regarded as one of the more successful Japanese-designed fighters up to that time and had a relatively long service life." (Mikesh, 14)

-- The Type 91-1 was also produced by Ishikawajima: "As a replacement for the Type Ko 4 Fighter, Nakajima produced the winning design in [05/1928], and obtained a production contract from the Army. This was a parasol-wing monoplane of all-metal construction with metal-covered fuselage and fabric-covered wings. Powered by the Jupiter VII air-cooled radial engine, it was well received by Army pilots because of its ease of handling in the air and excellent maneuverability. At the outbreak of the Shanghai Incident, production was accelerated by placing additional orders with Ishikawajima for the Type 91-1 Fighter model. According to company figures 101 were built, the first in [09/1932] and the last by [03/1934]." (Mikesh, 106)

-- "The production Type 91's were different from the original NC's chiefly in that they featured a redesigned wing of a smaller lifting surface, a redesigned fuselage, tail unit and wing struts, and a Jupiter VII engine of 450/520hp enclosed by the Townend ring. In total, by [09/1934] the Nakajima factory built 320 such aircraft, designated Type 91-1, plus 22 aircraft of the Type 91-2 version. These were powered by the Nakajima Kotobuki 2 engines of 460/580hp. Additionally, from [09/1932] till [03/1934] a further 101 (or 115 according to other sources) Type 91-1's were manufactured under license by Ishikawajima." (Weiliczko, 6)

-- climb rate: 4:00 to 3000m; ceiling 9000m [Jupiter VII] (Mikesh, 215)

Tier II

Nakajima A4N (08/1934+) -- Navy Type 95 Carrier Fighter

Production

Airframe/Variant

Engine

Speed

Armament

Bombs

221 (1935-1940)

A4N1 (YM)

III Nakajima Hikari 1 670-730hp (2-blade metal prop)

352 km/h @ 3200m

2x7.7mm

II 2x30kg or

2x60kg

Specifications in-game

Notes:

-- "... developed from [Nakajima's] earlier design, the A2N1 [derived in part from Boeing 69B delivered 1928]. From its inception ... had been conceived as a stopgap and, in [02/1934], the Navy issued their 9-Shi specification for a new single-seat fighter [the A5M designed by Jiro Horikoshi]." (Francillon, 342)

-- "As the new more powerful Nakajima Hikari 1 became both reliable and available, a new generation of aircraft was designed around it. Using this engine to improve fighter performance over that of the Type 90 Carrier Fighter [A2N1], Nakajima and engineer Shigenobu Mori [also worked on Ki-12] completely redesigned the earlier airplane in 1933." (Mikesh, 232)

-- "The design was completed [spring 1934] and the first prototype was finished by the autumn. In appearance, it closely resembled the Type 90-3 Carrier Fighter, but a noticeable difference was the larger diameter engine which was also cowled. Slipper-type fuel tanks could be attached inboard beneath each lower wing when required to extend range and to provide flotation in the event of an emergency alighting." (Mikesh, 232)

-- "... development ... took longer than expected, and when it was officially accepted by the Navy in [01/1936], the next generation fighter, the Mitsubishi 9-Shi Single-seat Fighter [A5M], was already being developed. However, the Type 95 [A4N] was put into production and served as the immediate replacement for the Type 90 Carrier Fighter [A2N]. Performance improvement was noticeable over that of its predecessor, increasing maximum speed from 158 kt to 190 kt [292 km/h to 352 km/h]." (Mikesh, 232)

-- "At the time of the Sino-Japanese Conflict, these new fighters were used for air defense over Japanese occupied bases. They also served as short-range scout aircraft, and, with two 60kg bombs, they undertook the close air support role as well. During that conflict in 1936-1937 many of these fighters were donated as Hokoku-go. One in particular that was identified on the Chinese front was Hokoku Dai-86-go, Jogakusei-go, meaning Hokoki No.86 donated by high school girl students." (Mikesh, 232)

-- "The Type 95 Carrier Fighter was the last of the biplane fighters for the Navy. A mere ten months after the official acceptance of this aircraft, the low-wing monoplane fighter, the Mitsubishi 9-Shi, became the replacement as the Type 96 Carrier fighter. These were the A5Ms, with Allied code-name Claude, that saw service in the early stages of the Pacific War. Being replaced in front-line service, the Type 95 Carrier Fighters were then assigned to training units as fighter-trainers." (Mikesh, 232)

Aichi D1A1 -- "Susie" (1934+) -- Navy Type 94 Carrier Bomber

Production	Airframe	Engine	Speed	Armament	Bombs
1 imported (1 modified He-66) 118 (1934-1937)	Heinkel He 66 AB-9 (Aichi Special Bomber) D1A1 (Navy Type 94 Carrier Bomber)	Siemens SAM-22B 520-715hp (4-blade prop) II Nakajima Kotobuki 2 Kai 1 580hp / 460hp @ 1500m (2-blade prop) II Nakajima Kotobuki 2 Kai 1 580hp / 460hp @ 1500m (2-blade prop)	280 km/h @ 2050m	2x7.7mm Type 92 and 1x7.7mm Type 92 rear	2x30kg (W) and 1x250kg (F)
44	D1A1	III Nakajima Kotobuki 3 640hp / 715hp @ 2800m (2-blade prop)
428 (1936-1940) 0	D1A2 (Navy Type 96 Carrier Bomber) AB-11	III Nakajima Hikari 1 730hp / 670hp @ 3500m (2-blade prop)	309 km/h @ 3200m

Data: Francillon (271), Mikesh (76)

Notes:

-- "With its successful design of the Navy Type 94 Carrier Bomber in 1934 [D1A1], Aichi became the exclusive builder of dive-bombers for the Japanese Navy. This was initially accomplished with the aid of Heinkel, and this in turn assisted that fledgling company to become more soundly established. By the early 1930's, direct foreign assistance was being shunned in favor of its own designs." (Mikesh, 61)

D1A1

-- design based on Heinkel He 66 [export model of He 50] modified to meet specification issued 1933; design team led by Tokuhishiro Goake; strengthening of undercarriage to withstand carrier landings, replacement of Siemens SAM-22B nine-cylinder 715hp air-cooled radial engine with Nakajima Kotobuki nine-cylinder air-cooled radial, addition of second seat; contract awarded late 1934 (Francillon, 268-269; Mikesh, 76)

-- "The D1A1, along with the D1A2, was among the first aircraft operating during the initial phase of the second Sino-Japanese conflict, but by the time the Pacific War started they had almost completely disappeared from the aircraft inventory of the Japanese Navy, the last surviving D1A1 aircraft being operated only in training capacity. (Francillon, 268-269)

-- "The He 66 looked obsolete by the standards of the time because of its numerous interplane struts and bracing wires, but it could have a land or twin-float undercarriage, and the concept for this sound design remained practical ... Beneath the fuselage was a bomb displacement arm which was a release mechanism that positioned the bomb outside the propeller arc during the dive ... In 1934, chief designer Tokuichiro Gomei and his assistant on the project, Yoshimichi Kobayashi, had the original Siemens engine replaced with a Nakajimba Kotobuki 2-kai-1 ... along with some minor changes." (Mikesh, 76)

-- " ... the Navy accepted the airplane in [12/1934] as the Type 94 Carrier Light Bomber, soon changed to Type 94 Carrier Bomber, with the short designation D1A1. This would become Aichi's first mass-produced airplane and establish the company as the exclusive builder of carrier-based dive bombers for the Japanese Navy throughout the Pacific War." (Mikesh, 76)

-- Climb to 3000m in 9:30; ceiling 7000m (Francillon, 271)

D1A2

-- improvements made by Tokuhishiro Goake 1935; engine upgrade, NACA cowling, spats, improved windshields; first prototype complete 1936. (Francillon, 269)

-- "The D1A2 was actively used throughout the second Sino-Japanese conflict and achieved notoriety in 1937 when aircraft of this type sank the American gunboat Panay. At the time of the attack on Pearl Harbor, 68 D1A2's served in second-line units ..." (Francillon, 269) [replaced by Aichi D3A]

-- Climb to 3000m in 7:51; ceiling 6980m (Francillon, 271)

AB-11

-- "The Experimental AB-11 dive-bomber ... was a further development of the AB-9. This was a very streamlined version of such bulky airplanes as the Grumman XFF-1 or Curtiss XSBC Helldiver under development at that time and which featured the same type of retractable undercarriage having the wheels flush with the fuselage sides. For 1934, this was too radical in the eyes of Navy planners and the project was dropped." (Mikesh, 79)

Kusho B4Y1 -- "Jean" (late 1935) -- Navy Type 96 Carrier Attack Bomber

Production	Airframe/Variant	Engine	Speed	Armament	Bombs
*	B4Y1 prototype 1	II Hiro Type 91 750hp 600hp @ 1500m
*	B4Y1 prototype 2 and 3	III Nakajima Kotobuki 3 640hp 715hp @ 2800m
*5 prototypes at Arsenal (1935-1936) 37 by Nakajima (1937-1938) 135 by Mitsubishi (1937-1938) 28 at Hiro (1938)	B4Y1 prototype 4, 5, production	III Nakajima Hikari 2 840hp 700hp @ 1200m	278 km/h**	1x7.7mm Type 92 (rear)	1x800kg torpedo or up to 500kg of bombs

Data: Francillon. **Francillon does not match the given speed to an exact engine.

Notes:

-- Designed by Dai-Ichi Kaigun Koku Gijitsusho (First Naval Air Technical Arsenal) at Yokosuka. (Francillon, 412; 449)

-- "The Arsenal's project was the work of Sanae Kawasaki, who endeavoured to design an aircraft capable of receiving various types of powerpants and making use of existing components. To realize his goal ... matched a new fuselage and tail section to the wings of the Kawanishi E7K1 which had been found highly efficient. The 1st B4Y1 prototype of this hybrid, powered by a Hiro Type 91 600hp liquid-cooled engine, was completed and flown in late 1935." (Francillon, 449)

-- "...regarded as a stopgap pending availability of a more modern aircraft possessing performance more compatible with that of the Navy Type 96 Carrier Fighter [A5M]." (Francillon, 412)

-- winner of competition against Mitsubishi B4M1 and Nakajima B4N1 [11/1936] ... Production allocated to Nakajima, Mitsubishi and Hiro Naval Arsenal.

Nakajima B4N1

Mitsubishi B4M1

Kawasaki Ki-10 -- "Perry" (03/1935, 05/1936) -- Army Type 95 Fighter

Production	Airframe	Engine	Speed	Armament	Bombs
2 (03/1935, 04/1935)	Ki-10 prototype 1 and 3	III Kawasaki Ha-9-IIa 850hp (2-blade wooden prop)		II 2x7.7mm Type 89 (S)	None
2	Ki-10 prototype 3 and 4	III Kawasaki Ha-9-IIa 850hp (3-blade metal prop)		II 2x7.7mm Type 89 (S)	None
300 (12/1935-10/1937)	II K-10-I (Army Type 95 Model 1)	III Kawasaki Ha-9-IIa 850hp / 800hp @ 3500m	400 km/h @ 3000m	II 2x7.7mm Type 89 (S)	None
1 (05/1936)	Ki-10-II prototype	III Kawasaki Ha-9-IIa 850hp / 800hp @ 3500m		II 2x7.7mm Type 89 (S)	None
280 (06/1937-12/1938)	III Ki-10-II (Army Type 95 Model 2)	III Kawasaki Ha-9-IIa 850hp / 800hp @ 3500m	400 km/h @ 3000m	II 2x7.7mm Type 89 (S)	None
1 (10/1936)	Ki-10-I KAI	III Kawasaki Ha-9-IIa 850hp / 800hp @ 3500m	420 km/h @ 3000m	II 2x7.7mm Type 89 (S)	None
2 (11/1937)	Ki-10-II KAI	IV Kawasaki Ha-9-IIb 850hp / 950hp @ 3800m	445 km/h @ 3800m	II 2x7.7mm Type 89 (S)	None

Data: Francillon

Notes:

-- Japanese Army's last operational fighter biplane.

-- "With the appearance of the Ki-10 the classic biplane fighter design reached its peak in Japan and the aircraft marked the end of an era. However, its superior maneuverability and supreme dog-fight agility were to influence the thinking of Japanese fighter pilots who, for many years after the introduction of the monoplane fighter, kept insisting that these aircraft be equally maneuverable." (Francillon, 86).

-- "In an attempt to produce in Japan a fighter ... equal or superior to contemporary foreign types, in 1933 Kawasaki had designed the Ki-5, a clean inverted gull-winged cantilever monoplane, but in 1934 it was rejected by the Army ... in [09/1934], shortly after Ki-5's development had been discontinued, the Koku Hombu instructed Kawasaki to design a high-performance fighter biplane [Ki-10] while Nakajima were asked to develop a competitive fighter monoplane [Ki-11]." (Francillon, 86)

-- "For various reasons, the Army did not accept any of the low-wing monoplane fighter proposals submitted in 1934 ... these were the Kawasaki Ki-5, Nakajima Ki-11 and the Mitsubishi Ki-18 [which became A5M]. Instead, until an acceptable monoplane design was available, the Army chose the classic biplane and more maneuverable Kawasaki Ki-10 fighter for production beginning [12/1935], hoping its troublesome engine problems would be solved. Recognizing that the next generation of fighters would be monoplanes, in [04/1936] the Army announced a new competition." (Mikesh, 157)

-- "Designed by Takeo Doi with the assistance of Engineers Imachi and Tojo ...clean-countoured biplane of unequal span with ailerons fitted to the upper wing only ... Early flight test results confirmed that the aircraft was markedly superior to the unsuccessful Ki-5 in speed as well as maneuverability. However, the competitive Nakajima Ki-11 with its low-wing monoplane configuration was still faster and Kawasaki feared that the production contract would go to Nakajima. Every efforts was made to improve speed and the third prototype was fitted with a 3-blade metal propeller in place of the 2-blade wooden airscrew used on the first two aircraft, and flush-head rivets were adopted. The fourth prototype was identical with the exception of the upper wing which featured increased dihedral to improve stability. Even so modified the Ki-10 was still slower than [Ki-11], but the gap had been sufficiently reduced for the Ki-10 to win a large production contract on account of its exceptional maneuverability. The production Ki-10-I, designated officially Army Type 95 Fighter Model 1, was identical to the third prototype and 300 were built ... between [12/1935] and [10/1937]." (Francillon, 86-87)

-- Ki-10-II series [improved stability] entered production as Type 95 Model 2 beginning [06/1937]. (Francillon, 87)

-- "[04/1936] design of a cleaned-up version began [aerodynamic improvements]... completed [10/1936] as Ki-10-I KAI ... 420 km/h reached ... [improvements brought also to Ki-10-II airframes ... top speed 445 km/h ... Despite a maximum speed almost equal to that of the [Ki-27] monoplane, the Ki-10-II KAI remained in prototype form as it was obvious that the heyday of the biplane combat aircraft was over." (Francillon, 87-88)

-- "...saw service with units of the Japanese Army in Japan, Formosa, Korea and Manchuko and participated in combat operations in China and Manchuria during the second Sino-Japanese conflict and the Nomonhan incident." (Francillon, 89).

-- "...saw action against Polikarpov I-15bis fighters supplied to China by the Soviet Union." (Jackson, 220)

-- sideview variations

Climb rates (Francillon, 89):

Ki-10-I 5:00 to 5000m; ceiling 10000m

Ki-10-II 5:00 to 5000m; ceiling 11500m

Ki-10-1 KAI 5:00 to 5000m; ceiling 10000m

Ki-10-II KAI 5:00 to 5000m; ceiling 11500m

Kawasaki Ki-3 (04/1933-03/1935) -- Army Type 93 Single-Engined Light-Bomber

Production

Airframe

Engine

Speed

Armament

Bombs

3 prototypes (04/1933+)

200 Kawasaki (01/1934-03/1935)

40 Tachikawa

Ki-3

III Kawasaki-BMW IX 755-800hp

261 km/h

1x7.7mm front

1 or 2x7.7mm rear

up to 500kg

Data: Mikesh climb: 12min to 3000m ceiling: 7000m

Notes:

-- "Under the new ruling by which the Army all but eliminated competition in designs between aircraft manufacturers, Kawasaki was awarded a contract to develop a single-engine light bomber in [09/1932]. This was to have good maneuverability as a tactical bomber in support of ground troops. Dr. Richard Vogt and Takeo Doi began design work immediately, using their experience gained with the A-6 high-speed communications aircraft." (Mikesh, 155)

-- "The first prototype was completed in [04/1933]. This airplane was powered by the new supercharged BMW IX which was put into licensed production by Kawasaki in [09/1933]. An elliptical radiator with controllable shutters was positioned forward of the engine, but this functioned poorly and was soon moved to the more conventional position below the engine." (Mikesh, 155)

-- "2 additional prototypes were built, and after evaluation the Army adopted this designs as the Type 93 Single-engine Light Bomber in [08/1933], with the short designation Ki-3. Production began in [01/1934] and later some production was undertaken by Tachikawa ... production was terminated [03/1935] because the airplane lacked operational suitability due to continuing supercharger problems." (Mikesh, 155)

-- "... assigned mainly to operational units in mid- and northern China, and Manchuria, beginning in 1935 as replacements for the Kawasaki Type 88 Light Bomber. The new bombers performed the tactical mission quite well in bombing, reconnaissance and light cargo carriage, but were continually plagued with engine problems that were never solved. As a consequence, their operational life was relatively short. Many had been donated to the Army as Aikoku-go aircraft." (Mikesh, 155)

Climb rates (Mikesh, 155):

Ki-3 12:00 to 3000m; ceiling 7000m

Edited by J311yfish, 09 November 2016 - 10:44 PM.

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J311yfish #86 Posted 18 March 2014 - 09:03 PM

Second Lieutenant

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Member since:
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Tier III

Mitsubishi A5M -- "Claude" (02/1935) -- Navy Type 96 Carrier Fighter

Production	Airframe	Engine	Speed	Armament	Bombs
3 (1935-1936) 1 Ki-18 (1935)	II Ka-14 No.1 III Ki-18	II Nakajima Kotobuki 5 550hp (2-blade prop) 600hp @ 3100m	451 km/h @ 3200m 445 km/h @ 3050m	II 2x7.7mm Type 89
2 Ki-33 (1936)	II Ki-33	II Nakajima Ha-1a 710hp (2-blade prop) 745hp @ 3700m	475 km/h @ 3000m	II 2x7.7mm Type 89
1 (1935-1936)	Ka-14 No.2	III Nakajima Kotobuki 3 640hp (2-blade prop) 715hp @ 2800m		II 2x7.7mm Type 89
3 (1935-1936)	Ka-14 No.3-5	Nakajima Hikari 1 700hp (2-blade prop) 800hp @ 3500m		II 2x7.7mm Type 89
1 (1935-1936)	Ka-14 prototype	Mitsubishi Kinsei A-8 or A-9 720hp (3-blade prop)		II 2x7.7mm Type 89
782 total A5M1-A5M4 (1936-1940)	III A5M1	Nakajima Kotobuki 2 KAI 1 580hp (2-blade prop) 630hp @ 1500m	406 km/h @ 2100m	II 2x7.7mm Type 89
	A5M1a			II 2x20mm Oerlikon FF cannon
	A5M2a	Nakajima Kotobuki 2 KAI 3A 610hp (3-blade prop) 690hp @ 3250m	426 km/h @ 3090m	II 2x7.7mm Type 89
	A5M2b	III Nakajima Kotobuki 3 640hp (3-blade prop) 715hp @ 2800m		II 2x7.7mm Type 89	2x30kg
	A5M3a	Hispano-Suiza 12Xcrs 610hp (3-blade prop) 690hp @ 3900m		II 2x7.7mm Type 89 and 1x20mm Hispano-Suiza cannon (E)
39 by Watanabe (1939-1942) 161 at Omura (1939-1941)	A5M4	IV Nakajima Kotobuki 41 or 41 KAI 710hp (2-blade prop) 785hp @ 3000m	435 km/h @ 3000m	II 2x7.7mm Type 89	2x30kg or 1x160L drop tank

Data: Francillon Januszewski Specifications in-game *drop tanks improved range for air superiority from 705km to 1200km

-- Designed by Jiro Horikoshi.

Climb rates (Francillon, Januszewski)

Ka-14 No.1 5:54 to 5000m, ceiling 9450m

Ki-18 6:26 to 5000m

Ki-33 5:56 to 5000m

A5M1 8:30 to 5000m, ceiling 9450m

A5M2a 7:59 to 5000m

A5M4 3:35 to 3000m; ceiling 9800m

evidence for 2x7.7mm Type 97 Model 1 (S)?

evidence for 2x13.2mm Type 2 (S)?

Aichi D1A2 -- "Susie" (1936+) -- Navy Type 96 Carrier Bomber

Nakajima B5N1 -- "Kate" (01/1937) -- Navy Type 97 Carrier Bomber

Nakajima Ki-27 -- "Nate" (10/1936) -- Army Type 97 Fighter

Production	Airframe	Engine	Speed	Armament	Bombs
1 (07/1936)	P.E.	III Nakajima Kotobuki Ha-1a 710hp (two-blade prop)		II 2x7.7mm Type 89	None
2 (10-12/1936)	Ki-27 prototype	III Nakajima Kotobuki Ha-1a 710hp	468 km/h @ 4000m	II 2x7.7mm Type 89	None
10 (06-12/1937)	Ki-27 pre-production	III Nakajima Kotobuki Ha-1a 710hp		II 2x7.7mm Type 89	None
3384** (12/1937-12/1942)	II Ki-27a	III Nakajima Kotobuki Ha-1b 710hp / 780hp @ 2900m	470 km/h @ 3500m	II 2x7.7mm Type 89	None
3384 total Ki-27a/b	III Ki-27b	III Nakajima Kotobuki Ha-1b 710hp		II 2x7.7mm Type 89	4x25kg
2 (07-08/1940)	Ki-27 KAI	III Nakajima Kotobuki Ha-1b 710hp		II 2x7.7mm Type 89	4x25kg

Data: _______ Brindley *the Type P.E. prototype was also used to test butterfly combat flaps to improve maneuverability **3384 total Ki-27a and Ki-27b

Notes:

-- "The most numerous Japanese Army fighter at the beginning of the Pacific War." (Brindley, 50)

-- "The IJAAF's equivalent of the Navy's Mitsubishi A5M" (Jackson, 286)

-- chosen as the winner of a competition between the Mitsubishi Ki-33 and Kawasaki Ki-28 due to its superlative maneuverability (Francillon, 198) [competition story under Ki-18 and Ki-33].

-- "Ki-27 had proved itself to be superior to the Russian Polikarpov I-15 fighter biplanes but hard pressed against the faster Polikarpov I-16 monoplanes." (Francillon, 202)

-- Allied code name "Abdul" in China-Burma-India theater; Allied code name "Nate" in Southwest Pacific Area theater; this name was used from 1943 onward.

-- another 3-view / sideviews

Designer confusion

-- "The single Type P.E. produced was completed in [07/1936] and was followed [10/1936] by the first Ki-27. Both machines, designed by T. Koyama, were low-wing cantilever monoplanes ..." (Francillon, 197)

-- "Designed by Toru Koyama." (Brindley, 49)

-- Designed by Hideo Itokawa and Yasumi Koyama. (Green)

-- "It was the brainchild of engineers Yasushi Koyama and Minoru Ota, who worked under the supervision of Nakajima's chief designer of army aircraft, Dr. Hideo Itokawa." (Wieliczko, 14-15)

-- "Nakajima's design team, led by Tei Koyama and assisted by Minoru Ota and Hideo Itokawa ..." (Guttman, 144)

-- [clarification: Toru Koyama is described as the engineer for Ki-44 and Ki-84. Hideo Itokawa also supervised a team of engineers for Ki-43.]

Data for Ki-27b (Wieliczko) :

Weight: 1110kg empty; 1547kg takeoff; 1790kg max takeoff

Speed: 470 km/h @ 3500m

Climb:

1000m 1:10

2000m 2:06

3000m 2:59

4000m 4:04

5000m 5:22

12250m ceiling

range: 627km; 1100km with 2 drop tanks

Kawasaki Ki-32 -- "Mary" (03/1937) -- Army Type 98 Light-Bomber

Mitsubishi Ki-30 -- "Ann" (02/1937) -- Army Type 97 Light-Bomber

Edited by J311yfish, 09 November 2016 - 10:23 PM.

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Commander_Rasseru #87 Posted 19 March 2014 - 12:39 PM

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J311yfish, on 18 March 2014 - 04:03 PM, said:

Some notes about the Ki-43's maneuverability from Fire in the Sky:

We need some sources other than just the western side. Problem with some sources is the honestly of the American's pilot viewpoint.

J311yfish #88 Posted 19 March 2014 - 01:39 PM

Second Lieutenant

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Tier IV

Mitsubishi A6M1 Reisen -- "Zero" (04/1939) -- Navy Type 0 Carrier Fighter

Production	Airframe/Variant	Engine	Speed	Armament	Bombs
2 (03/19/1939)	III A6M1 12-Shi prototypes	IV MK2 Zuisei 13 780hp	513 km/h @ 3600m	2x7.7mm and 2x20mm	2x30kg or 2x60kg
17 (12/1939)	IV A6M2 12-Shi prototypes	IV NK1c Sakae 12 940hp	533 km/h @ 4550m	2x7.7mm and 2x20mm	2x30kg or 2x60kg
47 (07/31/1940)	IV A6M2 Model 11	IV NK1c Sakae 12 940hp	533 km/h @ 4550m	2x7.7mm and 2x20mm	2x30kg or 2x60kg
127 (11/1940)	V A6M2 Model 21	IV NK1c Sakae 12 940hp	520 km/h @ 4550m	2x7.7mm and 2x20mm	2x30kg or 2x60kg
1425 (04/17/1941) by Mitsubishi and Nakajima	V A6M2 Model 21	IV NK1c Sakae 12 940hp	520 km/h @ 4550m	2x7.7mm and 2x20mm	2x30kg or 2x60kg
35 (1943) (field mod w/ long barrel 20mm)	A6M2a Model 21A	IV NK1c Sakae 12 940hp		2x7.7mm and 2x20mm	2x30kg or 2x60kg
2 (1942)	A6M4 Model 41	NK1c Sakae 12 940hp (with turbosupercharger)		2x7.7mm and 2x20mm	2x30kg or 2x60kg
4 (12/1941) by Nakajima	A6M2-N 15-Shi	IV NK1c Sakae 12 940hp		2x7.7mm and 2x20mm	2x30kg or 2x60kg
107 (07/1942) by Nakajima	IV A6M2 Model 11	IV NK1c Sakae 12 940hp		2x7.7mm and 2x20mm	2x30kg or 2x60kg
220 (12/1942) by Nakajima	A6M2-N Model 21	IV NK1c Sakae 12 940hp	435 km/h @ 4000m	2x7.7mm and 2x20mm	2x30kg or 2x60kg

Data above: Bueschel. Data below: Francillon. Specifications in-game

Production	Airframe/Variant	Engine	Speed	Armament	Bombs
34 (06/1941)	A6M3 Model 32 (square-tipped wing)	V Sakae 21 1130hp 1100hp @ 2850m 980hp @ 6000m	544 km/h @ 6000m	2x7.7mm Type 97 and 2x20mm Type 99	2x60kg
560 by Mitsubishi ___ by Nakajima	A6M3 Model 22 (A6M2 wing + extra fuel tanks)	V Sakae 21	541 km/h @ 6000m	2x7.7mm Type 97 and 2x20mm Type 99	2x60kg
"at least 3"	A6M3 Model 22	V Sakae 21		2x7.7mm and 2x30mm (W)
	A6M3 Model 22A	V Sakae 21		2x7.7mm Type 97 and 2x20mm Type 99 Model 2 (long-barrel 20mm's)

-- Design team led by Jiro Horikoshi.

A6M1

-- A6M1 prototype approved by Technical Staff 04/1938. (Francillon)

-- "The first prototype ... designation A6M1, was completed [02/1939] at Mitsubishi's experimental shops at Nagoya. On [03/19/1939] it was wheeled under wraps by ox cart to the Japanese Army Air Force (JAAF) field at nearby Kagamigahara where it flew on the afternoon of [04/01/1939] piloted by civilian Katsuzo Shima, a Mitsubishi test pilot. On [04/25/1939] Shima got the aircraft barely over 300 mph and fell just short of the original JNAF specs for a speed of 312mph. Naval pilots began to fly the A6M1 [07/1939]. No major design faults showed up, and a vibration harmonic was eliminated by using a constant speed 3-bladed airscrew in place of the original variable pitch 2-blader. The only real problem seemed to be speed and the inability of the 780hp Mitsubishi Zuisei 13 engine to put it over the top. While a second A6M1 prototype was completed the JNAF gave the go-ahead to a more powerful model as the A6M2 powered by the 940hp Nakajima Sakae 12. It became the classic "Zero-fighter" production model, and, with basic change from its prototype, flew in this form until the end of the Pacific War." (Bueschel, 11)

-- Zuisei powered 1st and 2nd prototype; 2nd prototype FF 10/18/1939; third prototype powered by Sakae 12/1939; official trials complete 07/1940; first combat 09/13/1940 against Chinese I-15's and I-16's. (Francillon)

A6M2, A6M3, A6M4

-- see continuation below at Tier V

A6M2-N

-- see here at Tier V Alternates

Aichi D3A -- "Val" (12/1937+) -- Navy Type 99 Carrier Bomber

Production	Airframe/Variant	Engine	Speed	Armament	Bombs
1 (1937-1938)	D3A1 prototype 1	III Nakajima Hikari 1 710hp 800hp @ 3500m
1 (1937-1938)	D3A1 prototype 2	III Mitsubishi Kinsei 3 840hp 730hp @ 1600m
6 service trial (1939)	D3A1 Model 11 (early)	IV Mitsubishi Kinsei 43 1000hp 990hp @ 2800m	386 km/h @ 3000m	III 2x7.7mm Type 97 (S) 1x7.7mm Type 92 rear	2x60kg (W) 1x250kg (F)
470 total D3A1 Model 11 (12/1939-08/1942)	D3A1 Model 11 (late)	V Mitsubishi Kinsei 44 1070hp 1080hp @ 2000m
1 (06/1942) 1016 (08/1942-08/1945)	D3A2 Model 12 prototype D3A2 Model 22 D3A2-K Model 12	VI Mitsubishi Kinsei 54 1300hp 1200hp @ 3000m 1100hp @ 6200m	430 km/h @ 6200m
2 prototypes (07-08/1944) 3 production (summer 1945)	D3Y1-K Myojo (Venus) D3Y1-K Model 22	VI Mitsubishi Kinsei 54 1300hp	450.6 km/h @ 6200m
1 prototype incomplete (08/1945)	D3Y2-K Myojo Kai (Venus Modified)	VII Mitsubishi Kinsei 62 1560hp 1340hp @ 2100m 1190hp @ 5800m	470 km/h @ 5000m	2x20mm Type 99 Model 1	1x800kg

Data: Francillon

-- "...the first Japanese aircraft to drop bombs on American targets [Pearl Harbor 12/07/1941] ... Despite its apparent obsolescence -- the D3A being the last type of Japanese carrier-borne aircraft to use a fixed spatted undercarriage -- the aircraft achieved considerable success during the first ten months of the war and sank more Allied fighting ships than any other single type of Axis aircraft." (Francillon, 271)

-- specification issued 1936 to supplant [D1A2] ... first prototype completed [12/1937]; flight trials began [01/1938] (Francillon, 272)

-- "...low-mounted elliptical wings inspired by those of the Heinkel He 70. Despite the inherent drag of a fixed undercarriage, this type of landing gear was retained as performance gains stemming from the use of a fully retractable unit were found insufficient to justify the extra weight and maintenance problems ... dive breaks similar to those used on Junkers Ju 87 ... the aircraft possessed a strong airframe and overall handing characteristics were satisfactory with the exception of a tendency to snap roll during tight turns [corrected in second prototype by cambering-down outer-sections of leading edges] ... [changes to airframe described in detail] ... the aircraft became highly maneuverable, a characteristic which enabled it occasionally to be used as a fighter despite the fact that armament comprised only two forward-firing 7.7mm Type 97 machine guns and one flexible rear-firing 7.7mm Type 92 machine gun." (Francillon, 272)

-- "After delivering its bombs the D3A1 was sufficiently well armed and maneuverable to put up a creditable fight against the Allied fighters then in service." (Munson, 102)

-- "Carrier qualification trials ... 1940 and the D3A1's saw limited combat operations from land bases in China and Indo-China during the 14 months preceding the beginning of the Pacific War. Starting with the Hawaiian operation, in which 126 D3A1's took part ...[D3A1] took part in all major Japanese carrier operations in the first 10 months of the war. They achieved fame during the campaign in the Indian Ocean when the D3A1's placed respectively 87% and 82% of their bombs on target during attacks on the cruisers HMS Cornwall and HMS Dorsetshire and the carrier HMS Hermes. However, the heavy losses in elite crews, aircraft and aircraft carriers suffered in the Coral Sea battle, at Midway, around Guadalcanal and off Santa Cruz, and the American offensive in the Solomons, compelled the Japanese Navy to assign an increasing number of [D3A1's] to land-based Kokutais." (Francillon, 273-274)

D3A2

-- began testing [06/1942] as D3A2 Model 12 with Mitsubishi Kinsei 54 1300hp engine ... externally almost identical to D3A1 [except] fitting of a propeller spinner and ... longer, more pointed rear canopy section ... began replacing front-line units autumn of 1942 ... relegated to land-based units after the arrival of the Kusho D4Y Suisei [whose development as a dive bomber was slowed by structural issues] (Francillon, 274)

-- "By [1944] ... many D3A1's and D3A2's were operated by training units ... several were modified as [D3A2-K] ... during the last year ... the D3A2's were pressed back into combat for kamikaze sorties ..." (Francillon, 275)

-- front / side / flight

-- for extreme detail see Aichi D3A1/2 Val, by Peter C. Smith (1999 Crowood Press)

Nakajima B5N2 -- "Kate" (12/1939) -- Navy Type 97 Carrier Bomber

Nakajima Ki-43 Hayabusa (Peregrine Falcon) 隼 -- "Oscar" (01/1939, 02/1942, 05/1944) -- Army Type 1 Fighter

Production	Airframe	Engine	Speed	Armament		Bombs
3 (12/1938-03/1939)	Ki-43 prototype	III Nakajima Sakae Ha-25 950hp (2-blade prop)		II 2x7.7mm Type 89		None
10 total (11/1939-09/1940)	Ki-43-Ka service trial c/n 4305 c/n 4310 c/n 4311 c/n 4313	III Nakajima Sakae Ha-25 950hp Nakajima Ha-105 with two-speed supercharger (armament change) (butterfly flaps added) Nakajima Ha-105 with two-speed supercharger		II 2x7.7mm Type 89	IV 2x12.7mm Type 1 IV 2x12.7mm Type 1	None
(~35)	IV Ki-43-Ia	III Nakajima Sakae Ha-25 950hp	495 km/h @4000m	II 2x7.7mm Type 89		None
(~45)	IV Ki-43-Ib	III Nakajima Sakae Ha-25 950hp	495 km/h @4000m	1x7.7mm Type 89	1x12.7mm Type 1	None
716 total Ki-43-I series (04/1941-02/1943)	IV Ki-43-Ic	III Nakajima Sakae Ha-25 950hp	495 km/h @4000m		IV 2x12.7mm Type 1	2x15kg
5 (02/1942-05/1942)	Ki-43-II prototype	IV Nakajima Sakae Ha-115 1120hp (3-blade prop)			IV 2x12.7mm Type 1
2524 total all Ki-43-IIa series 49 built by Rikugun	Ki-43-IIa	IV Nakajima Sakae Ha-115 1130hp	515 km/h @6000m		IV 2x12.7mm Type 1	2x30kg/2x250kg
~300	Ki-43-IIa-Kai tropical	IV Nakajima Sakae Ha-115 1130hp			IV 2x12.7mm Type 1	2x30kg
3	Ki-43-II-Kai service trial	IV Nakajima Sakae Ha-115 1150hp			IV 2x12.7mm Type 1	2x250kg
1531	IV Ki-43-IIb	IV Nakajima Sakae Ha-115 1150hp	530 km/h @4000m 548 km/h @6000m		IV 2x12.7mm Type 1	2x30kg/2x250kg
~500*	Ki-43-II-Kai	IV Nakajima Sakae Ha-115 1150hp			IV 2x12.7mm Type 1	2x30kg/2x250kg
3 (05/1944)	Ki-43-III prototype	IV Nakajima Sakae Ha-115-II 1190hp			IV 2x12.7mm Type 1	2x250kg
1098	Ki-43-IIIa	IV Nakajima Sakae Ha-115-II 1190hp	555 km/h @6100m 576 km/h @6680m		IV 2x12.7mm Type 1	2x30kg/2x250kg
2 (spring 1945)	Ki-43-IIIb	VII Mitsubishi Kinsei Ha-112-II 1290hp	576 km/h @6680m**		V 2x20mm Ho-5	2x30kg/2x250kg

Data: Bueschel and Francillon Specifications in-game (China) *~500 = included in Ki-43b totals / Tachikawa assisted with production from Ki-43-IIb onward. **from article in Le Fana de l'Aviation #309 08/1995

-- "Numerically ... the most important aircraft of the JAAF..." (Francillon, 213).

-- "Design work ... began [12/1937] when the Army, giving up their long-standing policy of awarding competitive contracts to Japanese manufacturers, instructed Nakajima ... to design a single-seat fighter to supersede [Ki-27] ... To meet these stringent requirements Nakajima assembled a team of designers led by Hideo Itokawa. Within 1 year the 1st prototype was completed ... secret roll-out [12/12/1938] ... [flown 01/1939]." (Francillon, 207)

-- "By the [1938 start] designer [Hideo] Itokawa had assembled a staff of engineers and draftsmen ... agonizing 3 years of alternating failures and successes confronted its designers and production engineers before the full promise of the design was realized ... designed by a committee, and it looked it." (Bueschel, 4-5)

-- "Workhorse fighter of the Imperial Japanese Army Air Force ... various models ... spread out all over North China and Manchuko...." (Bueschel, 158)

-- "The Ki-43 was the JAAF's best example of such renewable design vitality." (Bueschel, 9).

-- "The Ki-43-Ic was to the JAAF what the Bf109 was to the Luftwaffe, the Hurricane to the RAF, and the P-40 to the U.S. Army Air Corps." (Bueschel, 16).

-- "The perfect platform for a 'dogfighting' air force, the Ki-43-Ic was arguably the most maneuverable monoplane fighter of World War II." (Bueschel, 19).

-- "It was noted for its exceptional maneuverability, and was favored by many Japanese Army pilots ..." (Bueschel, 158)

-- "Allied pilots soon learned that past passes ... with a complete avoidance of close-quarters combat, gave their heavier aircraft an advantage." (Bueschel, 8).

-- airframe progression sideview (Docavia #7) / sideviews / another Ki-43-IIb 3-view /

-- [captured Ki-43-Ic offered as premium aircraft for China in update 1.3]

-- Pilot Testimonials

Kawasaki Ki-28 -- "Bob" (11/1936) -- Experimental Fighter

Production

Airframe

Engine

Speed

Armament

Bombs

1 (11/1936)

1 (12/1936)

Ki-2801

Ki-2802

IV Kawasaki Ha-9-IIb 800-850hp

410 km/h @ SL

486 km/h @ 3500m

485 km/h @ 3900m

II 2x7.7mm Type 89 (S)

None

Data: Green Mikesh *Mikesh claims Kawasaki Ha-9 II Ko 720-800hp

-- "For various reasons, the Army did not accept any of the low-wing monoplane fighter proposals submitted in 1934 ... these were the [Ki-5, Ki-11 and Ki-18 which became A5M]. Instead, until an acceptable monoplane design was available, the Army chose the classic biplane and more maneuverable [Ki-10] fighter for production beginning [12/1935], hoping its troublesome engine problems would be solved. Recognizing that the next generation of fighters would be monoplanes, in [04/1936] the Army announced a new competition." (Mikesh, 157)

-- "... cantilever low-wing monoplane with split flaps and aft-sliding canopy ... 2 prototypes completed [11/1936] and [12/1936] ... evaluated in competition with [Ki-27 and Ki-33]." (Green, 316)

-- "Nakajima and Mitsubishi selected air-cooled engines ... but Kawasaki chose the traditional water-cooled ... considerable controversy at this time as to which engine would be the better choice. Retractable undercarriages were being adopted for the United States and European fighters, but Japanese designers decided to retain the lighter and less troublesome non-retractable undercarriage, and to concentrate their attention on better streamling [for more detail see Januszewski on A5M development]." (Mikesh, 157)

-- "... Takeo Doi was chief designer ... Using his previous experience with the Ki-5 as a starting point, his major differences included a manually-retractable radiator for the engine coolant, a straight wing center section with slight taper on the outer panels, and an aspect ratio greater than 7 to enhance speed, climb and maneuverability. A semi-enclosed cockpit was faired into the fuselage, and Kawasaki adopted for the first time manually-operated split flaps." (Mikesh, 157)

-- "The design of the Ki-28 was begun [11/1935], and a year later the 1st prototype was completed and 2nd [12/1936]. After company testing at Kagamigahara, the 2 prototypes were flown to the Army for evaluation at Tachikawa. Tested against the other contenders, [Ki-27 and Ki-33], all three were fairly evenly matched." (Mikesh, 157)

-- "The Ki-28 recorded the highest speed at [486 km/h] and was superior to the others above 5000m in climb and acceleration. The Ki-28 was really a 'heavy fighter' when compared with the other two entries. Its turning radius was greater, but able to fly faster than the two competitors, the time taken to make a turn was the same. Therefore, in this aerial combat test, it was difficult to conclude which was the best fighter. The Army's steadfast policy in demanding the best close-in dog fighting capability prevailed; thus, in [03/1937] the Ki-28 was regarded as unacceptable. Had the Army recognized the advantage of high-speed in hit-and-run tactics sooner, the Ki-28 would have been much more highly regarded. Later, the Army reversed this policy, which made possible its acceptance of the [Ki-60 and Ki-61] fighters." (Mikesh, 157)

-- "The Ki-28 was marginally faster than the other contenders and offered better climb, acceleration and altitude performance. These advantages were offset by poorer maneuverability, however, and in particular, a larger turning radius. Thus, the Ki-28 was rejected in favor of the Ki-27. No further development [of Ki-28] ... but ... provided Kawasaki with invaluable experience in developing the Ki-60 and Ki-61." (Green, 316)

-- short competition story under Ki-18 and Ki-33 premiums. For detailed narrative see Bueschel's Aircam Aviation series on the Ki-27.

-- Climb: 2:54 to 3000m (Docavia #7); 5:10 to 5000m; ceiling 11000m (Mikesh, 158)

-- Weight: 1420kg empty, 1760kg loaded

-- prototype sideview comparison (Docavia #7)

-- Ki-10 biplane to Ki-28 monoplane in pictures (source = Encyclopedia of Japanese Aircraft 1910-1945, Volume 4, Kawasaki, edited by Tadashi Nozawa and Takashi Iwata).

Kawasaki Ki-45 Toryu (Dragon Killer) 屠龍 -- "Nick" (01/1939, 09/1941+) -- Experimental Two-Seat Fighter

Production	Airframe	Engine	Speed	Armament			Bombs
0 (incomplete mockup) 3 (01-05/1939)	Ki-38 Ki-45 prototype	IV 2x Kawasaki Ha-9-IIb * III 2x Nakajima [Mercury] Ha-20b 730hp 820hp @3900m	480 km/h @ 4000m	II 2x7.7mm Type 89 (N)	1x20mm Ho-3	1x7.7mm Type 89 rear
8 (07/1940-02/1941)	Ki-45 Type 1 prototype	IV 2x Nakajima Sakae Ha-25 1050hp 970hp @3400m	520 km/h @ 3500m	II 2x7.7mm Type 89 (N)	1x20mm Ho-3	1x7.7mm Type 89 rear
3 (08/1941-10/1941)	Ki-45 KAI prototype	IV 2x Nakajima Sakae Ha-25 1050hp 970hp @3400m		**	**	**
12 (10/1941-12/1941)	Ki-45 KAI pre-production	IV 2x Nakajima Sakae Ha-25 1050hp 970hp @3400m		**	**	**	2x250kg
1198* (01/1942-07/1945)	Ki-45 KAIa	IV 2x Nakajima Sakae Ha-25 1050hp 970hp @3400m	547 km/h @ 7000m	IV 2x12.7mm Type 1 (N)	1x20mm Ho-3	1x7.92mm Type 98 rear	2x250kg
1198* total KAIa/b/d	Ki-45 KAIb	IV 2x Nakajima Sakae Ha-25 1050hp 970hp @3400m		1x20mm Ho-3 (N)	VI 1x37mm Type 98	1x7.92mm Type 98 rear
		V 2x Mitsubishi Zuisei Ha-102 1080hp 1050hp @2800m 950hp @5800m					2x250kg
3 (09/1943)	Ki-45-II / Ki-96 single-seat	VII 2x Mitsubishi Kinsei Ha-112-II 1500hp 1350hp @ 2000m 1250hp @ 5800m	600 km/h @ 6000m	VI 1x37mm Ho-203 (N)	VI 2x20mm Ho-5		2x250kg
477 (04/1944-12/1944)	Ki-45 KAIc night fighter	V 2x Mitsubishi Zuisei Ha-102 1080hp 1050hp @2800m 950hp @5800m	540 km/h @ 6000m	VI 2x20mm (oblique) ***	VI 1x37mm Ho-203	1x7.92mm Type 98 rear	2x250kg
1198* total KAIa/b/d	Ki-45 KAId anti-shipping	V 2x Mitsubishi Zuisei Ha-102 1080hp 1050hp @2800m 950hp @5800m		VI 2x20mm Ho-5 (N)	VI 1x37mm Ho-203	1x7.92mm Type 98 rear	2x250kg

Data: Francillon * same engine used by Ki-10-II KAI, Ki-28, Ki-32 ** many variations on Ki-45 KAI armament, including 2x37mm in the nose, see table here (Francillon, 101) or here (Francillon, Profile No.105)

*** Guttman claims that 2x12.7mm Ho-102 was tried in oblique configuration as well. (Guttman, 261)

-- "One development which did not escape [attention of the Japanese] ... was the sudden enthusiasm for twin-engined long-range fighters generated by specifications simultaneously issued in France and Germany [late 1934]. Faced with long overwater flights in the eventuality of war operations in the Southwest Pacific and with the immensity of Southeast Asia, the Japanese Air Forces were naturally inclined to view with more than a passing interest the appearance of new aircraft types potentially capable of solving the range deficiency of the contemporary single-engine fighters. However, some 30 months passed without any concrete action and [when specifications finally issued 03/1937, the French, Germans, and Dutch were already test flying Potez 630, Bf 110, Fokker G.I]." (Francillon, 3)

Ki-45

-- "... [12/1937] an agreement was reached between members of the Air Headquarters (Koku Hombu) and the Army Aeronautical Research Institute [Rikugun Kokugijutsu Kenkyujo at Tachikawa] and a new specification calling for a twin-engined two-seat fighter was presented to Kawasaki. This manufacturer was instructed to initiate work on the Ki-45, as the new project was designated, by updating and revising its Ki-38 data [change in specifications required] ... Immediately after [01/1938] work started in earnest at Kawasaki's Gifu plant under the leadership of Takeo Doi, who had replaced Isamu Imashi as chief project engineer, and his deputy Tsuyoshi Nemoto ... Kawasaki had no previous experience with high performance twin-engined aircraft with landing gear ... thus quite remarkable to note that the detailed engineering design was completed [10/1938], a mere 10 months after receipt of the contract." (Francillon, 4)

-- protracted flight trials began 01/1939 ... [details] ... by the end of 1939 the maximum speed attained by the three Ki-45 prototypes was [480 km/h @ 4000m] ... In [04/1940] the Koku Hombu of the [IJA] instructed Kawasaki to install a pair of 14-cylinder radial Nakajima Ha-25 on one of the uncompleted airframes [of which there were 6]. Not only was the Ha-25 more powerful [970hp @ takeoff, 1050hp @ 8340 ft] than the Ha-20b but it had a smaller diameter [to reduce drag] ...[detailed description of refinement] ... first flight [07/1940; a month later attained 520 km/h @ 3500m; still not up to specification but improved and now known as Experimental Improved Type 1 Ki-45]." (Francillon, 5)

-- [Essentially, the story of the Ki-45 to this point is one of Kawasaki gathering experience with producing a functional twin-engine aircraft by overcoming the challenges of aerodynamic refinement with radial engines and retractable landing gear.]

Ki-45 KAI

-- "Whilst flight trials of the [Type 1 Ki-45] was getting underway, Takeo Doi and his team initiated a complete redesign ... to correct the last deficiencies, to improve the performances and to simplify quantity production ... [changes made to wing shape, wing area, engines mounted lower on the wing, tail surface redesigned, slimmer fuselage, equipment/armament changes] ... Army agreed [10/1940] and detailed design was completed by Kawasaki [05/1941]." (Francillon, 5-6)

-- "The 1st prototype of the redesigned aircraft [Ki-45 KAI] ... was rolled out at the Gifu plant [08/1941] and entered flight trials [09/1941]. By the end of 1941, 2 additional prototypes and 12 preproduction aircraft had been manufactured and [acceptable flight test results led to adoption as] the Army Type 2 Model A Two-seat Fighter Toryu (Dragon Killer) [designated Ki-45 KAIa] and instructing Kawasaki to manufacture ... in its new Akashi plant as well as in its main Gifu plant." (Francillon, 6)

-- "Entering service at a time when the Japanese air forces had wrested the control of the skies from the Allied air forces the Toryus were often used for anti-shipping and ground attack duties in which they met with considerable success. However, like its German counterpart, the Bf 110, the Toryus proved to be of limited value when operated as a long-range fighter, the mission for which the aircraft had been designed. Although quite maneuverable for a twin-engined fighter this aircraft was outclassed when pitted against Allied single-engined fighters and its slow-firing 20mm cannon proved of little value in air-to-air combat. However, when opposing P-38's at medium altitude the Toryus easily outmaneuvered the American aircraft which suffered even more of the inherent lack of maneuverability of twin-engined fighter aircraft. Another feature of the aircraft which won popularity was the fuel tank protection, an unknown luxury in contemporary Japanese aircraft." (Francillon, 6)

-- Production of Ki-45 KAI by Akashi plant began 12/1942 and surpassed Gifu plant by approximately 06/1943. Gifu plant ceased manufacturing Ki-45 KAI's 09/1943. (Francillon, 6)

-- "When the [Ki-45 KAIa] entered service in quantity over China [11/1942], it was with a chutai of the 16th Sentai, replacing that squadron's Mitsubishi Ki-30 light bombers. At about the same time, the newly activated 21st Sentai in Hanoi, Indochina, replaced its initial complement of Ki-27's with Nakajima Ki-43's and Ki-45's, and in [04/1943] the 13th Sentai in New Guinea began to receive Ki-45's to supplement its Ki-43's. In all of those units, and in the 5th Sentai, which joined the 13th in New Guinea in [07/1943], the Ki-45's served primarily in the fighter-bomber role, attacking ground targets and small Allied vessels." (Guttman, 261)

-- First operational units to receive the Ki-45 were the 21st Sentai [to Burma 10/1942], and 16th Sentai [to mainland China 11/1942]. Ki-45's were received as early as 08/1942 by the 5th Sentai which deployed to New Guinea 07/1943. (Francillon, 6)

Ki-45 KAIb

-- "Late in 1943 the [Ki-45 KAIb] was introduced, with the 20mm ... in place of the twin 12.7mm[s], and its place in the ventral tunnel taken up by a 37mm handloaded Type 98 cannon." (Guttman, 261)

KI-45 KAIc

-- "In early 1944, an increase in nocturnal bombing raids by Consolidated B-24 Liberators led Ki-45 units in the South Pacific area to turn their planes into improvised night fighters by removing the fuel tank in the upper fuselage aft of the cockpit and installing twin oblique 12.7mm Ho-102 machine guns or 20mm Ho-5 cannon in its place, similar to the Schräge Muzik arrangement employed in Luftwaffe night fighters. Although the modified Ki-45's carried no radar, the 5th and 13th Sentais claimed some successes over the East Indies, New Guinea, and Rabaul, prompting Kawasaki to standardize the oblique 20mm Ho-5 mount in a final production variant, the [Ki-45 KAIc], which also replaced the Type 98 cannon with a semiautomatic recoil-operated Ho-203 cannon, which had a slightly lower muzzle velocity than the handloaded weapon, but which could use a 25-shell magazine with a rate of fire of 130 rounds per minute. One [Ki-45 KAIc] was trial-fitted with air intercept radar, but it was never standardized in production aircraft." (Guttman, 261)

-- " ... the Ki-45 KAIc ... [claimed] at least 8 Superfortresses on their first mission." (Francillon, 99)

-- "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-51 -- "Sonia" (06/1939+, 1941) -- Army Type 99 Assault-plane

Edited by J311yfish, 21 September 2016 - 09:58 PM.

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J311yfish #89 Posted 21 March 2014 - 02:51 PM

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Tier V

Mitsubishi A6M2 Reisen -- "Zero" (12/1939)

Specifications in-game // development timeline

Notes:

-- see progression from A6M1 above

A6M2

-- "Originally scheduled to be sent to China [05/1940], in spite of delays the aircraft were ready at the end of [06/1940]. By the first week in [07/1940] a cadre of select A5M4 96 Kansen pilots were being converted to the experimental A6M2, flying in two new JNAF squadrons of the 12th Combined Naval Air Corps in China, created for the purpose. Carrier trials also took place at sea on the Kaga in June, and this time the faster, more powerful A6M2 was obviously passing with glory. The Japanese Navy had a remarkable new contemporary fighter ready for production less than a year after World War II began in Europe." (Bueschel, 11)

-- "... the design was frozen and arrangements were made to have the A6M2 Model 21 produced by Nakajima also, with the first production model coming off the lines at Koizumi late [11/1941]." (Bueschel, 11)

-- "... on [09/13/1940] ... the Zero-Sen drew first blood. Pretending to leave the target area with the bombers, the Japanese fighters under command of Lieutenant Saburo Shindo and Sub-Lieutenant Ayao Shirane suddenly turned around and came back over Chunking about thirty minutes later. Diving out of the sun into a sky crowded with Chinese fighters, the Japanese shot down 27 Polikarpov I-15bis and I-16 and Curtiss Hawk III fighters in half-an-hour. The first Zero-Sen 'ace' came out of this single battle, when Petty Officer Koshiro Yamashita shot down five of the Russian-built Chinese fighters." (Bueschel, 12)

-- "The Hawaiian Operation, as the attack on Pearl Harbor is known to the Japanese, got underway on [11/22/1941] ... The 100 B5N2's, carrying torpedoes and armor piercing bombs, and the 40 D3A1 dive bombers were escorted by A6M2's ..." (Francillon)

-- Several hundred A6M2 Model 21's manufactured by [Nakajima at Koizumi]; 804 produced by Mitsubishi (64 A6M2 Model 11, 740 A6M2 Model 21). (Francillon)

-- "The very idea of hanging a big, heavy, cumbersome bomb on the Zero was an anathema to the Japanese Navy Air Force. It was only the desperation of the last years of the war that forced the Fighter/Bomber concept on the Japanese. To meet this demand for a Fighter/Bomber, a 250 kg bomb rack was designed and retrofitted to service aircraft." (Nohara, 43)

-- "YO-101, an A6M2 Model 21 special training aircraft [was] used for training pilots to fly the rocket powered Mitsubishi J8M1 'Shusui' interceptor ..." (Nohara, 20)

A6M2-N

-- details here under Tier V Alternates

A6M3

-- "The first A6M3 was completed [06/1941] and, except for a new cowling incorporating the supercharger air intake in its upper lip, was externally identical to the A6M2. The "Sakae 21" was driving a constant speed propeller with a diameter increased to 3.05m and, due to its larger size and weight, the fuselage petrol tank capacity had to be reduced from 98 liters to 60 liters ... operational units [requested removal of] wing folding mechanism and aileron tab balance ... to ease production ... thus reducing span to 11m ... [placed in production as] Navy Type 0 Carrier Fighter Model 32 (A6M3) ... [square-tipped wing]." (Francillon, 3)

-- Allied code name "Hamp" (thought to be a new model), later changed to "Zeke 32". (Francillon, 3-4)

-- "The combined effect of the reduction in fuselage petrol tank capacity and of the increased fuel consumption ... resulted in a reduction in range when compared to the A6M2. As range was a critical factor in the Solomons, operational units began asking for a modified version ... with a range capability at least equal to that of the earlier version ... After [34 Model 32's produced] Mitsubishi switched to the Model 22, still carrying the short designation A6M3 ... made use of the long wing of the A6M2 with manually folding wing tips modified to incorporate a 45 liter capacity petrol tank outboard of the cannon bays between two spars. With this modification ... longest range of any Reisen and production totalled 560 [by Mitsubishi] and an unspecified number by Nakajima. At least three examples ... were fitted with wing-mounted 30mm cannons and were tested operationally against Allied bombers at Rabaul. Late production aircraft were fitted with long barrel Type 99 Model 2 20mm cannons protruding from the wing leading edge, and were designated Model 22A." (Francillon, 4)

A6M4

-- "... designation applied to two A6M2's fitted with an experimental turbo-supercharged Sakae engine. The design, modification and testing of these two prototypes was the responsibility of the Dai-Ichi Kaigun Gijitsusho (First Naval Air Technical Arsenal) at Yokosuka and took place in 1943. Lack of suitable alloys for use in the manufacture of the turbo-supercharger and its related ducting resulted in poor operation marred by numerous ruptures of the ducting, and fires. Consequently further development ... cancelled ... still providing useful data for future aircraft, and the manufacturing of the more conventional A6M5, already under development ... was accelerated." (Francillon, 12)

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

Production	Airframe/Variant	Engine	Speed	Armament		Bombs
8 (03/1942+) FF 05/1942	J2M1 (M-20)	VI Kasei HA-32-13 (MK4C) 1430hp (3-blade) 1400hp @ 2700m 1260hp @ 6100m	578 km/h @ 6000m	III 2x7.7mm Type 97 (S)	VI 2x20mm Type 99 Model 1 Type 3 (W)	II 2x30kg
~131 FF 10/1942	J2M2 Model 11	VII Kasei HA-32-23 (MK4RF) 1800hp 1575hp @ 1800m 1410hp @ 4800m (flat raised windscreen panel, improved cooling, improved exhausts, fitted for water/methanol injection)	596 km/h @ 5450m	III 2x7.7mm Type 97 (S)	VI 2x20mm Type 99 Model 1 Type 4 (W)	II 2x30kg
307+128 (21)	J2M3 Model 21 J2M3a Model 21a	VII Mitsubishi Kasei HA-32-23 (MK4RF) 1820hp	612 km/h @ 6000m	VI 2x20mm Type 99 Model 1 (W) VII 2x20mm Type 99 Model 2 (W)	VII 2x20mm Type 99 Model 2 (W) VII 2x20mm Type 99 Model 2 (W)	2x60kg
1	J2M4 Model 32	VII Mitsubishi Kasei HA-32-23 1820hp	577 km/h @ 9300m	VI 4x20mm Type 99 Model 1 (W)	VII 2x20mm Type 99 Model 2	2x60kg
(1 modified J2M3)	J2M4 Naval Arsenal Mod.	VII Mitsubishi Kasei HA-32-23a 1820hp	577 km/h @ 9300m	VI 4x20mm Type 99 Model 1		2x60kg
43	J2M5 Model 33	VII Mitsubishi Kasei HA-32-26 1800hp	615 km/h @ 6585m	VI 2x20mm Type 99 Model 1	VII 2x20mm Type 99 Model 2	2x60kg
2	J2M6 Model 31	VII Mitsubishi Kasei HA-23-23 1800hp	590 km/h @ 5450m	VI 2x20mm Type 99 Model 1	VII 2x20mm Type 99 Model 2	2x60kg

Data: Peczkowski, Nozawa & Iwata // J2M development clarified (Peczowski) // development timeline // specs in Japanese (Nozawa & Iwata, 209)

Notes from Peczkowski:

-- "...designed against a requirement for a high speed and high rate-of-climb land-based interceptor fighter [analogous to Ki-44] ... to be employed for air defense of important strategic positions. This class of aircraft was known in Japan as the Kyokuchi Senoki, or Kyokusen in short ... work on this subject entrusted directly to Mitsubishi [work commenced 1938 under leadership of Jiro Horikoshi] ... preliminary designs not completed before [09/1939 due to A6M priority]. Work [started 03/1940 assisted by Yoshitoshi Sone and Kiro Takahashi." (Peczkowski, 5-6)

-- [sidenote -- a Kijiro Takahashi led development of the J8M; they might be the same person].

-- "...very innovative by Japanese standards, featuring a low wing with symmetrical airfoil and slotted flaps. In order to minimize drag a very low cockpit canopy was used ... The engine cowling was very slim, with a small air intake, which forced the designers to use a fan to achieve proper cooling airflow. All these innovations [resulted in delays, therefore leadership of the project delegated to] Kiro Takahashi." (Peczkowski, 6)

-- [Prototype completed 03/1942, first flight May 20 1942 at Kagamigaura aerodrome.]

J2M2 Model 11

-- "redesigned cockpit glazing, with a flat windscreen panel, and significantly raised. [Engine] replaced with one that featured improved cooling and individual exhausts ... fitted for water/methanol injection ... fan shaft length reduced to eliminate vibrations ... [overall airplane length reduced]. During production this version was subject to further modifications ... including oil cooler air intake under the engine]." (Peczkowski, 7)

J2M3 Model 21

-- "... principle difference lay in the armament ... necessitated strengthening of the wing structure ... instrument panel redesigned. Armor protection was also improved. The changes resulted in increased weight and consequently deterioration in the performance of the airplane. [New cockpit canopy began being installed after testing on the J2M6 developed in parallel." (Peczkowski, 9)

J2M3ko Model 21ko

-- replaced Type 99 Model 1 cannons in the wing with Type 99 Model 2 mounted in under-wing pods. (Peczkowski, 12)

J2M4 Model 32

-- "Attempts to improve ... performance focused on turbo-supercharged engine trials. The first prototype of this version was powered by the Mitsubishi Kinsei 23hei (Kasei 21a) engine fitted with [Mitsubishi] supercharger ... used J2M6 fuselage with two cannon fitted after of the cockpit [schrage musik configuration upward 30-degrees for anti-bomber duty]. (Peczkowski, 17)

-- "The second prototype was fitted with the same engine, but with a different supercharger, made by Dai-Nijuichi Kaigun Kokuso (21st Aircraft Arsenal of the Navy) at Sasebo. This prototype was longer than its predecessor, and featured altered engine cooing gills ... designated J2M4Kai Model 32Kai. This conversion was performed by Yokosuka Kaigun Koku Gijitsusho. [Only two prototypes built] because major problems with turbo-superchargers made immediate start-up of series production impossible. American documents listed only one J2M4 ... describing the other as a J2M3 converted to a supercharged version." (Peczkowski, 17)

-- "...Mitsubishi turbo-supercharger [on J2M3 or J2M6 pictured]... probably a field modification because there are no records in the official documents about a third J2M4." (Peczkowski, 18)

-- [sidenote -- the appearance of the turbo-supercharger is visually similar Ki-87's]

J2M5 Model 33

-- "... version [also to be] a high altitude fighter ... new powerplant [Kasei 26] tested in J2M2 airframes no. 42 and 48." (Peczkowski, 19)

-- "... production version powered with [Kasei 26ko] fitted with a three-stage centrifugal supercharger. This was the fastest Raiden version, reaching a top speed of 615 km/h @ 6800m." (Peczkowski, 19)

-- "At least one of the airplanes, as shown in surviving photos, was armed with [2x30mm Type 5] instead of [4x20mm]." (Peczkowski, 19)

-- "...due to the small number of Kasei 26 engines made, some J2M5 airframes [may have been] fitted with Kasei 23ko engines, making them similar to the J2M6." (Peczkowski, 19)

J2M6 Model 31

-- "Externally this version looked like a combination of the J2M3 airframe with the J2M5 cockpit. Tests of this version were probably carried out using the J2M2 airframe no. 31. It seems very likely that this J2M6 prototype was used for testing of the new cockpit and the flat fuselage top portion in front of the windscreen. Probably two prototypes were built, one being converted to the high altitude version (J2M4). This airplane appeared before the J2M4 and J2M5, but development work continued in parallel." (Peczkowski, 20)

Development work and field modifications

-- "J2M6ko Model 31ko under development was going to use J2M3ko airframe with the J2M3 cockpit (similar to J2M6)." (Peczkowski, 21)

-- "J2M7 Model 23 [under development] ... similar to J2M3, was going to be powered by the Kasei 26ko engine." (Peczkowski, 21)

-- "Probably several aircraft were used for testing of various supercharged engines." (Peczkowski, 20)

-- "Other variants were developed:

J2M5ko Model 33ko [Kasei 26ko and 4x20mm Type 99 Model 2]
J2M7ko Model 23ko
J2M8 [with cut down rear fuselage to achieve all-around vision canopy] similar to that of the A6M Zero."
Many J2M3 aircraft had cannon fitted aft of the cockpit, similar to the J2M4 ... [exact number of modifications is not known]."

-- "...photographs exist of aircraft with a cannon fitted obliquely under the cockpit and firing upwards." (Peczkowski, 21)

Notes from Francillon:

-- "The [IJN]'s decision to stress speed and rate of climb rather than maneuverability and range as the most important requirements for a new land-based interceptor fighter was a bold departure from their established procedure ... but its realization was to be plagued by numerous delays." (Francillon, 388)

-- "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)

-- "To minimize drag the large Kasei 13 radial was fitted with an extension shaft and an air-driven fan allowing the use of a fully tapered cowling of comparatively narrow cross section. A low aspect ratio wing of laminar section was selected and combat flaps were fitted to improve maneuverability. Further attention to drag reduction resulted in the adoption of an extremely shallow curved windscreen canopy. Design ... progressed rapidly, but development problems with the engine cooling system and the laminar flow aerofoil section, combined with the priority given to the development of the A6M ... delayed the completion of the first prototype J2M1 [M-20], until [02/1942]." (Francillon, 389)

-- "[After initial test flights] the first modification consisted of replacing the shallow extended curved windscreen with a more conventional unit with optically flat bullet-proof panels. The troublesome Kasei 13 and its complicated extension shaft was replaced by a MK4R-A Kasei 23a modified to incorporate the fan cooling system and fitted with individual exhaust stacks and water-methanol injection. With the new engine, the length of the nose could be reduced, further improving the pilots view during landing ..." (Francillon, 389-390)

J2M2 Model 11

-- "...accepted for production as the Navy Interceptor Fighter Raiden (Thunderbolt) Model 11 in [10/1942]. Unfortunately, protracted troubles with the Kasei 23a, the first Japanese-developed engine with water-methanol injection, constantly delayed the program. Excessive emission of smoke at maximum rated power was eliminated by adjusting the fuel and water-methanol injection systems, but engine vibration proved a more difficult problem to solve. At certain engine and propeller speeds critical and uncontrollable vibration frequency occurred ... finally eradicated by improved engine mounting shock dampers and propeller modifications. The combined effect of these teething troubles, and the production priorities given to the A6M, resulted in an extremely slow delivery rate, and at the end of the fiscal year [03/1943], six months after the aircraft had been accepted for production, only 14 aircraft, including the three J2M1 prototypes, had been delivered ... [further incidents] caused new delays." (Francillon, 390-391)

J2M3 Model 21

-- "...characterized by a stronger wing housing [2x20mm Type 99 Model 2 and 2x20mm Type 99 Model 1 cannons] completely within the wing, the fuselage-mounted guns being dispensed with. Manufactured alongside the J2M2, the J2M3 Model 21 soon supplanted it and became the major production model of the Raiden series. Service pilots still complained about the poor lateral and rear visibility, and performance, which with the J2M2 had almost reached the specification requirements, once again fell below par when the heavier but better-armed Raiden Model 21 was built. Accordingly [06/1944], the Navy decided to adopt the faster [N1K1-J] as its main interceptor fighter and to continue [J2M] production at a reduced pace until [A7M] could be placed in production. However this decision did not prevent the realization of two additional variants ... with better high-altitude performance ... [most ambitious] was the J2M4 Model 34 powered by a turbosupercharged MK4R-C Kasei 23c. Mounted in the fuselage behind the cockpit and fitted with a large air intake on the port side of the cowling, the turbosupercharger allowed the rated power of 1420hp to be maintained up to 9200m instead of only 4800m as on the standard Kasei 23a. Room was still found in the fuselage to mount two oblique-firing 20mm cannon. Capable of reaching a speed of [583 km/h @ 9200m], the J2M4 would have been a valuable addition to the units attempting to ward off the B-29's which flew over Japan at altitudes exceeding the practical combat ceiling of most Japanese fighter aircraft, but teething troubles with the complex turbosupercharger forced the cancellation of the project after the completion of only two J2M4's." (Francillon, 391-394)

-- another 3-view (Docavia #7)

J2M5 Model 33

-- "The second high-altitude version ... J2M5 Model 33, proved more successful. Retaining the airframe of the J2M4 with its wider and roomier cockpit offering improved visibility ... powered by a MK4U-A Kasei 26a with a mechanically driven, three-stage supercharger ... fastest version of the Raiden, reaching [615 km/h @ 6800m]" (Francillon, 393-394)

-- By the time the J2M5, which had begun its test program [05/1944], had completed service trials, the war situation had again materially deteriorated for Japan, which was now being bombed by the USAAF Boeing B-29's. As a result the Raiden was again in great demand, and the J2M5 version was placed in production at the Koza Kaigun Kokusho (Koza Naval Air Arsenal) while Mitsubishi built 260 Raiden Model 21's and some 34 Raiden Model 33's, bringing total production by the parent company to 476 aircraft." (Francillon, 394)

other versions

-- "Several other versions were built or designed by Mitsubishi, but all differed only in minor details from the major production models:

J2M3a Model 21a -- 21 built -- identical to J2M3 except that two Type 99 Model 1 cannons were replaced by Type 99 Model 2 cannons [higher firing rate].
J2M6 Model 31 -- 1 built -- J2M3 airframe with wider cockpit and domed canopy of J2M5.
J2M6a Model 31a -- 0 realized -- [implied that this was to have all of the above -- Model 2 cannons, J2M3 airframe, J2M5 canopy]
J2M7 Model 23 -- 0 built -- J2M3 airframe with Kasei 26a engine; planned modification of J2M3 airframe.
J2M7 Model 23a -- 0 built -- Kasei 26a engine, J2M5 domed cockpit canopy, 4x20mm Type 99 Model 2 cannons.
J2M5a Model 33a -- 0 built -- [externally similar to above, was to be built as a new aircraft]
Drawing board -- cut-down rear fuselage and canopy similar to that of the Zero.

field modifications

-- "Although a small number of Raidens had been deployed to the Philippines, where they earned the code name JACK, they were mainly used in the defense of Japan. In this role its good performance, powerful armament and adequate protection as the attributes of a successful fighter were at last recognized by their pilots who preferred it to all other Japanese operational fighters as a bomber destroyer. During the hectic months proceeding the end of the war, field units frequently modified the aircraft, and oblique-firing cannon, such as those tested on the J2M4, were often mounted on experimental Raidens. Persistently troubled by technical troubles and indecision over the future of its production, the Raidens, fortunately for the Allies, were too few and too late." (Francillon, 394-395)

J2M performance at altitude by engine (Francillon, 395-396):

-- [note that Francillon labels the engines differently]

engine	altitude (m)	horsepower (hp)	climb (mm:ss)	speed (km/h)
MK4C (J2M1)	takeoff	1430
	2700	1400
	6000			578 (J2M1)
	11000		ceiling (J2M1)
MK4R-A	takeoff	1800
	1800	1575
	4800	1410
	5300			587 (J2M3)
	5450			597 (J2M2)
	6000		5:38 (J2M2) 6:14 (J2M3)
	11700		ceiling (J2M3)
MK4R-C (J2M4)	takeoff	1820
	9200	1420		583 (J2M4)
	10000		19:30 (J2M4)
	11550		ceiling (J2M4)
MK4U-4	takeoff	1820
	2800	1510
	6000		6:20 (J2M5)
	6800	1400		615 (J2M5)
	7200	1310
	11250		ceiling (J2M5)

Data: Francillon J2M eclipsed in performance at altitude by A7M, J6K, and N1K1-J developments. J2M detailed flight data

this table needs work (an attempt to combine Peczkowski/Francillon):

Production		Airframe	Engine	Speed	Armament		Bombs
8 prototypes (03/1942+); FF 05/1942	J2M1 (M-20)		VI MK4C Kasei 13 (HA-32-13) 1430hp	578 km/h @ 6000m	III 2x7.7mm Type 97 (S)	2x20mm Type 99 Model 1 Type 3 (W)	2x30kg
~131 (10/1942-02/1944)	J2M2	Model 11	VII MK4R-A Kasei 23a 1800hp w-m	597 km/h @ 5450m	III 2x7.7mm Type 97 (S)	2x20mm Type 99 Model 1 Type 4 (W)	2x30kg
307 Mitsubishi 128 Koza Kaigun Kokusho (10/1943 and 02/1944-07/1945)	J2M3	Model 21	VII MK4R-A Kasei 23a 1800hp w-m	587 km/h @ 5300m	2x20mm Type 99 Model 1 (W)	2x20mm Type 99 Model 2 (W)	2x60kg
	J2M3a	Model 21a	VII MK4R-A Kasei 23a 1800hp		2x20mm Type 99 2 (W)	2x20mm Type 99 2 (W)	2x60kg
1 + 1 converted from J2M3 (08/1944)	J2M4 J2M4	Model 32 Modification	VIII MK4R-C Kasei 23c 1820hp w-m	583 km/h @ 9200m	2x20mm Type 99 Model 1 (W) 2x20mm Type 99 Model 1 (W)	2x20mm Type 99 Model 2 (W)* 2x20mm Type 99 Model 1 (W)	2x60kg 2x60kg
43 (05/1944 and 06-08/1945)	J2M5	Model 33	VII MK4U-4 Kasei 26a 1820hp w-m	615 km/h @ 6800m	2x20mm Type 99 1 (W)	2x20mm Type 99 2 (W)**	2x60kg
	J2M5a	Model 33a	VII MK4U-4 Kasei 26a 1820hp		2x20mm Type 99 2 (W)	2x20mm Type 99 2 (W)	2x60kg
2 (06/1944 and 02/1945)	J2M6	Model 31	VII MK4R-A Kasei 1800hp w-m		2x20mm Type 99 Model 1 (W)	2x20mm Type 99 Model 2 (W)	2x60kg
	J2M6a	Model 31a	VII MK4R-A Kasei 1800hp		2x20mm Type 99 2 (W)	2x20mm Type 99 2 (W)	2x60kg
0	J2M7	Model 23a	VII MK4U-4 Kasei 26a 1820hp		2x20mm Type 99 1 (W)	2x20mm Type 99 2 (W)	2x60kg
	J2M7a	Model 23a	VII MK4U-4 Kasei 26a 1820hp		2x20mm Type 99 2 (W)	2x20mm Type 99 2 (W)	2x60kg

Data: Francillon Peczowski // // *J2M4 and some field-modified J2M3 mounted an additional oblique-firing 2x20mm Type 99 Model 1 (F)

** Peczowski reports that at least one J2M5 was equipped with 2x30mm Type 5 cannons instead of 4x20mm (Peczowski, 19; Nozawa/Iwata)

-- report from 12/1944 indicates 563 km/h @ SL and 655 km/h @ 5304m for J2M2 Model 11 (due to improved fuel quality).

-- J2M premium or progression?

Kusho D4Y Suisei (Comet) -- "Judy" (11/1940) -- Navy Carrier Dive-Bomber

Production	Airframe/Variant	Engine	Speed	Armament	Bombs
5 (1940-1941)	D4Y1 prototype	V Daimler-Benz DB.600G 960hp	*	III 2x7.7mm Type 97 (S) and III 1x7.92mm Type 1 rear	None
(early 1942 by Aichi)	D4Y1-C recon	VI Aichi AE1A Atsuta 12 1200hp ** 1010hp @ 1500m 965hp @ 4450m	532 km/h @ 3000m		None
660+ (spring 1942-04/1944)	D4Y1 Model 11 Suisei (Comet)		552 km/h @ 4750m		up to 310kg
326+ (04/1944-08/1944)	D4Y2 Model 12	VI Aichi AE1P Atsuta 32 1400hp 1340hp @ 1700m 1280hp @ 5000m	579 km/h @ 5250m
	D4Y2 Model 12A			III 2x7.7mm Type 97 (S) and IV 1x13mm Type 2 rear
2048* total (05/1944-08/1945)	D4Y3/4	VII Mitsubishi MK8P Kinsei 62 1560hp 1340hp @ 2100m 1190hp @ 5800m	~563 km/h @ ___m	III 2x7.7mm Type 92 (S) and III 1x7.92mm Type 1 rear	up to 560kg
Projected	D4Y5	VII Nakajima NK9C Homare 12 1825hp 1670hp @ 2400m 1560hp @ 6550m	___ km/h @ ___m	III 2x7.7mm Type 92 (S) and IV 1x13mm Type 2 rear	up to 800kg

Data: Francillon. *no speed indicated; however the specification called for the aircraft to exceed 518 km/h, and test flights begun 12/1940 "exceeded the Navy's most optimistic hopes" (Francillon, 455)

** Munson claims Atsuta 21 1200hp (Munson, 106)

Notes:

-- inspired by Heinkel He118V4 acquired by the Japanese in spring 1938 [DXHe1] ... designed to be smaller/faster ... design team led by Masao Yamana (Francillon, 454-455)

-- initially used for night fighter/recon (along with J1N1) while structural engineering refined to make suitable as a dive bomber (after 03/1943).

-- "... the fastest carrier-based dive-bomber of World War II." (Fredriksen, 333)

-- D4Y1 development details (Francillon); further developments D4Y3/4/5.

D4Y1 & D4Y2

-- "When the prototype D4Y1 made its first flight in [11/1940] it became the first [IJN] aircraft since 1932 to fly with an in-line engine. The Navy's 1937 specification, to which it was designed, had called for a 2-seat, carrier-based dive bomber with a range of 920-1,380 miles (1,480-2,220 km) and a speed as fast as the A6M2 Zero fighter. [Kusho]'s design proposed an airplane with a comparatively small airframe, in which the minimal frontal area of an in-line engine was an important factor ... production D4Y1's [were powered by] the 1,200 hp Aichi Atsuta 21 [**]. Apart from five hundred completed by the Hiro Naval Air Arsenal, Aichi also built all of the two thousand three hundred and nineteen D4Y's that were produced. [D4Y1 Model 11] entered production early in 1941, but when various structural weaknesses became apparent during service this was supplanted by the strengthened D4Y2 with the Atsuta 32 engine." (Munson, 106)

-- "... first appeared operationally in a reconnaissance role, designated D4Y1-C ... from the carrier Soryu [during Battle of Midway]. [D4Y2] was used initially as a dive bomber, but by the time of the Marianas campaign in [09/1944] -- its first major action -- this also (as the D4Y2-C) had become used for reconnaissance." (Munson, 106)

D4Y3

-- "Delivery of Atsuta engines, however, fell behind the airframe production date, and gave rise to the D4Y3 Model 33, in which a change was made to the 1,560 hp Mitsubishi Kinsei 62 radial engine [engine found on A6M5 in-game]. Some loss of performance with this engine was accepted as the price for virtual elimination, in the D4Y3, of undercarriage retraction difficulties and other problems encountered in earlier models." (Munson, 106)

-- "By the time the radial-engined D4Y3 appeared, Japanese carrier losses were such that the 'Judy' operated almost equally from shore bases." (Munson, 106)

-- "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)

D4Y4

-- "During the final year of the war there appeared the D4Y4 Model 43, a single-seat conversion of the D4Y3 adapted for suicide attacks with 1,764 lb (800 kg) of high explosive on board; and a number of Model 12's were converted to D4Y2-S emergency night fighters for home defense in 1945. These had one or two 20mm cannon placed behind the rear cockpit to fire obliquely up and forward." (Munson, 106)

D4Y5

-- final version D4Y5... additional crew and fuel protection ... under development at war end ... to enter production late 1945. (Francillon, 461)

design connection to Aichi M6A

-- "The problems being encountered with the D4Y development also contributed to the decision to abandon another interesting project. In mid-1942 it had been proposed that a modified D4Y1 -- to be named Keisei -- should be built as a special assault aircraft to be used aboard the 18 giant I-400 class submarines then under construction. Instead, the decision was then taken to design and construct a completely new aircraft for this purpose, and in consequence the Aichi M6A Seiran (Mountain Haze) bearing considerably more than a superficial resemblance to the D4Y Suisei in appearance, dimensions and performance, came into being." (Richards, 148)

other relationships

-- [for more details on the liquid-cooled engine relationship shared by Aichi and Kawasaki and related development see here and entries for Ki-64, Ki-83, R2Y2]

Nakajima B6N Tenzan (Heavenly Mountain) -- "Jill" (spring 1941+) -- Navy Carrier Attack Bomber

Edited by J311yfish, 28 November 2018 - 03:04 PM.

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J311yfish #90 Posted 21 March 2014 - 03:01 PM

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Tier V (continued)

Nakajima Ki-43-II (02/1942+)

Nakajima Ki-44 Shoki (Devil-Queller) 鐘馗 -- "Tojo" (08/1940, 08/1942, 06/1943) -- Army Type 2 Single-seat Fighter

Production	Airframe	Engine	Speed	Armament		Bombs
3 (08/1940)	Ki-44 prototype	V Nakajima Ha-41 1200hp (3-blade prop)**	550 km/h @ 4000m	II 2x7.7mm Type 89 (F)	IV 2x12.7mm Type 1 (W)
7 (1941)	Ki-44 pre-production			II 2x7.7mm Type 89 (F)	IV 2x12.7mm Type 1 (W)
40 (01/1942-10/1942)	Ki-44-I (retroactive desig)	V Nakajima Ha-41 1200hp (3-blade prop)** 1260hp @ 3700m
	Ki-44-Ia	(first combat against RAF Buffalo)	580 km/h @ 3700m	II 2x7.7mm Type 89 (F)	IV 2x12.7mm Type 1 (W)	None
	Ki-44-Ib	(armament improved after combat)		IV 2x12.7mm Type 1 Ho-103 (F)	IV 2x12.7mm Type 1 (W)	None
	Ki-44-Ic	(improved landing gear retraction)		IV 2x12.7mm Type 1 Ho-103 (F)	IV 2x12.7mm Type 1 (W)	None
5 (08/1942)	Ki-44-II prototypes	(Ki-44-Ic airframe + Ki-44-Ia armament) VI Mitsubishi Ha-101 1500hp trialed, disfavored
3 (autumn 1942)	Ki-44-II pre-production	(strengthened landing gear) + (retractable tail wheel) + (new cockpit cover)
1167 total Ki-44-II/III (11/1942-12/1944)	Ki-44-II	VI Nakajima Ha-109 1520hp (3-blade prop)** 1440hp @ 2150m 1320hp @ 5250m
	Ki-44-IIa			II 2x7.7mm Type 89 (F)	IV 2x12.7mm Type 1 (W)	None
	Ki-44-IIb (definitive)		605 km/h @ 5200m	IV 2x12.7mm Type 1 (F)	IV 2x12.7mm Type 1 (W)	None
(~400)	Ki-44-IIc			see below *	see below *	None
1 P (06/1943)	Ki-44-III	VIII Nakajima Ha-145 2000hp (4-blade prop)*** 1880hp @ 2000m 1450hp @ 8000m
3 (11/1943+)	Ki-44-IIIa			VI 2x20mm Ho-5 (F)	VI 2x20mm Ho-5 (W)	None
cancelled 01/1945	Ki-44-IIIb			VI 2x20mm Ho-5 (F)	VI 2x37mm Ho-203 (W)	None

*3 armament variations for Ki-44-IIc: **also used on Nakajima Ki-49 heavy bomber ***variation of Ha-45 as used on Ki-84

IV 2x12.7mm Type 1 (F) and VI 2x37mm Ho-203 (W) or

IV 2x12.7mm Type 1 (F) and VI 2x40mm Ho-301 (W) or

VI 2x20mm Ho-3 (F) and VI 2x20mm Ho-3 (W)

Notes:

-- "In a pronounced departure from previous Japanese standards, speed and climb rate were emphasized at the expense of maneuverability." (Francillon, 215)

-- developed concurrently with Ki-43; for air defense duties as an interceptor (Bueschel, 159); “fastest-climbing Japanese fighter [4min 17sec to 5000m]” (Francillon, 215)

-- "Work began ... 1938 under the leadership of Toru Koyama." (Brindley, 50)

-- "... To meet these requirements, T. Koyama, project engineer for Nakajima ... To improve the aircraft's characteristics as a gun platform the fuselage had a large side area and the fin and rudder were mounted well to the rear of the horizontal tail surfaces, a feature found on later aircraft designed by T.Koyama. The wings had a small area of only 15m² and were fitted with 'butterfly' combat flaps." (Francillon, 216)

-- "Faced with two time-demanding fighter projects at the same time, but delighted to get the business on a non-compete basis, duplicate design teams were set up in Nakajima's Army Design Section with the understanding that a cross-pollination of ideas would be maintained. Dr. Hideo Itokawa took charge of the Ki-43, giving Tei Koyama, chief responsibility for the Ki-44 to take full advantage of his radical ideas. Itokawa was on hand for supervision, but Koyama ran the show." (Bueschel, 7)

-- Ki-44-I competed against A6M2 and Ki-43 at annual flight competition 01/1941 (Bueschel, 8); first combat against RAF Brewster Buffalo; ordered into production Jan 28 1942. (Bueschel, 9)

-- Ki-44-II prototype [Ha-41 engine] comparative trials summer 1942 vs. Bf.109E/2, Curtiss P-40E, Kawasaki Ki-61; Ki-61 rated best in performance, Ki-44-II second. (Bueschel, 9)

-- "A switch to the higher powered Ha-109 of 1520hp ... was made in engineering, an easy transition as both engines were of the same size and could be mounted in the same manner." (Bueschel, 9)

-- Jan 4 and 24 1944 met Corsairs, Hellcats, Avengers of British Carrier Task Force ... large losses forced 87th Regiment recall to Japan for home defense. (Bueschel, 10)

-- "It wasn't until the arrival of the P-51B [early 1944] that the Americans had a fighter that could match the Ki-44-IIb, which had up until that time virtually had its own way with the slower and less maneuverable P-40E and P-38 fighters of the 14th Air Force. [P-51] quickly proved itself to be faster and still be able to turn inside the Shoki." (Bueschel, 11)

-- "Allied pilots ranging over eastern China and Formosa [late 1944] ran into [Ki-44-IIc Model 2C] fighters of the 29th Fighter Regiment with cannon armament [2x12.7mm Ho-103 (N) and 2x20mm Ho-3(W)] ... Later models mounted four of the cannon [Ki-44-IIc-kai] ... 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 ... [by 09/1944] revealed as impotent against B-29 [resorting then to ramming attacks] ... remained a viable Japanese Army fighter until [war end despite low numbers in service] (Bueschel, 11)

-- "Small, fast, and durable, the Ki-44 could take a greater beating in combat than any previous JAAF fighter." (Bueschel, 12)

-- "Some of the [40mm Shokis] of which an estimated 400 were produced, 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)

-- "Early in its operational life Shoki was disliked by Service pilots because of its high landing speed and comparative lack of maneuverability. However, later in the war the JAAF pilots, particularly the younger ones without previous experience on the Ki-27's and Ki-43's, learned to take full advantage of the Ki-44's rate of climb and diving speed. The Ki-44 was restricted against snap rolls, spins, stalls and inverted flight at high speeds, and pilot protection and self-sealing fuel tanks were found ineffective against the standard Allied 0.5" machine guns. Despite these shortcomings the aircraft performed effectively, and the JAAF which, after competitive trials, had selected the Ki-44 over the Messerschmitt Bf109E as the standard Army interceptor fighter, had no reason to regret their choice." (Francillon, 222),

-- " Almost half engine, with a very small tail ... a tough brute to fly. Only an expert pilot could handle the Ki-44 Shoki because of its weight and high performance." (Bueschel, 159)

-- picture of 40mm cannon mounted on wings here; other details here (Francillon)

-- article by Bernard Millot in Le Fana de l'Aviation magazine (05/1980 #126) claims that Ki-44-IIb was also able to equip 2x100kg or 1x250kg bomb.

-- rear view / captured Shoki / another 3-view

-- development timeline

-- "When the war ended, nearly all operational Ki-44's were employed in the defense of the Japanese home islands, using their climbing ability for intercepting the high-flying B-29 Super Fortresses. Three units equipped with Ki-44's were involved in homeland bomber defense." (Mikesh, 22)

Ki-44 performance at altitude by engine (Francillon, 222-223):

engine	altitude (m)	horsepower (hp)	climb (mm:ss)	speed (km/h)
Ha-41 (Ki-44-I)	takeoff	1200
	3700	1260		580
	5000		5:54
	10820		ceiling
Ha-109 (Ki-44-II)	takeoff	1520
	2150	1440
	5000		4:17
	5200			605
	5250	1320
	11200		ceiling
Ha-145 (Ki-44-III)*	takeoff	2000
	2000	1880
	8000	1450*

*performance at altitude eclipsed by Ki-84 (Francillon, 221)

Kawasaki Ki-61-I Hien (Swallow) 飛燕 -- "Tony" (12/1941) -- Army Type 3 Fighter

Kawasaki Ki-61 Hien (Swallow) 飛燕 / Ki-100 Goshikisen (Type 5) 五式戦 -- "Tony"

Information above from Richard Bueschel 1971 (first), corroborated by Francillon 1966 (second); first flight dates from Francillon; Ki-100 speeds from Francillon. (Larger)

Notes:

Ki-60

-- At the time manufacturing rights were granted to Kawasaki in late 1939, the Daimler-Benz DB.601A was the most powerful in-line engine in the world; manufactured by Kawasaki with minor modifications as the Ha-40; Ha-140 was a further redesign.

Ki-61

-- "Where the Ki-60 had been positioned as an interceptor, the Ki-61 was developed as a Light Fighter in the [Ki-43] class, although heavier and faster than the Nakajima product it was designed to replace..." (Bueschel, 4)

-- testing 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

-- complicated hydraulic system; self-sealing gas tanks, armored pilot protection; early Ki-61's plagued by mechanical/electrical problems.

-- Allies thought the Ki-61 was a Messerschmitt; after it mounted the radial Mitsubishi [Ki-100 in 1945] it was often mistaken for Ki-84.

Ki-100

-- "Responding to the threat posed by Boeing B-29 Superfortress bombers operating from the Marianas, in 1944, Kawasaki developed a high-altitude interceptor, the Ki-61-II-Kai, only to find itself producing more airframes than the Akashi factory could match in its uprated 1500-horsepower Ha-140 engines. On [10/26/1944], the Koku Hombu suggested that Kawasaki adapt the Ki-61 airframe to the 1500-horsepower Mitsubishi Ha-112-II fourteen-cylinder air-cooled radial engine instead ... Takeo Doi initially balked a the proposal. With Japan's position becoming desparate, however, in [12/1944] he and his staff took on the challenge, working day and night using an Fw 190A as their model to adapt the Ki-61 to a different thrust line and center of gravity. Working in their favor was the fact that there was only a 99 pound difference between the two engines, largely compensated for by eliminating the Ha-140's radiator from below the fuselage. Aligning the exhaust pipes horizontally on either side of the fuselage, as Kurt Tank had done on his Fw 190A, augmented thrust to add six to nine miles per hours to the airspeed." (Guttman, 210)

-- "On [01/19/1945], Kawasaki's project was given added impetus when B-29's bombed the Akashi plant, stalling engine production for 271 Ki-61-II-Kai airframes. On [02/01/1945], the first prototype of what was designated the Ki-100-I-a Model 5 fighter was ready for testing with Maj. Iori Sakai in the cockpit. The tests astonished even Doi's team. Aside from being marginally slower than the Ki-61-II-Kai at high altitude, the radial-engine plane climbed faster, was more maneuverable, and had better takeoff and landing characteristics. Mock combats conducted at Yokota with a P-51C captured in China yielded similar results: although the Mustang could disengage at will, in a dogfight the Ki-100 outmaneuvered and out-dived it." (Guttman, 210-211)

-- "The 'Goshikisen' (Type 5 Fighter), as the Ki-100 was unofficially called, had a top speed of 367 mph and could climb as high as 35,008 feet, although its performance tended to fall off above 25,000 feet. Armament was standardized on [2x20mm Ho-5 in the fuselage and 2x12.7mm Type 103 in the wings]. While the engineless Ki-61's were being converted into Ki-100's, Doi and his team trimmed down the plane's fuselage and replaced the original canopy with a sliding-bubble type. With the completion of the first converted batch in June, the Japanese hoped to produce 200 of the improved Ki-100-I-b per month, but the American bombing campaign limited total output to 118." (Guttman, 211)

-- "Like the Lavochikin La-5, whose genesis its own roughly resembled, the Ki-100 proved to be a remarkable achievement, not so much for its creation, for which the Fw 190 and the La-5 both set precedents, but for the 3-months time in which it occurred. On a par with Japan's best fighters, the Goshikisen achieved its share of successes in 1945; but with a grand total of 369 built, it could not stave off the inevitable." (Guttman, 211-212)

-- "...development of the Ki-100 came about more or less by accident. In [11/1944], a considerable number of Ki-61 Hien airframes were in storage, awaiting delivery of license-built DB601 engines. These had proved to be unreliable in any case, so it was decided to fit the airframes with the 1500hp Mitsubishi Ha-112-II radial ... conversion of Ki-61-II airframes began immediately." (Jackson, 223)

-- "in the hands of an experienced pilot the Ki-100b had the edge of the F6F Hellcat and even match for P-51D Mustang."

-- Ki-100b received citation from JAAF for outstanding performance in combat.

-- 4 sent to the U.S. after the war for testing; some captured by the Chinese and flown by Japanese mercenary pilots until late 1940's.

-- airframe/engine transition from Ki-61 to Ki-100

-- 3-view / 3-view (Docavia #7)

Kawasaki Ki-45 KAI (09/1941) -- Army Type 2 Two-Seat Fighter

Edited by J311yfish, 23 September 2016 - 09:20 PM.

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J311yfish #91 Posted 21 March 2014 - 04:46 PM

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Tier VI

Mitsubishi A6M5 Reisen -- "Zero" (08/1943+)

Production	Airframe/Variant	Engine	Speed	Armament	Bombs
747 (08/1943+) ___ by Nakajima (1943-1944) 0 by Hitachi	V A6M5 Model 52	V Sakae 21 1100hp @ 2850m	565 km/h @ 6000m	III 2x7.7mm Type 97 (S) and V 2x20mm Type 99 (W)	2x30kg (W) or 2x60kg (W)
391 (03/1944+) ___ by Nakajima	VI A6M5a Model 52a	V Sakae 21		2x7.7mm Type 97 (S) and 2x20mm Type 99 Model 2 Mark 4 (W)	2x30kg (W) or 2x60kg (W)
470 (1944+)	A6M5b Model 52b	V Sakae 21		1x7.7mm Type 97 (S) and 1x13mm Type 3 (S) and 2x20mm (W)	2x30kg (W) or 2x60kg (W)
93 (1944)	A6M5c Model 52c	V Sakae 21		1x13mm (S) and 2x13mm (W) and 2x20mm (W)	4x30kg rockets (W)
1 __ by Nakajima (late 1944+)	A6M6c Model 53c	VI Sakae 31a 1100hp @ 2850m (water-methanol injection; disappointing)		1x13mm (S) and 2x13mm (W) and 2x20mm (W)	4x30kg rockets (W)
__ (05/1945+) __ by Nakajima (05/1945+)	A6M7 Model 63 fighter-dive-bomber	Sakae 21 or 31 1100hp @ 2850m (Sakae 31 water-methanol injection; perfected)		1x13mm (S) and 2x13mm (W) and 2x20mm (W)	2x60kg (W) and 1x250kg (F) or 1x500kg (F)
2 (FF 05/25/1945)	A6M8c Model 54c	VII Kinsei 62 1340hp @ 2100m	573 km/h @ 6000m	VI 2x13mm (W) and VII 2x20mm (W)	2x60kg (W) and 1x500kg (F)

Data: Richards and Smith (Profile 236) Specifications in-game

Notes:

A6M5 Model 52

-- "In [summer 1943], Zero-Sen No.904 (an A6M3, Model 32) was diverted from the Mitsubishi production line and subjected to the modifications supervised by engineer Mijiro Takhashi who had taken over this fighter's design development from Jiro Horikoshi in late 1941 -- to free the latter so that he could concentrate on the 14-Shi (J2M Raiden) interceptor project." (Smith, 7)

-- "... Takhashi concentrated on improving the critical diving performance by 'beefing-up' the mainplane. He added a thicker gauge metal wing skinning and rounded-off the Model 32's wingtips. The ailerons were faired into the wingtips and the tip folding mechanism was dispensed with altogether -- the mechanism had been retained in production models long after the earlier wingtips had been deleted to save production time. The [Sakae 21] ... was retained but improved, ejector-type exhaust stubs were incorporated. The Model 32's armament ... was also retained. These modifications added [200kg] ... but the new model ... attained a favorable [565 km/h at 6000m] ... maximum diving speed [increased to 660 km/h]. This was what the service pilots of the IJNAF had been pressing for, because on many occasions almost certain 'kills' had been lost because of their adversaries' superior dive speeds." (Smith, 7)

-- service trials with the prototype (adapted A6M3 Model 32) began 08/1943. (Smith, 7)

A6M8c Model 54c

-- "...in late 1944, Nakajima started to taper-off Sakae production in order to provide more facilities for [Homare] ... This cleared the way for the adoption of the Kinsei and, in [12/1944], the conversion design study was started by a team led by engineers Eitaro Shiro Kushibe and Kazuaki Izumi." (Smith, 10)

-- "...fastest of all [A6M] variants ... [first flight 05/25/1945]." (Smith, 10)

A6M8 Model 64

-- "...IJNAF made plans for ordering no fewer than 6,300 examples which were to have been the Model 64. The Mitsubishi plants at Suzuka, Shinonosha and Omi, and the Nakajima airframe factories at Wakaguri, Shizura and Koizuna were all designated for production of the Model 64 but, by the surrender on [08/15/1945] none had been completed." (Smith, 10)

A6M5 night-fighter modification

-- "In a localized unit-level attempt to operate [A6M5] as a night-bomber interceptor, maintenance crews of the 302nd Naval Air Corps undertook an armament modification whereby a 20mm cannon was anchored obliquely to fire from a position behind the pilot." (Smith, 10)

Kawanishi N1K1-J Shiden (Violet Lightning) 紫電 -- "George" (12/1942+) -- Navy Interceptor Fighter

Production		Airframe	Engine	Speed	Armament		Bombs
97 (05/1942+)	N1K1	Model 11	VI MK4D Kasei 14 1460hp (2x2-blade props) 1400hp @ 2700m 1260hp @ 6100m		III 2x7.7mm Type 97 (S)	VII 2x20mm Type 99-2 (W)	2x30 kg
	N1K1	Model 11	VI MK4C Kasei 13 1460hp (3-blade prop) 1420hp @ 2000m 1300hp @ 6000m		III 2x7.7mm Type 97 (S)	VII 2x20mm Type 99-2 (W)	2x30 kg
	N1K1	Model 11	VI MK4E Kasei 15 1530hp 1400hp @ 2600m 1280hp @ 6000m	489 km/h @5700m	III 2x7.7mm Type 97 (S)	VII 2x20mm Type 99-2 (W)	2x30 kg
0	N1K2		VII MK4R Kasei 23 1900hp		III 2x7.7mm Type 97 (S)	VII 2x20mm Type 99-2 (W)	2x30 kg
9 (12/1942+)	N1K1-J	Model X-1	VI NK9B Homare 11 1820hp (4-blade prop) 1600hp @ 2000m 1440hp @ 5700m	"575 km/h"	III 2x7.7mm Type 97 (S)	VII 2x20mm Type 99-2 (W)	2x60 kg
998	N1K1-J	Model 11	VII NK9H Homare 21 1990hp 1825hp @ 6850m	584 km/h @5900m	III 2x7.7mm Type 97 (S)	VII 4x20mm Type 99-2 (W)	2x60 kg
	N1K1-Ja	Model 11A	VII NK9H Homare 21		None	VII 4x20mm Type 99-2 (W)	2x60kg
	N1K1-Jb	Model 11B	VII NK9H Homare 21		None	VII 4x20mm Type 99-2 (W)	2x250kg
	N1K1-Jc	Model 11C	VII NK9H Homare 21		None	VII 4x20mm Type 99-2 (W)	4x250kg
~423 (12/1943+)	N1K2-J	Model 21	VII NK9H Homare 21	593 km/h @5600m	None	VII 4x20mm Type 99-2 (W)	2x250 kg
	N1K2-Ja	Model 21A	VII NK9H Homare 21		None	VII 4x20mm Type 99-2 (W)	4x250kg
2	N1K3-J	Model 31	VII NK9H Homare 21		VI 2x13.2mm	VII 4x20mm Type 99-2 (W)	2x250 kg
2	N1K4-J	Model 32	VII NK9H-S Homare 23 2000hp* 2070hp @ 1000m 1800hp @ 8000m		VI 2x13.2mm	VII 4x20mm Type 99-2 (W)	2x250 kg
1	N1K5-J	Model 25	VIII [Ha-43] 11 (MK9A) 2200hp 2070hp @ 1000m 1800hp @ 6000m IX Homare 44 2000hp (planned)* 1880hp @ 2000m 1800hp @ 8000m		VI 2x13.2mm	VII 4x20mm Type 99-2 (W)	2x250 kg

* also adapted for B7A ** also used in A7M2 ***w/ 3-speed supercharger, also planned for Ki-84R

Notes:

N1K1

-- for N1K1 details and relationship to A6M2-N see Tier V alternates here.

N1K1-J

"In [12/1941], while detailed work on [N1K1] was still in progress, the Kawanishi engineering team [proposed] a land-based version ... estimated performance of the land-based fighter was sufficiently attractive to justify the development of the aircraft and [proceeded as] a private venture. Initially, with the exception of the replacement of the ventral float and outrigger floats by a fully retractable land undercarriage, few modifications were planned. However, it was soon decided to exchange the 14-cylinder Kasei ... for the new 18-cylinder [Homare] ... expected to deliver 2000hp and thus would boost the performance of the aircraft. To take full advantage of the power available a four-blade propeller with a diameter of 3.3m was selected. The large diameter of the propeller, combined with the location of the wings at mid-fuselage, necessitated the adoption of lengthy main undercarriage legs which contracted as they retracted into the wing wells. 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. Despite the problems encountered with the design of the landing gear the construction of the prototype progressed rapidly at the Naruo plant of Kawanishi and the prototype was completed in [12/1942]." (Francillon, 320-321)

-- "On [12/27/1942], a mere 7 months and 3 weeks after the first flight of the N1K1, the prototype of the land-based fighter made its maiden flight at Itami airport. Designated Model X-1 Experimental Land-based Fighter by its manufacturers, the aircraft was powered by [Homare 11] and was armed with 2x fuselage-mounted 7.7mm Type 97 machineguns and 2x 20mm Type 99 Model 2 cannon suspended under the wings in gondolas. From the start the flight trials program was marred by engine and undercarriage teething troubles and the early Homare engine failed to develop its rated power. The company test pilot also complained of poor visibility during taxi-ing, resulting from the exceptionally long undercarriage, and of excessive propeller torque during take-off. However, in flight the aircraft possessed pleasant handling characteristics and was almost as maneuverable as the Mitsubishi Reisen [A7M]. By [07/1943] 4 prototypes had been built and one of these was handed over to the Navy. Naval personnel, prejudiced by the fact that the aircraft had been developed as a private venture, were initially quite critical of the aircraft and Service engineers insisted that the design of the aircraft left much to be desired. Performance was also disappointing and the aircraft achieved a top speed of only [574 km/h] whereas its calculated maximum speed had been estimated at [648 km/h]. This speed, however, exceeded that of the A6M5, and the Kawanishi fighter was more maneuverable and had a longer range than the slightly faster Mitsubishi J2M2. Consequently, the Navy, which by then had a pressing need for a fighter aircraft capable of meeting the U.S. Navy's Hellcats and Corsairs on equal terms, decided to instruct Kawanishi to suspend development of their J3K1 and J6K1 land-based fighters ... to concentrate on improving their land-based version of the N1K1. Concurrently with this decision the aircraft became officially known as the N1K1-J Shiden (Violet Lightning) Interceptor Fighter." (Francillon, 321-322)

-- "Additional prototypes and Service trials aircraft, built during 1943 at Kawanishi's Naruo Works, were fitted with the [NK9H Homare 21 also used by Ki-84] enclosed in a modified cowling featuring an additional lower lip scoop, individual exhaust stacks and an external oil cooler mounted on the port side of the cowling behind and below the cooling gills. These aircraft were also armed with two additional 20mm Type 99 Model 2 cannon mounted in the wings just outboard of the external cannon gondolas. By the end of 1942, 70 N1K1-J aircraft had been built at the Naruo Works, a first aircraft of the type had been delivered by the Himeji Works and quantity production had been authorized as the Navy Interceptor Fighter Shiden Model 11." (Francillon, 322-323); "In combat ... the Shiden was a superlative aircraft and experienced pilots had little difficulty in engaging American aircraft ... considered by Allied personnel to be one of the best Japanese aircraft." (Francillon, 323)

-- "Development of the Shiden was pursued actively in Japan and four major versions, all powered by the Homare 21 engine, were built. 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. The N1K1-Ja Model 11A carried its four 20mm cannon inside the wings and had no fuselage-mounted machineguns. 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. Experimental versions included a rocket-boosted N1K1-J Kai interceptor which was fitted with a solid-propellant rocket beneath the rear fuselage. 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) [note: at this time the Aichi B7A was also being used from land bases]

N1K2-J

-- "In 1943, while the N1K1-J was being evaluated by the Japanese Navy, preliminary design work on an advanced version of the aircraft had already begun at Kawanishi and the N1K1-J was placed in production only as a stop-gap measure pending availability of the new version designated N1K2-J. The prime reason for designing the N1K2-J was to eliminate the need for the long and complex undercarriage of the earlier version, and consideration was also given to simplifying construction and maintenance. To achieve this goal, the wings were moved to the lower fuselage, conventional main gear legs of reduced length were adopted and the fuselage and tail surfaces were entirely redesigned. The results was a virtually new aircraft retaining only the wings and armament of the N1K1-Jb. In prototype form the aircraft featured a cleaner cowling for the Homare 21 engine but, to achieve production standardization, this was replaced on production aircraft by a cowling similar to that fitted on the N1K1-J. (Francillon, 324)

-- "Built at the Naruo Works of Kawanishi ... [prototype first flight 12/31/1943] ... successfully completed its manufacturer's trials within 15 weeks before ... handed over to the Navy [04/1944]. Despite persistent difficulties with the unreliable [Homare 21] ... had all the qualities of a successful fighter aircraft and the Navy demonstrated their confidence by authorizing quantity production before completion of Service trials. By [06/1944] 7 additional prototypes had been built, and production aircraft, designated Navy Interceptor Fighter 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 [4x250kg bombs], was being readied. Following favorable reports from Service test pilots ... adopted by the Navy as their standard land-based fighter and fighter-bomber and the aircraft was also placed in production at Kawanishi's Himeji Works, at the Dai-Nana Kokuki Seisakusho (7th Airframe Works) of Mitsubishi, at the Shinonoi plant of Showa, at the Eitoku plant of Aichi and in the Naval Air Arsenals at Hiro, Koza, and Omura. Unfortunately for the Japanese, production fell considerably behind schedule as bombing by B-29 Superfortresses led to shortage of engines and equipment and, with the exception of Kawanishi's Naruo and Himeji plants, the companies involved in the Shiden Kai production program delivered only a token number of aircraft." (Francillon, 325)

-- "In operation the N1K2-J revealed itself as a truly outstanding fighter capable of meeting on equal terms the best Allied fighter aircraft. Its qualities were demonstrated spectacularly by such pilots as Warrant Office Kinsuke Muto of the 343rd Kokutai who, in [02/1945], engaged single-handed twelve U.S. Navy Hellcats, destroying four American aircraft and forcing the others to break off combat. Against the high-flying B-29's the Shiden Kai was less successful as its climbing speed was insufficient and the power of its Homare 21 fell rapidly at high altitudes." (Francillon, 325)

N1K3-J / N1K4-J / N1K5-J

-- "One of the major faults of the Shiden Kai 1 Model 21 lay in its center of gravity being too far back and to [resolve Kawanishi produced] the N1K3-J Shiden Kai 1 Model 31 ... [Homare 21] moved forward six inches, this modification providing space for 2x fuselage-mounted 13.2mm Type 3 machine guns. Two N1K3-J prototypes were built at Himeji but neither this model nor its carrier-borned variant, the N1K3-A Shiden Kai 2 Model 41, were put into production." (Francillon, 325)

-- "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 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)

-- "Up to this time the development of the Shiden Kai had resulted in production of an outstanding series of all-purpose fighter aircraft but, at this stage of the war, the Japanese Navy needed an aircraft with good high-altitude performance. To meet this pressing requirement Kawanishi designed two special versions. The N1K5-J Shiden Kai 5 Model 25, armed with two fuselage-mounted 13.2mm Type 3 machineguns and four wing-mounted 20mm Type 99 cannon, was to be powered by [MK9A also used in A7M2] while another high-altitude interceptor version was planned around the Homare 44 [also used in Ki-84] with mechanically-driven three-speed supercharger. A prototype of the N1K5-J was destroyed prior to completion during a Superfortress attack and the final Japanese collapse brough an end to these promising projects." (Francillon, 325-327)

Aichi B7A Ryusei (Shooting Star) -- "Grace" (05/1942+) -- Navy Carrier Attack-Bomber

Production	Airframe	Engine	Speed	Armament		Bombs
9 (05/1942-02/1944)	B7A1 prototypes	VI NK9B Homare 11 1800hp* 1440hp @ 1800m 1560hp @ 6400m
80 (05/1944-07/1945) 25 (04/1944-08/1945)	B7A2 Ryusei	VI NK9C Homare 12 2000hp 1670hp @ 2400m 1560hp @ 6550m	567 km/h @ 6550m	VII 2x20mm Type 99 Model 2 (W)	III 1x7.92 Type 1 rear (early) or VI 1x13mm Type 2 rear (late)	up to 800kg
(1 adapted B7A2)		VII NK9H-S Homare 23 2000hp** 1570hp @ 6850m
Projected	B7A3 Ryusei Kai	VIII MK9A ([Ha 43] 11) 2200hp*** 2070hp @ 1000m 1930hp @ 5000m

Data: Francillon *also used in N1K1-J **also used in N1K4-J ***also used in Mitsubishi A7M2 B7A2 climb: 6:55 to 4000m; ceiling 11250m.

Notes:

-- "...to supplement and eventually replace both the [B6N] torpedo-bomber and the Yokosuka D4Y dive-bomber." (Francillon, 288)

-- "...designed by Norio Ozaki, Morishige Mori and Yasushiro Ozawa to meet a specification which called for a high-performance carrier-borne torpedo-bomber, or 'attack-bomber', with the maneuverability of a fighter. A mid-wing configuration was adopted to provide clearance for a ventral bomb-bay and a large air-screw [4-blade]. The wings had therefore to be of inverted gull-wing shape, since otherwise the legs of the retractable undercarriage would have been too long. The almost untried [Homare], on which the naval authorities insisted, proved troublesome, but eventually its imperfections were overcome ... Too large to be accommodated in fleet carriers of the Akagi or the Shokaku class, they were intended for a new generation of carriers capable of handling aircraft whose length exceeded the limit of 11m previously imposed ... those ready for service by the end of the war were allotted to land-based units." (Collier, 57)

-- "The wings were also fitted with drooping ailerons, which could be deflected 10° to serve as auxiliary flaps, and dive brakes were mounted on the undersurface ahead of the flaps between the fuselage and ailerons. For carrier stowage the wings folded hydraulically upwards outboard of the flaps ...first prototype completed [05/1942]. As the aircraft was the first to be powered by the still experimental [Homare 11], the flight trial program was constantly interrupted by engine teething troubles, but when the Homare 11 performed smoothly the B7A1 demonstrated sparkling performance and excellent handling characteristics ... In [04/1944] an improved engine version, [Homare 12], became available and ... finally placed in production as the Navy Carrier Attack Bomber Ryusei." (Francillon, 289-290)

-- "Production ... finally brought to a standstill when the Funakata plant was destroyed [05/1945 earthquake] ... however, this no longer affected the outcome of the war because the Japanese Navy had lost their carrier fleet and the small number of B7A2's built saw limited service from land bases with the Yokosuka and 752nd Kokutais." (Francillon, 290)

-- Francillon confirms that a B7A2 was experimentally fitted with [Homare 23], but also claims that the projected B7A3 Ryusei Kai was to use [MK9A] ... also claims that a smaller/faster successor called Mokusei (Jupiter) was in the early design phase at war end [no other details given] (Francillon, 290-291).

Kugisho P1Y Ginga (Galaxy) 銀河 -- "Frances" (08/1943+) -- Navy Bomber / Night Fighter

Production	Airframe/Variant	Engine	Speed	Armament	Bombs
	Y-20	VI 2x Nakajima NK9B Homare 11	> 555 km/h est.
6 prototypes (08/1943+) 996 P1Y1 and P1Y1-S (1943-1945) by Nakajima @ Koizumi	P1Y1 prototypes P1Y1	VI 2x Nakajima NK9B Homare 11 1820hp 1650hp @ 2000m 1440hp @ 5700m (also used as testbed for Tsu-11 jet engine)	547 km/h @ 5900m	III 1x7.7mm Type 92 (S) + VII 1x20mm Type 99 (rear) VII 1x20mm Type 99 (N) + VII 1x20mm Type 99 (rear)	1x800kg torpedo or up to 1000kg of bombs
	P1Y1a P1Y1b P1Y1c P1Y1-S Navy Night Fighter Byakko	VI 2x Nakajima NK9C Homare 12 1825hp 1670hp @ 2400m 1500hp @ 6600m		VII 1x20mm Type 99 (N) + VI 1x13mm Type 2 (rear) VII 1x20mm Type 99 (N) + VII 2x13mm Type 2 (rear) VI 1x13mm Type 2 (N) + VII 2x13mm Type 2 (rear) VII 4x20mm Type 99 (oblique) + VI 1x13mm Type 2 (rear)
96 P1Y2 and P1Y2-S (1944-1945) by Kawanishi @ Konan	P1Y2-S Navy Night Fighter Kyokko P1Y2	VII 2x Mitsubishi MK4T-A Kasei 25a 1850hp 1680hp @ 2600m 1540hp @ 5500m	523 km/h @ 5400m	VII 2x20mm Type 99 (oblique) + VII 1x20mm Type 99 (rear)	(retained ventral bomb bay) 1x800kg torpedo or up to 1000kg of bombs
Planned	P1Y3 Model 33 Ginga-Kai	VII 2x NK9H Homare 21 1990hp 1850hp @ 1750m 1625hp @ 6100m	547 km/h @ 6100m		up to 1600kg of bombs or MXY7 Ohka Model 21 or MXY7 Ohka Model 22
Planned	P1Y4 Model 12	VIII 2x NK9H-S Homare 23 2000hp** 1570hp @ 6850m
Planned	P1Y5 Model 14	VIII 2x Mitsubishi [Ha-42] 11 (MK9A) 2200hp*** 2070hp @ 1000m 1800hp @ 6000m
Planned (Kawanishi)	P1Y6 Model 17	VII 2x Mitsubishi MK4T-C Kasei 25c 1825hp

Data: Francillon 467-468, Munson 131-132. **also used in N1K4-J ***also used in Mitsubishi A7M2

Notes:

-- first flight summer 1943; 453 built before accepted by IJN for service [10/1944]. "Unfortunately ... serviceability and reliability of the Ginga were not very satisfactory, and for a while the Navy found themselves with a large number of aircraft not yet accepted for Service use." (Francillon, 462)

-- "... initiated by the Dai Ichi Kaigun Koku Gijitsusho in 1940 to meet the requirements of a 15-Shi specification calling for a fast bomber capable of undertaking low-altitude attacks as well as torpedo and dive-bombing attacks. The intention was to produce an aircraft comparable to the [Junkers Ju 88, North American B-25 and Martin B-26]. To that effect, an engineering team led by Tadanao Mitsuzi and Masao Yamana [Masao Yamana was also chief engineer for D4Y, and both engineers implemented MXY7 Ohka] designed an extremely clean twin-engined aircraft with a narrow circular fuselage with mid-mounted wings ... powerplant selected was [Homare] ... then still in the design stage ... expected to reach a top speed of over [555 km/h] and in spite of its small size, provision was made in the wings for eight protected and six unprotected fuel tanks with a total capacity of 5,535 liters to which could be added two 220 liter drop tanks. Two oil tanks were mounted in each engine nacelle, but armor protection was restricted to a 20mm plate behind the pilot's head. Compared with contemporary Allied aircraft, the defensive armament ... was utterly inadequate and the aircraft was to rely on its speed to avoid interception. Normal offensive load was to consist of either [1x800kg torpedo] carried semi-internally under the fuselage or [2x500kg bombs] carried in a ventral bomb-bay." (Francillon, 463)

-- "While detailed design work on the aircraft, then known as Y-20, was progressing ... the Navy [assigned] manufacture to Nakajima's Koizumi plant [where G3M was scheduled to terminate in early 1943] ... last five G3M3's were rolled out [02/1943] to make room for P1Y production line." (Francillon, 463)

-- "[During the period of delayed acceptance] numerous changes were introduced on the assembly lines ... replacing the curved windshield with a new unit incorporating a flat bullet-proof panel ... revised cowling with individual exhaust stacks instead of a single exhaust pipe ... flat-headed rivets in place of the original flush rivets on the fuselage. Production aircraft also differed from the prototypes [2x Homare 12] and in the fitting of a fixed tailwheel instead of the retractable one. Numerous changes [also to defensive armament, see table above] ... Late production aircraft were also fitted with air-to-sea search radar, and it was also planned to use the P1Y as a parent aircraft for the Ohka Model 22 ..." (Francillon, 464)

-- "The 3rd prototype was used to test-fly the Tsu-11 Campini-type jet engine intended for the Ohka Model 22 series." (Francillon, 466)

-- "One Ginga was used in 1945 to flight-test the Ne-20 turbojet engine." (Munson, 132)

-- "... another proposed variant, the Ginga-Kai, was to have acted as parent aircraft for the Model 22 version of the Ohka ..." (Munson, 132) [note: meaning P1Y3 Model 33 = "Ginga-Kai"]

-- sideviews

Night fighter variants

-- P1Y1-S Navy Night Fighter Byakko (White Light) -- by Nakajima

-- P1Y2-S Navy Night Fighter Kyokko (Aurora) -- by Kawanishi; "... retained ventral bomb-bay, as they were intended to be operated as night intruders as well as night fighters." [discontinued, reverted to P1Y2]. (Francillon, 465)

-- P1Y3-S projected but not built. (Munson, 132)

Attack variants

-- "Numerous modifications ... during the last year of the war ... these included the fitting of wooden tail surfaces and rear fuselage sections on a limited number of aircraft, and the experimental testing of a power-operated dorsal turret, mounting [2x20mm]." (Francillon, 466)

-- "One aircraft was also tested with [10x20mm forward-firing cannons[, and an even more formidable fire power consisting of [16x20mm cannons] was projected. Plans were also on hand for a version to be partially built of steel, but this did not materialize." (Francillon, 466)

-- [Planned as parent aircraft for Ohka human-guided rocket- or jet-powered bomb; Ohka details below]

Jet-powered variants

-- planned Kugisho Tenga

Kugisho MXY7 Ohka (Cherry Blossom) (11/1944) - human-guided jet-powered bomb

Production	Airframe	Engine	Speed	Warhead
755 (09/1944-03/1945) (FF 11/1944)	MXY7 Model 11	3x Type 4 Mark 1 Model 20 rockets 800kg thrust 8-10sec	463 km/h @3500m (no thrust) 649 km/h @3500m (full thrust)	1200kg
	MXY7 Model 21	3x Type 4 Mark 1 Model 20 rockets
50+ (FF 07/1945)	MXY7 Model 22	Tsu-11		600kg
Planned	MXY7 Model 53	VII Ne-20

Data: Francillon, Munson.

Notes:

-- 3-views: here and here

-- "... developed to a project initiated by the Japanese Naval Air Research and Development Center and evolved by the Yokosuka Naval Air Arsenal. Design work began [08/1944], and priority production by several factories starting [09/1944]. The only version to reach combat status was the Model 11 ... carrying a 2,465 lb (1,200 kg) warhead in the nose, the Ohka was attached beneath the belly of a G4M2e parent aircraft, the bomb doors of which were removed in order to accommodate it ... carried to about 50 miles (80 km) from its target ... launched from a height usually around 27,000 ft (8,200 m) at an airspeed of some 200 mph (320 km/h) to complete its journey alone. The pilot maintained it in a glide toward its target, using the rocket motor only for the last few miles and the ultimate steep dive." (Munson, 160)

Ohka Model 11

-- "... [first powered flight test 11/1944 at Kashima] ... trials proved successful and performance measured an unmanned flight at Kashima [01/1945; details in table above]." (Francillon, 477)

-- "On [03/21/1945] the Ohka Model 11 was taken into battle ... but the sixteen G4M2e parent aircraft were intercepted and forced to release their weapons short of the target ... first success was achieved [04/01/1945] when Ohkas damaged the battleship [U.S.S. West Virginia] and three transport vessels, while the first Allied ship sunk by Ohka aircraft was the destroyer [U.S.S. Mannert L. Abele near Okinawa 04/12/1945]." (Francillon, 477-478)

-- "[Production ... 09/1944 - 03/1945; 755 total; 155 by [Ichi-Gisho], 600 by Dai-Ichi Kaigun Kokusho at Kasumigaura; subcontractors [Nippon at Yokohama and Fuji at Kanegawa] for wing and tail units." (Francillon, 477-481)

Ohka Model 21

-- "[combination of Model 11 powerplant and Model 22 airframe]." (Francillon, 481)

Ohka Model 22

-- "... intended to be carried by the faster Navy Bomber Ginga (P1Y). Because of the limited clearance provided by the parent aircraft, the wing span ... was smaller ... and the warhead limited to 600kg. To increase the Ohka's range ... powered by a Tsu-11, a Campini-type jet engine with a 100hp Hitachi four-cylinder inline engine as a gas generator. 50 ... were delivered by [Ichi-Gisho] with follow-on production assigned to [Aichi] and with [Murakami, Miguro, and Fuji] acting as subcontractors. Aichi's inability to start production led to the decision to concentrate production ... in underground factories managed by the Dai-Ichi Kaigun Kokusho, but the war ended [before factories completed]. One test flight [07/1945], but auxiliary rockets installed under the wings went off accidentally just after release causing a stall from which the pilot could not recover." (Francillon, 478)

-- "The only other version built in quantity [other than Model 11] was the Model 22 [~50 completed] ... Powerplant was a TSU-11 jet engine, the compressor of which was driven by a 100hp Hatsukaze piston-engine to provide 441 lb (200 kg) of thrust ... intended parent aircraft was the P1Y1 Ginga, but ... did not go into service." (Munson, 160)

Ohka Model 53

-- "...powered by [Ne-20] ... to be towed aloft by another aircraft and released over the target." (Francillon, 481)

Kawanishi Baika (Plum Blossom) (08/1945+) -- human-guided jet-powered bomb

Production	Airframe	Engine	Speed	Warhead
Drawing board	Baika Type III	Maru Ka-10 pulsejet 360kg thrust	648 km/h @ 2000m	250kg

Data: Dyer. Pictured: Kawanishi Baika (left) and Kugisho Ohka (right)

Notes:

-- "[07/02/1944] the Kaigun Koku Hombo issued a directive to [Kawanishi] to produce a special attack weapon ... to be a replacement for the Kugisho Ohka Model 11 and Model 22 as well as the special attack version of the [Kikka] ... to be constructed from ... non-critical war materials ... simple design ... Professors Ichiro Tani and Taichiro Ogawa, both of the Aeronautical Institute of the Tokyo Imperial University, began to study a means ... supported by Kawanishi." (Dyer, 61)

-- "... meeting [08/05/1945] at Aeronautical Institute of the Tokyo Imperial University ... attended by Admiral Wata and Admiral Katahira from the Kaigun Koku Hombu, professors Naganishi, Ogawa and Kihara ... and Chairman Katachiro of Kawanishi ... Baika selected over the rival Kugisho Ohka Model 43B ..." (Dyer, 61)

-- "As the Baika was developed, three versions of the aircraft emerged ... The Type III, with the underslung engine, would suggest that it was to be carried by a parent aircraft much in the manner of the Ohka ..." (Dyer, 62)

-- "Beginning [08/08/1945], a team of 60 men was assembled at Kawanishi to oversee development and production of the Baika to be led by engineer Tamenobu ... [war ended 08/15/1945]." (Dyer, 62)

-- [sidenote: given the chronology and lack of precise assignment of Baika Type III to any particular P1Y variant, it might be reasonable to treat it as a bomb module for Tenga.]

Edited by J311yfish, 13 January 2016 - 06:45 PM.

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J311yfish #92 Posted 21 March 2014 - 05:34 PM

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Tier VI (continued)

Nakajima Ki-84 Hayate (Gale) 疾風 -- "Frank" (04/1943+) -- Army Type 4 Fighter

Production	Airframe	Engine	Speed	Armament		Bombs
2 (03/1943-06/1943)	Ki-84 prototype	VII Nakajima Homare [Ha-45] 11 1800hp	(4-blade prop)	IV 2x12.7mm Type 1 (S)	VI 2x20mm Ho-5 (W)	2x250kg
83 (08/1943-03/1944)	Ki-84 service trials	VII Nakajima Homare [Ha-45] 11 1800hp	“624 km/h”	IV 2x12.7mm Type 1 (S)	VI 2x20mm Ho-5 (W)	2x250kg
42 (04/1944-06/1944)	VII Ki-84 pre-production	VII Nakajima Homare [Ha-45] 11 1800hp		IV 2x12.7mm Type 1 (S)	VI 2x20mm Ho-5 (W)	2x250kg
3382* (04/1944-08/1945) total Ki-84-I and "Ki-84-II"	Ki-84-I	VII Nakajima Homare [Ha-45] 11 1800hp		IV 2x12.7mm Type 1 (S)	VI 2x20mm Ho-5 (W)	2x250kg
		VII Nakajima Homare [Ha-45] 12 1835hp		IV 2x12.7mm Type 1 (S)	VI 2x20mm Ho-5 (W)	2x250kg
		VIII Nakajima Homare [Ha-45] 21 1990hp		IV 2x12.7mm Type 1 (S)	VI 2x20mm Ho-5 (W)	2x250kg
		VIII Nakajima Homare [Ha-45] 23 1900hp (with low-pressure fuel injection)		IV 2x12.7mm Type 1 (S)	VI 2x20mm Ho-5 (W)	2x250kg
"90% of production"	VII Ki-84-Ia		630 km/h @ 6120m	IV 2x12.7mm Type 1 (S)	VI 2x20mm Ho-5 (W)	2x250kg
	Ki-84-Ib			VI 2x20mm Ho-5 (S)	VI 2x20mm Ho-5 (W)	2x250kg
	Ki-84-Ic			VI 2x20mm Ho-5 (S)	VII 2x30mm Ho-155-II (W) ***	2x250kg
*	"Ki-84-II" (some wooden components)	VIII Nakajima Homare [Ha-45] 21 1990hp	"670 km/h" **
		VIII Nakajima Homare [Ha-45] 23 1900hp (with low-pressure fuel injection)	***
		VIII Nakajima Homare [Ha-45] 25 2000hp (with low-pressure fuel injection)	***

** Francillon indicates 670 km/h for Ki-84-II but does not specify engine, armament, or altitude, only that the tail unit was constructed of wood to save materials and reduce weight.

*** Weiliczko, 23. Weilicsko also claims that all engines had water-methanol injection system with 130-liter tank for the mixture. (Wieliczko, 22)

Notes:

-- "... the ultimate development of the basic Ki-43 Hayabusa line and followed the same format, although it was unmistakably larger, bulkier, and stronger looking that is predecessor." (Bueschel, 160).

-- "Design work on the Ki-84 was initiated ... with T. Koyama as project engineer [same designer as Ki-44] in early 1942 and culminated in [first prototype 03/1943]." (Francillon, 230)

-- Production of Ki-84 was executed by Nakajima at Ota and Utsonomiya; Mansyu at Harbin; and Tachikawa at Tachikawa (Francillon, 238)

-- "As part of an effort to bring the Ki-84 into front line service as quickly as possible, in addition to the 3 original prototypes, an incredible total of 125 'supplementary prototypes' were built in 2 batches. Each of these aircraft differed in minor ways [to address numerous] IJA requests for modifications. However, as few photos of these aircraft that illustrate these minor differences exist, it is impossible to document them all." (Nohara, 71)

-- "Nakajima turned out an amazing 3,500 Ki-84's [in 18 months] ... average production of 190 planes per month, and a peak of 520 ... the most intensive period of aircraft production for any model in Japanese aviation history. Because of the needs of mass production, there is only one basic type of the Ki-84. The Otsu [b] and Hei [c] variations that followed the Ko [a] differed in armament only. The Ko makes up well nearly 90% of the total Hayate production of 3,500." (Nohara, 73)

-- another 3-view

"Ki-84-II"

-- "In early 1945, Nakajima introduced a new version with modified wingtips and a wooden rear fuselage, all wood work being done in a shadow factory at Tanuma. Most of these aircraft were powered by a 1900hp Ha-45-21, some receiving the improved Ha-45-25 of similar power, whereas late production aircraft received the 2000hp Ha-45-23 with low-pressure fuel injection; the fixed armament consisted of 4x20mm cannons or 2x20mm cannons and 2x30mm cannons. In Nakajima's nomenclature these improved aircraft, in which maximum speed had been raised to [670 km/h], were known as Ki-84-II Hayate-Kai (Gale modified) but the JAAF headquarters and the Ministry of Munitions never adopted this designation, the aircraft being also designated Ki-84-Ib and Ki-84-Ic in service operation [according to its armament]." (Francillon, 8)

-- "Low stocks of dural led to tests of wooden tail surfaces, with production proceeding at Nakajima in the spring of 1945 on the Ki-84-II ... in which the wing tips, control rods, and much of the rear fuselage were made of wood. Produced in all three armament variations, the Ki-84-II was known in service as the Ki-84a, Ki-84b or Ki-84c in the same fashion as its earlier models. Powered by the Ha-45-21, and later the Ha-45-23 and Ha-45-25, the Model 2 Hayates supplemented and would have ultimately replaced the Model 1's." (Bueschel, 15)

-- for details on the many late/dispersed variants see Tier VII

Nakajima Ki-44-II (08/1942+)

Kawasaki Ki-64 -- "Rob" (12/1943) -- Experimental High-Speed Fighter

Production	Airframe	Engine	Speed	Armament		Bombs
(1) (10/1942)	Ki-61 with modified cooling system	VI Kawasaki Ha-40 1100hp	~620 km/h
1 (12/1943)	Ki-64	VIII Kawasaki Ha-201 ([Ha-72] 11) 2350hp *	700 km/h @ 4000m* 690 km/h @ 5000m	VI 2x20mm Ho-5 (F)	VI 2x20mm Ho-5 (W)*
0	Ki-64 Kai	IX “enhanced model” 2800hp **	“800 km/h” claimed

* Information from Green (p.319), also claims 2x20mm + 2x12.7mm armament.

** [speculation: this may refer to coupled Ha-140 engines as used in Ki-61-II after 12/1943?]

Notes:

-- "[The Ha-201 engine] ... was actually a combination of two Ha-40 engines [used in Ki-61], being the license-built version of the Daimler-Benz DB601A. Each Ha-40 was a 12-cylinder, liquid-cooled powerplant and the Ha-201 was formed through having one engine in front of the cockpit and the second behind it. The rear engine drove the first of the contra-rotating propellers and it had a variable pitch. Both propellers were three-bladed. All told, the Ha-201 was expected to produce 2,350hp." (Dyer, 10)

-- "The use of the Ha-201 was not the most novel feature of the Ki-64. It was the means of cooling the engine that was notable. The Ha-201 was to be cooled by a steam condensing system. A tank of 15.4 gallons of water was fitted into each wing and the outer wings and flaps served as the cooling surface, totalling 23.99m² (258.3ft²). The port wing serviced the front engine while the starboard wing provided coolant to the rear engine. As the water coolant turned to steam, it was pumped out into the wings where the steam would condense back into water which in turn was pumped back into the engine. The main benefit of this system was lower drag on the airframe as the need for air inlets was removed or minimised. Each laminar flow wing housed the fuel tanks and one 20mm Ho-5 cannon while two more were fitted in the fuselage deck. One drawback to the wings being packed with the cooling system apparatus was that it left little room for the fuel tanks and consequently the Ki-64's operational range suffered. The majority of the fuel was carried in the fuselage, the tanks being placed in and around the space left available by the Ha-201 engine. The main fuel tank was situated in front of the cockpit, holding 306.7 liters (81 gallons). Under it was the oil reservoir, holding 79.5 liters (21 gallons) of oil for the engines. Behind the cockpit were two coolant tanks holding 83.3 liters (22 gallons) and 117.4 liters (31 gallons) respectively. The smaller serviced the front engine, the larger the rear engine." (Dyer, 10) [see diagram above]

-- "Doi tested the Ha-201 and the cooling system to a considerable degree. In 1942, one of the Ki-61 Hein fighters was specially modified to test the cooling method and its trial flights began in October 1942 and ran through to the end of 1943. Because of this thorough testing, the construction of the Ki-64 was delayed and so did not reach completion until [12/1943]. Nevertheless, Doi was satisfied that the cooling system would grant an additional 41 km/h (25 mph) to the Ki-61 and battle damage would not significantly reduce the effectiveness of it and as such the exhaustive testing was worth the effort." (Dyer, 10)

-- "Starting in December 1943, only five test flights were made as during the fifth fire developed in the rear engine, necessitating an emergency landing ... The engine repair was not completed, and the airframe was captured at the end of the war and elements of the cooling system sent to Wright Field for evaluation." (Francillon, 122)

-- "Given the relatively long development time of the Ki-64, U.S. intelligence had already become aware of the design. Thus, expecting the Ki-64 would see service, the airplane was assigned the codename Rob." (Dyer, 10)

Ki-64 Kai

-- "Plans were made to improve the Ki-64 by replacing the 2,350hp Ha-201 with an enhanced model that could generate up to 2,800hp. The propellers would be replaced with two constant-speed contra-rotating propellers that were electrically operated. It was envisioned that with these modifications, the Ki-64 Kai would be able to attain a top speed of 800 km/h (497 mph)." (Dyer, 10)

-- "Unfortunately for the Ki-64, repair work languished, especially in the face of more pressing needs for the Japanese arms industry and the production of more conventional aircraft. As a result, both the Ki-64 and the Ki-64 Kai were cancelled." (Dyer, 10)

-- more detailed images here, you will need to register for forum access to see them

-- scale model comparison Ki-64 vs. Ki-61 (source).

Performance at altitude with Kawasaki Ha-201 engine (Dyer, 10):

altitude (m)	horsepower (hp)	climb (mm:ss)	speed (km/h)
takeoff	2350
3901	2200
5000		5:30*	690 km/h
12000		ceiling

*15.15 m/s avg

Kawasaki Ki-61-II -- "Tony" (12/1943)

Kawasaki Ki-66 (10/1942-10/1943) -- Experimental Dive-Bomber

Production	Airframe	Engine	Speed	Armament	Bombs
6 (10/1942-04/1943)	Ki-66-Ia	V 2x Nakajima Sakae Ha-115 1130hp 1100hp @2850m 940hp @5600m	535 km/h @ 5600m	2x12.7mm Type 1 (N) and 1x7.7mm Type 89 flexible ventral hatch and 1x7.7mm Type 89 flexible rear	up to 300kg normal up to 500kg maximum
(1 adapted)	Ki-66-Ib	VI 2x Nakajima Sakae Ha-315-I 1360hp 1210hp @4200m	___ km/h @ ____m
Projected	Ki-66-Ic	VII 2x Nakajima Ha-39 2100hp	___ km/h @ ____m
Projected	Ki-66-Id	VII 2x Nakajima Homare Ha-45 1900hp	___ km/h @ ____m
Projected	Ki-66-II heavy fighter	VI 2x Nakajima Sakae Ha-315-II 1360hp	___ km/h @ ____m

Data: Francillon

Notes:

-- Design by Takeo Doi began [10/1941] ... to [09/1941] specification issued for twin-engine dive bomber; mid-mounted wings ... 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)

-- "6 prototypes ... completed between [10/1942] and [04/1943] 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)

-- "Several versions ... [details accounted for in table above] ... all development work was suspended [10/1943]." (Francillon, 123)

-- side (larger) / front

Ha-39 engine

-- "The NLH-11 (Ha-39) was the final experimental engine from this period [late 1930's], development of which began in 1938. It was another W18 derived from the Ha-15 ... but glycol cooled. it offered 1,960hp, later increased to 2,500hp with a higher geared supercharger. The Ha-39 was still under consideration in 1942 as a potential engine for the [Ki-66-Ic], but work on this project was canceled ... and only one Ha-39 was built." (Goodwin & Starkings, 150)

Ha-315-I engine

-- "This [Sakae engine] incorporated water-methanol injection giving it a rated output of 1,360hp, and it was designated Ha-315 by the Army, Sakae 31 by the Navy (one reference quotes a Short designation of NK1E), and Joint [Ha-35]31. The only recorded use ... was in a prototype of the Ki-66 ... where installation of them to replace the original Ha-115 engines is documented as having taken place sometime after [04/1943]. However, this is suspect because the Ki-66 program cancelled on [10/1943] and it is unlikely that any flight-cleared Ha-315 units were available even by then." (Goodwin & Starkings, 177)

Ha-315-II engine

-- "The Ha-315-II is recorded and, whilst details are unavailable, it is possible that it was planned with advanced features such as a two-stage supercharger, or an exhaust turbine. It was selected to power a Heavy Fighter variant of the Ki-66 designated Ki-66-II that in fact did not proceed. Another possibility is that it corresponded to the later de-rated Sakae 31a or b, in which case its designation was soon changed to reflect its similarity to the Ha-115, becoming Ha-115-II. This variant retained the smaller gearbox of the Ha-25 and Ha-115 and was given the Joint designation [Ha-35]32. Examples of it were installed from [05/1944] in 10 prototypes of [Ki-43-IIIa]. They clearly benefited from its improved altitude rating and this version was put into production by Tachikawa from early 1945." (Goodwin & Starkings, 177)

Kawasaki Ki-96 (09/1943) -- Experimental Twin-Engined Fighter

Edited by J311yfish, 23 June 2017 - 04:54 AM.

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J311yfish #93 Posted 21 March 2014 - 06:27 PM

Second Lieutenant

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Tier VII

Mitsubishi A7M Reppū (Strong Gale) 烈風 -- "Sam" (05/1944) -- Experimental Carrier Fighter

Production	Airframe	Engine	Speed	Armament		Bombs**
2 prototypes	VI A7M1 (M-50)	VII Nakajima NK9K Homare 22 [Ha-45-22] 2000hp 1570hp @ 6850m	575 km/h @6190m	VI 2x13.2mm Type 3 (W)	VII 2x20mm Type 99 Model 2 (W)	2x250 kg
7 prototypes 1 production	VII A7M2 Model 22	VIII Mitsubishi MK9A [Ha-43-11] 2200hp* 1800hp @ 6000m IX Mitsubishi MK9E 2550hp (fiction?)	628 km/h @6600m	None	VII 4x20mm Type 99 Model 2 (W)	2x250 kg
0; incomplete	A7M3-J Reppu Kai	Mitsubishi MK9A Ru [Ha-43-11 Ru] 2200hp 2130hp @ 6800m 1920hp @ 10200m	649 km/h @10000m	2x30mm Type 5 oblique 60-deg (F)	IX 4x30mm Type 5 (W)	2x250 kg
0; incomplete	A7M3	Mitsubishi MK9C [Ha-43-31] 2250hp 2000hp @ 1800m 1800hp @ 5000m 1660hp @ 8700m	642 km/h @8700m	None	6x20mm Type 99 Model 2 (W)	2x250 kg

Data: Francillon (401-403), Dyer (85-90) // Specifications in-game // development timeline

Notes:

-- Wargaming article on A7M

-- "In the Reppu, Japanese pilots felt they could confidently battle the latest U.S. fighters such as the Chance-Vought F4U Corsair and the Grumman F6F Hellcat and come out on top." (Dyer #2, 87)

-- Dyer claims A7M2 external payload was to be 2x60kg and 2x30kg, or two 350 liter drop tanks. (Dyer #2, 87)

-- Dyer claims A8M Rifuku in design stage but does not elaborate further [see Alternates]. (Dyer #2, 90)

A7M performance at altitude by engine (Francillon):

engine	altitude (m)	horsepower (hp)	climb (mm:ss)	speed (km/h)
NK9K Homare 22 (A7M1)	takeoff	2000
	6000 6190		9:54	"underpowered" 574 km/h
	6850	1570
MK9A (A7M2)	takeoff	2200
	6000 6600	1800	6:07	627 km/h
MK9C (A7M3)	takeoff	2250
	1800	2000
	5000	1800
	8700	1660		642 km/h (est.)
	10000		13:06 (est.)
MK9A Ru [Ha-43-11 Ru] (A7M3-J)	takeoff	2200
	6800	2130
	10000		15:00 (est.)	648 km/h (est.)
	10300	1920

Data: Francillon, Dyer * based on these estimates, A7M3 and A7M3-J climb rate to 10000m exceeds J6K1

Kawanishi N1K2-J Shiden Kai (Violet Lightning, Modified) 紫電改 -- "George" (12/1943) -- Navy Interceptor Fighter

Nakajima J5N1 Tenrai (Heavenly Thunder) 天の雷 (07/1944) -- Experimental Interceptor Fighter

Kugisho P1Y3 Ginga (Galaxy) 銀河 -- "Frances" (07/1945+)

Kayaba Katsuodori -- (~1944) -- Experimental Ramjet Interceptor

Production	Airframe	Engine	Speed	Armament	Bombs
(1944 prototype projected)	Katsuodori	VII Kayaba Model 1 (or possibly later) ramjet 300-750kg*	up to 900 km/h (est.)	VIII 2x30mm (W) caseless ammo	None
		VII Ne-20 490kg thrust (proposed; as used in Kikka)
		IX Toku-Ro 2 (KR10) 1500kg thrust (proposed; as used in J8M)

Data: Dyer *see speed/thrust relationship table below

Notes:

-- Tailless ramjet-powered point defense interceptor, named after the katsuodori bird that dives to catch fish. (Dyer, 17)

Engine Background

-- "The genesis of the Kayaba Katsuodori began as far back as 1937 with the Kayaba Ramjet Study Group, a collection of engineers and scientists who sought to investigate ramjet propulsion in Japan. The concept of the ramjet was actually patented in 1908 by French engineer René Lorin, but it was the Russian I.A. Merkulov who first built and tested one, the GIRD-04 in 1933." (Dyer, 17)

-- "The main drawback with a ramjet engine is that at subsonic speeds its performance is poor. Below 612 km/h (380 mph), a ramjet suffers significant loss in speed and becomes highly inefficient in terms of fuel consumption. The ramjet typically requires another power source to bring the aircraft up to the speed at which the ramjet can operate efficiently. Typically, this speed is at least 966 km/h. Once the ramjet reaches that speed the engine is self-sufficient and, without fuel injection moderation, would propel the plane to speeds far in excess of the designs ability to handle the high temperatures and Mach number." (Dyer, 17)

-- "The Kayaba Ramjet Study Group saw the benefits of high speed with a relatively easy to manufacture engine. The group produced to test [engines] before the final product, the Kayaba Model 1 ramjet, was realized. The Model 1 was projected to be able to offer speeds of [up to] 900 km/h (559 mph). With the engine complete, all that was needed was the [airframe]." (Dyer, 17)

Airframe Background

-- "The airframe design began with Kumazo Hino. Hino was an officer in the IJA and had been the first Japanese to unofficially make a flight on December 14 1910 when he accidentally took to the air in a Hans Grade monoplane while he was taxiing. This aircraft had been purchased from Germany. His interest in aviation saw him produce four aircraft designs: the Hino No.1, No.2, and the No.3 and No.4 Kamikaze-go airplanes. However each of these designs was a failure. Pressure from his military superiors saw Hino give up on aviation by 1912. However, in 1937, Hino was inspired to create a tailless glider. The project was taken over by the Kayaba Seisakusho (Kayaba Manufacturing Works) and then by Dr. Hidemasa Kimura who worked for the Aeronautical Research Institute of the Tokyo Imperial University under Dr. Taichiro Ogawa. [the radical Kawasaki Ki-78, inspired by the Me 209, was also created there] The result was the HK-1. the HK-1 (standing for Hino Kumazo) was built by the Ito Hikoki K.K. and was completed [02/1938]. It was purely a research glider to test the tailless concept. Testing commenced [12/1938] with ground towing at Kashima in Ibaraki Prefecture and the first air released flights began [09/1939] at Tsudanuma in Chiba Prefecture. Because it showed positive results, the IJA took an interest in the concept ... HK-1 was purchased by the Rikugun Kokugijutsu Kenkyujo in [04/1940] for continued testing ... test flight on April 16 by an IJA officer pilot resulted in a hard landing that damaged the HK-1 beyond repair. In all, 182 flights had been made in the HK-1." (Dyer, 17-18)

-- "... IJA still interested ... Rikugun Kokugijutsu Kenkyujo set aside 200,000 yen to continue the project. Kimura, along with Kayaba's chief development designer Dr. Shigeki Naito, set about the task of producing a new tailless aircraft, this time with a possible military application. The result was the Ku-2 ... no tail but rudders were fixed to the wing tips and the design was tested extensively from [11/1940] through [05/1941] making 270 flights in all before it was damaged in a crash on May 10 [1941]. To further test the concept, Kimura (with the aid of Joji Washimi) produced the Ku-3 which had no vertical control surfaces at all and featured a cranked delta wing form to test various angles of sweep. The only control came from the flaps arranged along the wings. 65 flights were carried out with the single Ku-3 before a crash in 1941 wrecked the glider." (Dyer, 18)

-- "The last design put forward by Kimura was the Ku-4 ... to be powered ... rear mounted de Havilland Gipsy 120hp 4-cylinder, air-cooled, inline engine was selected, turning a two-bladed propeller. Unfortunately for Kimura, the IJA lost interest in the entire concept. With the loss of the Ku-2 and the Ku-3, the IJA cancelled the Ku-4 before it could be finished. With no backing, Kayaba could not afford the 100,000 yen to finish the Ku-4 alone. The IJA had paid Kimura and Kayaba 17,000 yen out of the 200,000 yen project money for costs associated [with development]. The remaining funding was not released. Shiro Kayaba, however, still had hopes that the concept could become a potent weapon and from this came the Katsuodori." (Dyer, 18)

Kayaba Katsuodori

-- "The roots of the Katsuodori come from the Ku-2. [However unlike] the Ku-2, the wings were moved higher on the fuselage and the wing form had a rearward sweep ... retained the vertical wingtip rudders ... ramjet filled most of the fuselage which meant there was no room for landing gear. Instead, a main skid was incorporated on the underside of the fuselage along with a small wheel mounted at the rear of the aircraft ... Katsuodori was to be fitted with a simple, sprung set of landing gear that could be jettisoned when the aircraft took to the air. The pilot sat towards the front of the fuselage and was provided with a one piece canopy that offered respectable visibility to the front and sides." (Dyer, 18)

-- "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)

-- "With the ramjet operating, the estimated performance of the Katsuodori was a speed of [up to] 900 km/h (559 mph) and a climb rate of [3:00 to 10000m]. Fuel load was 1500kg (3306 lb) and with a fuel consumption of 50kg (110 lb) per minute would grant a combat endurance of 30 minutes. Once the fuel was exhausted, the Katsuodori would use its gliding properties to return to base." [all of this is a similar concept to Messerschmitt Me 163, Mitsubishi J8M, Rikugun Ki-202]

-- "The design of the Katusodori was nearly complete by 1943 and Kayaba anticipated that he could have had a flying prototype by 1944. By this time, however, the IJA was already involved with the rocket-powered Ki-200 [the IJA version of the IJN's Mitsubishi J8M1 Syusui] and so paid no attention to the Katsuodori. Kayaba, in trying to salvage the design, stated that he could adapt the Katsuodori to accept the Kugisho Ne-20 turbojet [as used in Nakajima Kikka] or the KR10 rocket motor [as used in the J8M/Ki-200]. And since his design was nearly complete a prototype could be ready for testing before the Ki-200." (Dyer, 18-19)

-- "Despite the potential advantages over the Ki-200, the Katsuodori would never see life outside plans on Kayaba's design board. The IJA was looking to the Ki-200 and their own Ki-202 for their interceptor needs and thus ended Kayaba's dream of seeing his Katsuodori taking to the skies to defend Japan." (Dyer, 19)

-- model here

Armament

-- "...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)

-- "Kayaba's election to use a 30mm version of the Ho-301 cannon would have been a recipe for disaster [against a slow bomber]. The 40mm version, as used in combat by the Japanese, had an incredibly short range -- only 149.5m (490 ft) since it had a muzzle velocity of 241 m/s (790 ft/sec). Coupling the very short range of such a weapon with a high closure rate due to the speed of the Katsuodori against a slow bomber, the pilot would have had mere seconds or less to line up the target, fire, and then bank to avoid collision. Since Kayaba did not proceed with a 30mm variant of the Ho-301, the muzzle velocity for the round is unknown but it cannot have been substantially more than the Ho-301." (Dyer, 19)

Ramjet variable thrust

Ramjet speed (km/h)	Thrust generated (kg)
367	300
490	420
612	550
734	750
1103	750

^ in other words maximum thrust is reached at and beyond 734 km/h.

Size and weight comparison to J8M and Ki-202:

	Katsuodori	J8M / Ki-200	Ki-202
Span (m)	8.99	9.47	9.72
Length (m)	4.48	5.88 (Ki-200) 6.03 (J8M)	7.68
Height (m)	1.85	2.68	2.74
Wing area (m²) Wing Loading (kg/m²)	12.57 .....	17.72 219.22 (J8M1) 219.70 (J8M2)	18.39 272.43
Wing sweep	25.5°		.....
Empty (kg)	850	1445 (J8M1) 1505 (Ki-200) 1510 (J8M2)	1619
Loaded (kg) Loaded max (kg)	3000	3000 (J8M1) 3650 (J8M2) 3870 (J8M1/Ki-200) 3900 (J8M2)	3384 5015
Max speed	900 km/h (est.)	800-900 km/h @ 10000m (est) (Ki-200) 900 km/h @ 10000m (est.) (J8M)	900 km/h @ 10000m (est.)
Landing speed	100	150 km/h	132
Range	30:00	5:30 (J8M)	10:28
Climb	3:00 to 10000m	3:40 to 10000m (Ki-200) 3:50 to 10000m (J8M)	3:26 to 1000m
Ceiling	15000m	12000m	12000m
Armament	2x30mm caseless	2x30mm Type 5 or 1x30mm Type 5 (J8M) 2x30mm Ho-155 (Ki-200)	2x30mm Ho-155

Data: Dyer

Edited by J311yfish, 30 December 2015 - 02:15 AM.

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J311yfish #94 Posted 21 March 2014 - 06:42 PM

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Tier VII (continued)

Nakajima Ki-84-II (early 1945)

-- see progression from Tier VI

-- later variants subject to chaotic/dispersed production accounted for below [additional modules]:

Production	Airframe	Engine	Speed	Armament		Climb
3 prototypes (10/1944-07/1945) Tachikawa	Ki-106 (all-wood)	Nakajima [Ha-45] 21 1990hp 1850hp @ 1750m	618 km/h @ 7300m	VI 2x12.7mm Ho-103 (F)	VI 2x20mm Ho-5 (W)	7:51 to 5000m 13:05 to 8000m
1 prototype (01/1945-07/1945) Nakajima	Ki-113 (partial steel)	Nakajima [Ha-45] 21 1990hp 1850hp @ 1750m	620 km/h @ 6500m	VI 2x12.7mm Ho-103 (F)	VI 2x20mm Ho-5 (W)	6:54 to 5000m 13:18 to 8000m
1 prototype (04/1945-08/1945) Mansyu	Ki-116 (re-engined)	VII Mitsubishi Kinsei [Ha-33] 62 1500hp 1350hp @ 2000m 1250hp @ 5800m	619 km/h @ 6500m	VI 2x12.7mm Ho-103 (F)*	VI 2x20mm Ho-5 (W)*
	Ki-84-III	IX Nakajima [Ha-44] 13 Gata Ru 2450hp**
1 incomplete (08/1945+)	Ki-84R	IX Nakajima [Ha-45] 44 Ru***
drawing board; became Ki-117 drawing board; Ki-117 preferred drawing board (06/1945+)	Ki-84N Ki-84P Ki-117	IX Nakajima [Ha-44] 13 Ru 2500hp IX Nakajima [Ha-44] 14 2530hp	670 km/h @ 5820m est.	VI 2x12.7mm Ho-103 (F)	VI 2x20mm Ho-5 (W)

Data: Dyer *implied same **same engine as Tachikawa Ki-94-II ***same engine planned for N1K5-J development

Notes:

-- [see progression from Ki-84 above, specifically Ki-84R, Ki-84N, Ki-84P modifications for climb rate [wing area] and performance at high altitude [engine].

Ki-106

-- "To compensate for the critical shortage of light alloy, Tachikawa Hikoki K.K. redesigned the entire Hayate's structure for wooden construction. In 1945 three prototypes were built under subcontract by Ohji Koku K.K., employing a large percentage of unskilled labor. By applying a thick coat of lacquer to the plywood skin a smooth finish was obtained at the expense of some 600 lb increase in loaded weight. The standard 1990hp Nakajima Ha-45-21 was retained and armament of the first prototype, flown in July 1945, comprised [4x20mm]. A second aircraft, with armament reduced to [2x20mm] to save some weight, flew during the last week of the war. The Ki-106 was liked by its pilots but the Ministry of Munitions ordered Tachikawa to study appropriate means of reducing weight prior to allowing the mass production of the aircraft." (Francillon, 10)

-- "In [10/1944] the Koku Hombu, in light of Nakajima's workload, instructed Tachikawa Hikoki K.K. to commence investigation into and design of an all-wood version of the Ki-84, designated Tachikawa Ki-106. The company assigned development ... to Moriyuki Nakagawa and one Shinagawa, a Tachikawa engineer ... both ... knew that further investigation would be needed ... To this end both men travelled to the Burma war zone to inspect a [downed] de Havilland Mosquito ... [details of each prototype] ... [third prototype nearly complete at war end]." (Dyer #2, 147-149)

Ki-113

-- "The Koku Hombu issued the order for 3 prototype Ki-113 aircraft together with 30 pre-production models. Work commenced [01/1945] ... [first prototype complete 07/1945] ... The Japanese had no time to resolve the weight problem, and in any case manganese was almost completely unavailable and could not have supported production. All further work on the Ki-113 was stopped with 2 additional prototypes left incomplete." (Dyer #2, 150)

-- "Designed in the autumn of 1944 by Nakajima the Ki-113 was partially built of steel: carbon steel for the cockpit section, ribs and bulkheads and steel sheet skinning. A prototype, powered by 1990hp Nakajima Ha-45-21 and armed with [4x20mm], was completed in early 1945 but not flown as it was decidedly overweight." (Francillon, 10)

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 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)

-- "Since the engine was smaller than the [Ha-45] 21, the [Ha-33] 62 was mounted further forward in order to preserve the original Ki-84's center of gravity ... tail fin was also slightly increased in surface area. Beyond the longer nose and the 3-bladed propeller [rather that 4-bladed], there was little to differentiate the variant from a production Ki-84." (Dyer #2, 150-151)

-- "By the summer of 1945 the first Ki-116 prototype was completed, and the first flight took place [07/1945]. Results from the test flights were very promising and test pilots reported that the agility was on par with the Ki-84; only in level flight ... slight decrease in speed ... compared favorably to the Kawasaki Ki-100-I, which was, by July, beginning to equip IJA air units ... [empty weight 450kg lighter, loaded weight 400kg lighter] ... One test pilot, in a dive, almost achieved 800 km/h in the Ki-116. However, despite this glowing priase, the Russian invasion of Manzhouguo [Manchuko] that commenced August 9 1945 put an end to any further development ..." (Dyer #2, 151)

Ki-84-III

-- "With the war brought to the doorstep of their homeland, Nakajima engineers concentrated their development efforts on the Ki-84 towards (1) improving its characteristics and performance as a high-altitude interceptor [despite critical shortage of aviation fuel], and (2) adapting the aircraft for manufacture from non-strategic materials ... brief description of these various projects and their status at the end of the war is given below." (Francillon, 10)

Ki-84R

-- "Less ambitious version using the standard Ki-84-I airframe adapted to mount a 2000hp Nakajima Ha-45-44 with a mechanically-drive two-stage three-speed supercharger. At the time of Japan's final defeat a prototype was 80% complete." (Francillon, 10)

-- "In a more conventional mode, the Ki-84R project would make use of the supercharged Ha-45-44 engine with a turbo-supercharger on the underside of the fuselage. The projected Ki-84-III production model may have been the same aircraft. Other advanced projects, such as the Nakajima Ki-87 and the Tachikawa Ki-94-II and Ki-104 supercharged interceptors, showed obvious Hayate influence." (Bueschel, 17)

Ki-84N

-- "In the closing months of war a number of improvement projects had captured JAAF attention. One of the first, a high-altitude interceptor version of the basic Ki-84-I series, made use of a pre-production airframe to which wide-span wings were added. Known as the Ki-84N project, with supercharged Nakajima Ha-219 power of 2400hp the variant was to be further developed, following an Army-sponsored design meeting on June 4 1945, as the Ki-117." (Bueschel, 17)

-- "Projected high-altitude interceptor powered by a 2500hp 18-cylinder two-row radial Nakajima Ha-44-13 (Ha-219 under the old JAAF designation system). Wing area increased from 226 ft² to 242.19 ft². This aircraft was in the initial design stage when Japan capitulated but it was planned to mass produce it under the Ki-117 designation." (Francillon, 10)

Ki-84P

-- "An even longer-span version became known as the Ki-84P project." (Bueschel, 17)

-- "Project in the initial design phase at war's end. Nakajima Ha-44-13 rated at 2500hp for take-off. Wing area increased by 37.72 ft² to 263.72 ft²." (Francillon, 10)

Ki-117

--[see Ki-84N above]

-- "... a number of projects appeared to attempt to produce [an interceptor]. Nakajima became involved with high-altitude fighters with the Ki-87, the development of which started [11/1942]. But the Ki-87 had a number of problems, notably in the engine and supercharger, which made progress slow, and it was not until [04/1945] that the first Ki-87 flew. These issues saw Nakajima look to the Ki-84 as a possible candidate for high-altitude operations if the Ki-87 failed ... the first step ... was to take a handful of the initial [pre-production Ki-84's] and modify them with an increased wing area ... These hasty trials showed promise, so Nakajima proceeded with more refined versions." (Dyer #2, 151)

Mitsubishi Ki-83 (11/1944) -- Experimental Long-Range Fighter

Production

Airframe

Engine

Speed *

Armament **

Bombs

4 prototypes complete

(10-1944-05/1945);

1 prototype incomplete (08/1945)

Ki-8301 prototype

Ki-8302 prototype

Ki-8303 prototype

Ki-8404 prototype

VIII 2x Mitsubishi Ha-211 Ru ([Ha-43] 11) 2200hp

655 km/h @ 5000m

686 km/h @ 8000m

705 km/h @ 9000m

2x30mm Ho-105 (N) or

2x37mm Ho-203 (N)

VI 2x20mm Ho-5 (N)**

2x50kg

Ki-95 Command Recon

Ki-103

unknown

...

unknown

...

see notes below

VI 2x20mm only

VI 2x20mm Ho-5 (N)

unknown

Data: Fracillon, Millot, Dyer

Notes:

-- [In order to understand why the Ki-83 is a technological extension of the Ki-64 it is first necessary to describe Kubo's Ki-73 project]

Ki-73 "Steve"

-- "In 1943, the Koku Hombu issued a specification for a fighter capable of operating for long distances ... Mitsubishi's Tomio Kubo, along with engineers Kato, Sugiyama and Mizuno, began the investigation on how best to meet the specifications. They settled on using a single engine design and the heart of it would be the Mitsubishi Ha-203-II engine. This was a 24-cylinder, horizontal-H, liquid-cooled engine that was projected to generate 2600hp. The Ha-203-II was chosen due to its horizontal-H configuration -- in essence, two flat engines placed one on top of the other and geared together (a flat engine is one in which the pistons move horizontally). Each flat engine had its own crankshaft. Although horizontal-H engines have a poor power-to-weight ratio, they offer the advantage of being more compact, which made the Ha-203-II the ideal choice for the aircraft, now designated Ki-73" (Dyer, 27)

-- "Unfortunately, Mitsubishi was having a very difficult time with the Ha-203-II ... relative complexity of the horizontal-H design ... experienced near constant problems during its development ... unable to overcome ... abandoned ... Due to the delays and eventual cancellation of the engine, Kubo's Ki-73 design was abandoned even before he and his team could produce a mock-up, let alone a prototype. Information obtained from various sources, including captured documents, led intelligence officers to conclude that the Ki-73 would see service. As such, in 1944, the Ki-73 was assigned the codename Steve." (Dyer, 27)

-- "...not discouraged by the Ki-73's demise, Kubo would go on to design the twin-engine Ki-83 to meet Koku Hombu's specification. The result was a highly capable aircraft that would have provided a challenge to Allied air power." (Dyer, 27)

-- [In other words, Ki-64 and Ki-73 were both powered by two liquid-cooled engines coupled together to provide greater horsepower; the concept was abandoned by Kubo and became instead the Ki-83]

Ki-83

-- "...one of the cleanest Japanese aircraft of WWII ..." (Francillon, 192)

-- "After this inauspicious start, Tomio Kubo called on his experience with the Ki-46 and designed the Ki-83, an exceptionally clean all-metal mid-wing two-seat aircraft powered by two Mitsubishi Ha-211 Ru 2200hp turbosupercharged 18-cylinder air-cooled radials. Armament [of 1st prototype] consisted of [2x30mm Ho-105 + 2x20mm Ho-5] mounted in the lower nose of the aircraft ... completed [10/1944] ... [first flight Nov 18 1944]. During successive test flights, often interrupted by Allied bombing raids and fighter sweeps, the aircraft demonstrated exceptional maneuverability for its size, and performance was truly spectacular. However, engine and tail vibration delayed the flight trial program and three additional prototypes had modified engine mountings and strengthened horizontal tail surfaces with external mass balances." (Francillon, 192)

-- "The maneuverability and performance of the aircraft -- a maximum speed of 686 km/h at 8000m (426 mph at 26250 ft) being demonstrated -- attracted the attention of the [IJN] and arrangements were made for that Service to receive some of the production aircraft, but the war ended before actual production had started. At the time of the Japanese surrender an advanced version of the aircraft, designated Ki-103, was under development while the Ki-95 was a projected version of the aircraft being developed to replace the Ki-46 as a Command Reconnaissance Plane equipped with aerial cameras, armament [reduced to 2x20mm Ho-5]." (Francillon, 193)

-- "Plans for the production of the Ki-83 were never finalized, because in 1945 the JAAF had to give priority to the production of interceptor fighters. Had the war lasted longer, the Ki-83 would have been a formidable weapon as its performance compared favorably with that of the contemporary Grumman F7F Tigercat [entered service 09/1945] and the de Havilland D.H. 103 Hornet [entered service 1946]." (Francillon, 193).

-- prototype brought back to the U.S. and tested; flight data stored in National Air and Space Museum archives

-- "Tests by the U.S after the war measured 759 km/h and climb rate of 4:33 to 6000m

Production	Airframe	Engine	Speed	Armament		Bombs
2 (02/1937)	Ki-30 prototype	Mitsubishi Shinten Ha-6 825hp
16 (09/1937-01/1938)	Ki-30 service trials	Nakajima Ha-5 KAI 950hp 960hp @ 3600m	432 km/h @ 4000m	1x7.7mm Type 89 (W)	1x7.7mm Type 89 rear	300-400 kg
618 (03/1938-04/1940) 68 (1939-09/1941)	Ki-30	Nakajima Ha-5 KAI 950hp 960hp @ 3600m	432 km/h @ 4000m	1x7.7mm Type 89 (W)	1x7.7mm Type 89 rear	300-400 kg

Production	Airframe/Varient	Engine	Speed	Armament	Bombs
2 (spring 1941-1942) 133 (02/1943-07/1943)	14-Shi prototypes B6N1 Model 11	VII Nakajima NK7A Mamoru 11 1800hp 1750hp @ 1400m 1600hp @ 4900m	469 km/h @ 4800m	III 1x7.7mm Type 97 (rear) III 1x7.7mm Type 97 (VT) and III 1x7.7mm Type 97 (rear)	1x800kg torpedo or up to 800kg of bombs
1133 (06/1943-08/1945)	B6N2 Model 12 B6N2a Model 12a	VII Mitsubishi MK4T Kasei 25 1850hp 1630hp @ 2100m 1540hp @ 5500m	482 km/h @ 4900m	III 1x7.7mm Type 97 (VT) and III 1x7.7mm Type 97 (rear) III 1x7.7mm Type 97 (VT) and VI 1x13mm Type 2 (rear)	1x800kg torpedo or up to 800kg of bombs
(2 modified B6N2)	B6N3	VII Mitsubishi MK4T-C Kasei 25c 1850hp		III 1x7.7mm Type 97 (VT) and VI 1x13mm Type 2 (rear)	1x800kg torpedo or up to 800kg of bombs

altitude (m)	horsepower (hp)	climb (m:ss)	speed (km/h)
takeoff	1500
2000	1350
5000		6:00*
5800	1250
6000			600
11500		ceiling