POWER PLANT: Two Nakajima Ne-230 turbojet engines, rated at 885 kp thrust each
PERFORMANCE: 505 mph
COMMENT: The Nakajima Ki-201 Karyū (“Fire Dragon”) was a Japanese turbojet fighter-attacker project designed during the final stages of World War II but which was never completed.
The Nakajima Kikka had been inspired by the successful German Messerschmitt Me 262, but the similarities to that aircraft were limited to the general configuration. On the other hand, the design team led by Iwao Shibuya based the Karyū far more closely on the German aircraft, which had already proven itself quite formidable.
The Ki-201 project was ordered by the Imperial Japanese Army between October and December 1944, with the Army laying out a performance requirement of an 800~1,000 km/h top speed, 12,000 meter practical ceiling, and 800~1,000 km range. The design was advanced by Nakajima during 1945 and the basic drawings were completed in June.
Nakajima anticipated the completion of the first Karyū by December 1945, and the first 18 units by March 1946. Most sources agree that work on the first prototype had not yet begun by the time of the Japanese surrender due to the fact that the Japanese Army had selected the Rikugun Ki 202 Shūsui-Kai (“Autumn Water, improved”) for priority development (Ref.: 24).
For comparison the German Messerschmitt Me 262A-2 Schwalbe (Swallow) armed with R-4-M Orkan, Stab JG 7 is shown.
POWER PLANT: Three Toku-Ro I Type I solid-fuel rocket engines, rated at 100 kp thrust each
PERFORMANCE: 190 mph
COMMENT: In November 1944, the Navy Aviation Bureau looked into the possibilities of an aircraft to undertake suicide missions. While the mission was not unique, the fact that the aircraft being investigated would be a glider was unique. The Bureau envisioned that gliders would be launched with rocket boosters from caves or shore positions and pilots would guide the aircraft and the 100 kg explosive payload inside into Allied ships or tanks should the Japanese home islands be invaded. The Bureau assigned the Yokosuka Naval Air Technical Arsenal at Yokosuka the task of turning the glider into reality. The project was realized by a number of teams that would each be responsible for one part of the glider. The different sections were the wings, the fuselage, control surfaces, aerodynamic testing and test flights once the prototype was complete. The Navy Aviation Bureau gave instructions that the glider must be built from as much wood as possible.
This restriction was imposed for two reasons. The first was that in using wood and keeping the use of metal to an absolute minimum, the glider could be manufactured in any small shop using only wood working tools, and secondly, as a consequence, what metals were available would be conserved for other military uses. A number of concepts were discussed and sketched and after much deliberation among the design teams the prototype was complete by May 1945, and the Mizuno Corporation, a small glider manufacturer better known for sports equipment, had almost finished the glider.
The glider was very simple and used a high-wing monoplane form. The straight and flat wings were wide but had a short span and were designed to ensure that the glider was easy to handle given that inexperienced pilots would be at the controls. Also, the platform would be able to accommodate the rocket engines that were to be used to boost the glider into the air. The pilot sat in an open cockpit. The design was sent to the Navy Aviation Bureau for review with the result that several changes were necessary.
After these had been made the design was approved. Work began on the revised Jinryu (Divine Dragon), as the glider was now called, by the middle of June 1945. Construction of the Jinryu was again given to Mizuno Corporation. Working around the clock, the company completed two prototypes with such speed that wind tunnel testing of the design was still underway. In fact, the first flight of the Jinryu occurred in mid-July 1945 at the airfield in Ishioka, a city located about 90 km northeast of Tokyo. The Jinryu was towed into the air by a Tachikawa Ki-9. These tests showed that the glider was stable and possessed good handling characteristics. For the second flight the diving capability of the the Jinryu was tested and the glider reached a speed of 190 mph.
The Jinryu was modified by adding some strengthening in the enlarged tail and the the next phase of a powered flight began. The glider was modified to accept a group of three Toku-Ro I Type I rocket engines that together would produce 300 kg of thrust during a 10-second burn. Testing of the rocket array showed two serious flaws. The first was the quality of the rockets that resulted in a number of failures. The second reason was the inconsistency of the burn times. Despite the changes made to the glider to improve the flight characteristics, it was a challenging aircraft to fly and as a result the Jinryu was found to be unsuited for suicide missions. In total only five Jinryu gliders were produced.
Nevertheless, it was suggested that instead of being used for suicide operations, the the design was modified to a much enlarged glider fighter aircraft. Provision was made that the glider should be modified to take six rocket engines each with a 30-second burn time. It was estimated that at maximum burn the new design could attain a speed of 470 mph, and for weapons it was envisioned that it could carry ten explosive charges adapted from artillery shells used by the Imperial Japanese Army Airforce (IJA) in their 100 mm guns. This new aircraft was designated Shinryu (Divine Dragon II) and could be used against tanks and ships but added that it could also be used to attack US Boeing B-29 Superfortress bombers. All work was stopped with the end of WW II (Ref.: 24).
POWER PLANT: One Hitachi 22 (Ha-23) radial engine, rated at 510 hp
PERFORMANCE: 211 mph
COMMENT: The production of the Army Type 2 Advanced Trainer Ki-79 (Allied code Nate) at the Mansyu plant in Manchuria, occupied by the Japanese, began on January 19, 1943 with the production under license by Nakajima of two variants at once: the Ki-79a single-seat trainer and the Ki-79b two-seat trainer. Both versions had an all-metal semi-monocoque design with low load-bearing surfaces and non-retractable landing gear, exactly the same as that of the Nakajima Ki-27 fighter, since the airframe design was almost completely transferred to the new aircraft. The only significant difference in the trainer was the open cockpit. Since the Hitachi engine was somewhat lighter than its predecessor, the Nakajima Ki-27, despite its almost identical diameter, had to be moved forward a little to maintain the same alignment of the aircraft. Because of this, the length of the serial Ki-79 increased by 0.32 m compared to the length of the three prototypes, where the engine was not moved and the dimensions remained the same as that of the Ki-27. Two-bladed wooden propeller with a diameter of 2.50 m or three-blade wooden propeller with variable pitch were provided. The Mansu Ki-79 trainer was a cantilever monoplane with a low wing along with a cantilever tailplane.
A total of 1,329 aircraft were built in four sub-versions: The single seat Ki-79a with an Hitachi Ha.13a-I engine and the Ki-79c with an Ha.13a-III engine. The two-seat versions Ki-79b had a Hitachi Ha.13a-I engine and the Ki-79d version with a Ha.13a-III engine. Manyu Ki-79a and Ki-79c were of all-metal construction. The versions Ki-79b and Ki-79d had a mixed structure with steel fuselage frame with plywood sheathing and a wooden wing.
The Mansyu Ki-79 were seen at the Army Junior Flight Schools (Rikugun Shonen Hiko Gakko) in Tokyo, Otsu and Onta in Japan, where young pilots trained before becoming an Imperial Japanese Army Air Force (IJAAF) cadet. At the end of the war, these schools trained future members of the Shinpū Tokubetsu Kōgekitai, (Divine Wind Special Attack Unit), part of the Special Assault Units of the IJAAF, known as Kamikaze. They flew sicide attacks for the Empire of Japan against Allied naval vessels in the closing stages of the Pacific campaigne of World War II, intending to destroy warships more effectively than with conventional air attacks.
Kamikaze aircraft were essentially pilot-guided explosive missles, purpose-built or converted from conventional aircraft. Even trainers as the Mansyu Ki-79c were used alongside with older aircraft such as the Tachikawa Ki-9, Ki-7 and Ki-55. Most aircraft were equipped with one 250 kg bomb under the fuselage.
Also the Imperial Japanese Army Air Force also had similar units as the Rikugun Koku Tokubetsu Kogekitan (Army Special Assault Unit). Their purpose was to ram Boeing B-29 Superfortress mid air. These units were called Thanatari (Thunderstorm) (Ref: 1, 24).
POWER PLANT: Two Hitachi Ha-13a Army Type 98 radial engines, rated at 510 hp each
PERFORMANCE: 234 mph at 6,560 ft
COMMENT: In late 1939, at a request of Koku Hombu, Tachikawa began designing a twin-engined multi-purpose trainer. The aircraft was required to duplicate closely the handling characteristics and performance of the series of modern twin-engined bombers the Army had operated since 1937. It was to be used for the simultaneous training of a complete bomber’s crew including pilot, bombardier, navigator, gunner and radio-operator. To achieve the necessary performance Tachikawa selected a low-wing design with retractable undercarriage and adopted a pair of Hitachi Ha-13a radials with Hamilton-type two blade variable-pitch propellers to power the aircraft.
Designated Tachikawa Ki-54, the first prototype was completed and flown during summer of 1940. Following minor modifications which partially corrected a nose-heavy tendency during landings, the aircraft was placed in production in 1941 as Army Type 1 Advanced Trainer Model A (Ki -54a). Like the prototype, the aircraft of this first production series were primarily designed for pilot training. However, the Ki-54a was soon supplanted by the Ki-54b (Army Type 1 Operations Trainer Model B) which had full provision for bomber crew training and had four gunnery stations each mounting a flexible 7.7 mm Type 89 machine-gun. Operated by all military multi-engined training schools and communications schools as well by civil training schools under Japanese Army contracts, the Ki-54b was built was in greater numbers than any other variants of the Ki-54.
As a crew trainer and light transport, the Ki-54was one of the most successful Japanese aircraft of the war and was well known to the Allies which named it “Hickory” regardless of the version. The code name “Joyce” was erroneously assigned to a non-existent light bomber version (Ref.: 1).
Tachikawa Ki-54b (Army Type 1 Operations Trainer Model B), (Hickory)
Tachikawa Ki-54b (Army Type 1 Operations Trainer Model B), (Hickory)
Tachikawa Ki-54b (Army Type 1 Operations Trainer Model B), (Hickory)
Tachikawa Ki-54b (Army Type 1 Operations Trainer Model B), (Hickory)
Tachikawa Ki-54b (Army Type 1 Operations Trainer Model B), (Hickory)
Tachikawa Ki-54b (Army Type 1 Operations Trainer Model B), (Hickory)
Tachikawa Ki-54b (Army Type 1 Operations Trainer Model B), (Hickory)
Tachikawa Ki-54b (Army Type 1 Operations Trainer Model B), (Hickory)
Tachikawa Ki-54b (Army Type 1 Operations Trainer Model B), (Hickory)
Tachikawa Ki-54b (Army Type 1 Operations Trainer Model B), (Hickory)
Tachikawa Ki-54b (Army Type 1 Operations Trainer Model B), (Hickory)
POWER PLANT: Two Mitsubishi Ha-112-II Army Type 4 radial engines, rated at 1,500 hp each
PERFORMANCE: 404 mph at 19,095 ft
COMMENT: The Mitsubishi Ki-46 was a twin-engine reconnaissance aircraft used by the Imperial Japanese Army in WW II. Its Army designation was Type 100 Command Reconnaissance Aircraft; the Allied nickname was DINAH.
At the beginning of the conflict the newest version of the Ki-46-II were able to performe their missions with almost complete freedom from interception as, without the benefit of ground control radar to guide them, the Allied squadron‘ obsolescent fighters failed to reach the elusive Nipponese aircraft in time.
When the USAAF deployed Lockheed P-38F Lightnings to the Pacific and the RAAF received some Spitfire Supermarinere Mk.V for the defence of Darwin, the losses suffered by Ki-46-II units began to mount. Fortunately for the Japanese, the Koku Hombu had anticipated this situation and in May 1942 had instructed Mitsubishi to install their new 1,500 hp Ha-112-II engine in an improved version of the aircraft, the Ki-46-III, to increase maximum speed to 404 mph and endurance by one hour. To meet the requirement for increased flight duration, despite the higher fuel consumption of the new engines, it was necessary to redesign the fuel system and add a fuselage fuel tank in front of the pilot with a resultant increase in total capacity from 1,675 litres to 1,895 litres. Provision was also made for a ventral drop tank containing an additional 460 litres. The engine nacelles were also slightly enlarged to accommodate the Ha-112, a development oft he earlier Ha-101 engine fitted with a direct fuel injection system. The landing gear was strengthened to cope with the increased weight and no provision was made for a single flexible machine gun which, though installed on earlier models at the factory, had often been dispensed with in the field. However, the most significant change in external appearance was the redesign oft he foreward fuselage to provide a new canopy over the pilot’s seat without the step between the nose and the top of the fuselage which had characterized the earlier versions of the aircraft.
Completed in December 1942, two Ki-46-III prototypes underwent accelerated flight trials leading to a production order under the designation Army Type 100 Command Reconnaissance Plane Model 3. Both, the Ki-46-II, which remained in production until late in 1944, and the Ki-46-III were built at the Nagoya plant. However, when in December 1944 this plant was severely damaged by an earthquake and suffered further from the pounding inflicted by Boeing B-29 Superfortress’s oft he US 20th Air Force, production was transferred to a new plant at Toyama where only about one hundred machines were built. Late production Ki-46-IIIs coming off the Nagoya and Toyama lines were fitted with individual exhaust stacks providing some thrust augmentation and had sightly better speed and range.
Priority in delivery oft he Ki-46-IIIs was given to units operating in areas where Allied forces had achieved air superiority, but often they operated alongside the older Ki-46-IIs which they never completely supplanted. Once maintenance problems with the fuel injection system of the Ha-112-IIs engines had been solved, the Ki-46-IIIs, benefiting from markedly improved performance between 26,250 ft to 32,810 ft, proved to be a thorn in the Allies‘ side and only the faster climbing fighters under radar controll could successfully intercept the fast Nipponese machines which kept constant watch over the well defended bases as the B-29 airfields in the Marianas. However, as the war drew to its end, the Mitsubishi DINAH was no longer free from interception and losses rose alarmingly.
In total 609 Ki-46-III production aircraft, including fighter conversions were delivered between 1942 and 1945.
The aircraft shown here belongs to the Army Special Attack Unit “Sakura”, Kanoya Base, Kagoshima (Ref.: 1).
Mitsubishi Ki-46-III (Army Type 100 Command Reconnaissance Plane Model 3), (DINAH), (Army Special Attack Unit “Sakura”)
Mitsubishi Ki-46-III (Army Type 100 Command Reconnaissance Plane Model 3), (DINAH), (Army Special Attack Unit “Sakura”)
Mitsubishi Ki-46-III (Army Type 100 Command Reconnaissance Plane Model 3), (DINAH), (Army Special Attack Unit “Sakura”)
Mitsubishi Ki-46-III (Army Type 100 Command Reconnaissance Plane Model 3), (DINAH), (Army Special Attack Unit “Sakura”)
Mitsubishi Ki-46-III (Army Type 100 Command Reconnaissance Plane Model 3), (DINAH), (Army Special Attack Unit “Sakura”)
Mitsubishi Ki-46-III (Army Type 100 Command Reconnaissance Plane Model 3), (DINAH), (Army Special Attack Unit “Sakura”)
Mitsubishi Ki-46-III (Army Type 100 Command Reconnaissance Plane Model 3), (DINAH), (Army Special Attack Unit “Sakura”)
Mitsubishi Ki-46-III (Army Type 100 Command Reconnaissance Plane Model 3), (DINAH), (Army Special Attack Unit “Sakura”)
Mitsubishi Ki-46-III (Army Type 100 Command Reconnaissance Plane Model 3), (DINAH), (Army Special Attack Unit “Sakura”)
Mitsubishi Ki-46-III (Army Type 100 Command Reconnaissance Plane Model 3), (DINAH), (Army Special Attack Unit “Sakura”)
Mitsubishi Ki-46-III (Army Type 100 Command Reconnaissance Plane Model 3), (DINAH), (Army Special Attack Unit “Sakura”)
Mitsubishi Ki-46-III (Army Type 100 Command Reconnaissance Plane Model 3), (DINAH), (Army Special Attack Unit “Sakura”)
ACCOMMODATION: Crew of four plus 11 passengers or equivalent load
POWER PLANT: Two Mitsubishi Ha-l02 radial engines, rated at 1,080 hp each
PERFORMANCE: 292 mph at 19,000 ft
COMMENT: In 1938, when the Mitsubishi Ki-21 heavy bomber began to enter service with the Imperial Japanese Army, its capability attracted the attention of the Imperial Japanese Airways. In consequence a civil version was developed and this, generally similar to the Ki-21-I and retaining its power plant of two 950 hp Nakajima Ha-5 KAI radial engines, differed primarily by having the same wings transferred from a mid to low-wing configuration and the incorporation of a new fuselage to provide accommodation for up to 11 passengers.
Completed in July 1940 the prototype made its first flight in August, and by the end of the year, despite the loss of the fourth aircraft during test flight, quantity production was authorized for both commercial and military use. A total of 101 aircraft of the first production model were built by Mitsubishi between 1940 and 1942 and designated Army Type 100 Transport Model1 (Ki-57-I) by the Army and MC-20-I by civil authorities. A small number of Ki-57-I were transferred to the Japanese Navy and designated Navy Type 0 Transport Model 11 or L4M1 by that service.
Operated by the Army and Navy as a paratroop transport, communication and logistic support aircraft and by Dai Nippon Koku K.K. as a passenger transport on scheduled services as well as on military contract operations, the aircraft, named “Topsy” by the Allies, was met in all theatres of operation. Although most of the time the type performed unspectacular but necessary tasks, it earned its share of fame on February 1942, during a Japanese paratroop attack on the aerodrome and oil refineries around Palembang.
In May 1942 an improved version of the aircraft, powered by two 1,080 hp Mitsubishi Ha-102 radials housed in redesigned nacelles and incorporating minor equipment changes, replaced the Ki-57-I on the assembly lines. A total of 406 aircraft were built for use by Dai Nippon Koku K.K. as MC-20-II and by the Japanese Army as Ki-57-II, Army Type 100 Transport Model 2. Plans to have the aircraft manufactured by Nippon Kokusai Kogyo K.K. failed to materialize and the last Ki-57-II was delivered by Mitsubishi in January 1945.
After seeing active service throughout the war a few MC-20/Ki-57 aircraft survived and were operated under strict Allied control by Dai Nippon Koku K.K. until October 1945, when all Japanese air activities were prohibited (Ref.: 1, 24).
Mitsubishi Ki-57-II (Topsy), (9th Air Division, H. Q. Flight)
Mitsubishi Ki-57-II (Topsy), (9th Air Division, H. Q. Flight)
Mitsubishi Ki-57-II (Topsy), (9th Air Division, H. Q. Flight)
Mitsubishi Ki-57-II (Topsy), (9th Air Division, H. Q. Flight)
Mitsubishi Ki-57-II (Topsy), (9th Air Division, H. Q. Flight)
Mitsubishi Ki-57-II (Topsy), (9th Air Division, H. Q. Flight)
Mitsubishi Ki-57-II (Topsy), (9th Air Division, H. Q. Flight)
Mitsubishi Ki-57-II (Topsy), (9th Air Division, H. Q. Flight)
Mitsubishi Ki-57-II (Topsy), (9th Air Division, H. Q. Flight)
Mitsubishi Ki-57-II (Topsy), (9th Air Division, H. Q. Flight)
Mitsubishi Ki-57-II (Topsy), (9th Air Division, H. Q. Flight)
Mitsubishi Ki-57-II (Topsy), (9th Air Division, H. Q. Flight)
POWER PLANT: Four Type 4 Mk. 1 Model 20 solid fuel rockets with a combined 1,102 kp thrust
PERFORMANCE: 699 mph (estimated)
COMMENT: The practice of ramming, in Japanese “tai-atari”, which literally means “body crashing”, was not unique to Japan. During WW II the deliberate ramming of one aircraft by another aircraft was performed by the Russians, Germans as well as Japanese and all made ramming a part of their war doctrine.
The Japanese would use aircraft already in operational service for ramming attacks such as that Kawasaki Ki-45 and even stripped down Kawasaki Ki-61 “Hein” fighters. It was long thought that Japan never developed a dedicated rammer aircraft of its own but this is no longer the case. Recently discovered in the archives of the Japanese National Institute for Defense Studies is just such a project.
The aircraft was a joint venture between the Imperial Japanese Army (IJA) and the Imperial Japanese Navy (IJN), something that occurred with more regularity towards the closing stage of WW II. The design was based on the “Syusuishiki Kayaku” Rocketto (“Autumn Water”-type ram attack rocket), a project started in March 1945 for an unmanned, remote controlled anti-bomber missile. The plan was to ground launch the missile, guide it remotely towards the target, engage the target via ramming, and then recover the missile (if it survived the collision) for reuse.
Design work was carried out by the Kokukyoko (the Aeronautical Bureau) and, although a mockup was completed, the war ended before finalized production plans could be completed, let alone the missile ever being tested.
The piloted version used much the same design as the missile and was a small, tailless aircraft featuring low mounted 45′ swept wings. The fuselage was bullet shaped with a large vertical stabilizer into which the cockpit was blended. Located in the back of the fuselage were four Type 4 Mark 1 Model 20 rockets, the same as those used on the Kugisho MXYT “Oka” which on such a small aircraft pushed the maximum speed to an estimated 699 mph or just over Mach 0.91. lt is unknown if the design had swept wings because the designers understood the principles in relation to overcoming compressibility problem at transonic speeds, or if the shape was chosen as a means to provide an angled cutting surface to facilitate ramming attacks, or as a drag reducing planform. The wings were strengthened to withstand the high impact forces experienced when striking the enemy bomber. Even though the rammer could rely on speed as a defense when under power, it still had to contend with the defensive armament of the B-29 and thought the pilot had some measure of armor plating and bulletproof glass to protect him. The aircraft was certainly capable of gliding back to base to be refueled and relaunched once it had conducted its attacks. Given the small size of the plane, no landing gear was fitted. As such, it is likely the underside of the fuselage was reinforced or had a skid installed. How it was to be launched is unknown – it could have been towed aloft, catapult launched or perhaps even vertically launched.
In a ram attack, typically the tail would be targeted because the loss of the tail assembly would send the bomber out of control. Striking the wings and engines was another focus of ramming attacks. Finally, the aircraft fuselage was the other key area to strike. The probable mission profile of the rammer flying from a ground base would include being positioned within very close proximity of likely bombing targets. With the short burn time of the rockets (8-10 seconds) the aircraft’s operational radius would have been very limited. After launching, as bombers came into range the pilot would attempt to ram into either the tail or wing of the target with the objective of severing it from the fuselage. If enough speed momentum remained after the initial hit, another ram attack would be made. Should the aircraft remain in flying condition and if the pilot did not elect to ram his entire plane into a target, he would return to base where the rockets would be replaced. If the bombers were still close by, he could fly another sortie. If the rammer was towed into the air, the rockets would most likely have been fired on approach and again after hitting a target. This would provide enough power to grant a second pass with sufficient speed to allow for significant damage to be inflicted on the bomber when it struck.
However, the Kokukyoko “Syusuishiki Kayaku” would remain a paper project only. It is unclear if the design was to be the definitive rammer model or simply a proposed concept (Ref.: Dyer III, Edwin M.: Japanese Secret Projects, Experimental Aircraft of the IJA and IJN 1939-1945, Midland Publishing, Hersham, U.K., 2010).
Kokukyoko “Syusuishiki Kayaku ”, (“Autumn Water”)
Kokukyoko “Syusuishiki Kayaku ”, (“Autumn Water”)
Kokukyoko “Syusuishiki Kayaku ”, (“Autumn Water”)
Kokukyoko “Syusuishiki Kayaku ”, (“Autumn Water”)
Kokukyoko “Syusuishiki Kayaku ”, (“Autumn Water”)
Kokukyoko “Syusuishiki Kayaku ”, (“Autumn Water”)
Kokukyoko “Syusuishiki Kayaku ”, (“Autumn Water”)
Kokukyoko “Syusuishiki Kayaku ”, (“Autumn Water”)
Kokukyoko “Syusuishiki Kayaku ”, (“Autumn Water”) with Mitsubishi Ki-46-III KAI
Kokukyoko “Syusuishiki Kayaku ”, (“Autumn Water”) with Mitsubishi Ki-46-III KAI
Kokukyoko “Syusuishiki Kayaku ”, (“Autumn Water”)
Kokukyoko “Syusuishiki Kayaku ”, (“Autumn Water”)
Kokukyoko “Syusuishiki Kayaku ”, (“Autumn Water”)
Kokukyoko “Syusuishiki Kayaku ”, (“Autumn Water”)
Kokukyoko “Syusuishiki Kayaku ”, (“Autumn Water”)
Kokukyoko “Syusuishiki Kayaku ”, (“Autumn Water”)
Kokukyoko “Syusuishiki Kayaku ”, (“Autumn Water”)
Kokukyoko “Syusuishiki Kayaku ”, (“Autumn Water”)
Kokukyoko “Syusuishiki Kayaku ”, (“Autumn Water”) with Mitsubishi Ki-46-III KAI
Kokukyoko “Syusuishiki Kayaku ”, (“Autumn Water”) with Mitsubishi Ki-46-III KAI
POWER PLANT: One Argus As 10c air-cooled engine (Ka-1) or Jacobs L-4MA-7 air-cooled radial engine (Ka-2), both rated at 240 hp
PERFORMANCE: 103 mph
COMMENT: By order of the Imperial Japanese Army (IJA) the Kayaba Industry developed an autogyro designated Kayaba Ka-1 for reconnaissance, artillery-spotting, and anti-submarine uses. The design based on an American Kellet KD-1A, which had been imported to Japan in 1939, but which was damaged beyond repair shortly after arrival. Kayaba Industry was tasked by the IJA to develop a similar machine, essentially a repaired Kellet KD-1A but powered by a German Argus As 10c engine and shared similar aspects to the German Focke-Wulf Fw 61, which was first flown in 1936, but only about 20 were produced.
The first Kayaba Ka-1 took off from Tamagawa Airfield in May 26, 1941. In the following Army trials, performance was deemed excellent. Originally, it was planned to send the Ka-1 to spot for the artillery units based in mainland China, but the change of the course of war in that theater rendered those plans meaningless. Instead, a few Ka-1 were sent to the Philippines to perform the duties of liaison aircraft as replacements for the Kokusai Ki-76. Soon, an improved version with a Jacobs L-4MA-7 radial engine was on the production line as Kayaba Ka-2. After some time the IJA finally decided on the best use of these unique aircraft, and the majority of Ka-1 and Ka-2 were pressed into service as anti-submarine patrol aircraft. Pilot training for this duty started in July 1943 with the first batch of 10 pilots graduating in February 1944; followed by another batch of 40 pilots in September 1944.
Originally, the plan was to deploy the Ka-1/Ka-2 from 2D-class cargo ships to spot enemy submarines, but these ships turned out to be too cramped for operations; therefore the Ka-1/Ka-2 unit was assigned to the Army-operated escort carrier Akitsu Maru from August 1944 until her sinking in November 1944. From 17 January 1945 ASW patrols were resumed from an airstrip on Iki Isaland with a maintenance base located at Gannosu Airfield in Fukuoka prefecture. ASW patrols also started from May 1945 from Izuhara airfield on Tsushima Island. These missions helped to protect one of the last operational Japanese sea lanes between the ports of Fukuoka and Pusan. Eventually US carrier-based aircraft began to appear even in the Tsushima Strait, so in June 1945 the Ka-1/Ka-2 units were relocated to Nanao base on the Noto Peninsula, in the Sea of Japan, operating from there until the end of the war. The Ka-1/Ka-2 did not directly sink any submarines during the war however, they were well regarded for issuing submarine warnings
A total of 98 Ka-1 and Ka-2 airframes were produced by the end of war, of them 12 were destroyed before being delivered to the IJA and about 30 never had an engine installed, about 50 were delivered to the IJA, but only 30 were actually deployed. Some sources have stated that 240 were built, but this cannot be verified (Ref.: 24).
ACCOMMODATION: Crew of two plus eight passengers or equivalent cargo
POWER PLANT: Two Hitachi Ha-13a radial engines, rated at 510 hp each
PERFORMANCE: 233 mph
COMMENT: The Tachikawa Ki-54 was a Japanese twin-engine advanced trainer and light transport aircraft used during WW II. The aircraft was developed in response to an Imperial Japanese Army Air Force requirement for a twin-engine multi-purpose trainer, principally for crew training. The prototype first flew in summer 1940 and, on completing trials, entered production in 1941 as “Army Type 1 Advanced Trainer Model A” (Tachikawa Ki-54a). The Ki-54a was soon followed by the Tachikawa Ki-54b as “Army Type 1 Operations Trainer Model B” and Tachikawa Ki-54c as “Army Type 1 Transport Model C”.
The Tachikawa Ki-54c was a light transport and communication version characterized by its smooth upper fuselage line and was fitted with eight seats. A similar version was built in small numbers as Tachikawa Y-59 for civil operators. Late in the war an all-wood version of the Ki-54c, the Tachikawa Ki-110 was built, but the aircraft was destroyed during an American air raid.
As a crew trainer and light transport, the Tachikawa Ki-54 was one of the most successful Japanese aircraft of the war and was well known to the Allies which named it “Hickory” regardless of the version. The code name “Joyce” was erroneously assigned to a non-existent light bomber version.
A total of 1,368 Ki-54 were built by Tachikawa Hikoki K.K. during the war. A few captured aircraft were flown after the war by various users (Ref.: 1, 24).
Tachikawa Ki-54c (Army Type 1 Transport Model C), (“Hickory”), 27th Hikodan
Tachikawa Ki-54c (Army Type 1 Transport Model C), (“Hickory”), 27th Hikodan
Tachikawa Ki-54c (Army Type 1 Transport Model C), (“Hickory”), 27th Hikodan
Tachikawa Ki-54c (Army Type 1 Transport Model C), (“Hickory”), 27th Hikodan
Tachikawa Ki-54c (Army Type 1 Transport Model C), (“Hickory”), 27th Hikodan
Tachikawa Ki-54c (Army Type 1 Transport Model C), (“Hickory”), 27th Hikodan
Tachikawa Ki-54c (Army Type 1 Transport Model C), (“Hickory”), 27th Hikodan
Tachikawa Ki-54c (Army Type 1 Transport Model C), (“Hickory”), 27th Hikodan
Tachikawa Ki-54c (Army Type 1 Transport Model C), (“Hickory”), 27th Hikodan
Tachikawa Ki-54c (Army Type 1 Transport Model C), (“Hickory”), 27th Hikodan
Tachikawa Ki-54c (Army Type 1 Transport Model C), (“Hickory”), 27th Hikodan
Tachikawa Ki-54c (Army Type 1 Transport Model C), (“Hickory”), 27th Hikodan
POWER PLANT: Two Mitsubishi Ha-112 radial engines, rated at 1,080 hp each
PERFORMANCE: 375 mph at 19,000 ft
COMMENT: To the Allied aircrews ”Dinah” was known as the aircraft with the nice “linah”. Indeed, the Mitsubishi Ki-46 had probably the most graceful lines of any fighting aircraft of WW II. Cleanly designed, reliable and fast, this airplane performed its unspectacular tasks of high-altitude reconnaissance with considerable success from the first unauthorized overflight of Malaya before the Japanese invasion of that country to the surveillance flights over the US 20th Air Force’s bases in the Marianas during the closing stage of the war. Respected by its foes and trusted by its crews, the Ki-46 also captured the attention of the German Luftwaffe with fruitlessly negotiated the acquisition of a manufacturing license under the Japanese-German Technical Exchange Programme.
Because of the geographical location of Japan and the vastness of the area in which a potential conflict requiring their participation would be fought, the Imperial Japanese Army had a constant requirement for reconnaissance aircraft combining high speed with substantial range performance.
On 12 December 1937, the Imperial Japanese Army Air Force issued a specification to Mitsubishi for a long-range strategic reconnaissance aircraft to replace the Mitsubishi Ki-15. The specification demanded an endurance of six hours and sufficient speed to evade interception by any fighter in existence or development. The resulting design was a twin-engined, low-winged monoplane with a retractable tailwheel undercarriage. It had a small diameter oval fuselage which accommodated a crew of two, with the pilot and observer situated in individual cockpits separated by a large fuel tank. Further fuel tanks were situated in the thin wings both inboard and outboard of the engines. The engines, two Mitsubishi Ha-26s, were housed in close fitting cowlings developed by the Aeronautical Research Institute of the Tokyo Imperial University to reduce drag and improve pilot view.
The first prototype aircraft, with the designation Ki-46, flew in November 1939 from the Mitsubishi factory at Kakamigahara, Gifu. Tests showed that the Ki-46 was underpowered, and slower than required, only reaching 336 mph rather than the specified 373 mph. Otherwise, the aircraft tests were successful. As the type was still faster than the Army’s latest fighter, the Nakajima Ki-43 “Hayabusa” (“Peregrine falcon”, Allied code “Oscar”), as well as the Navy’s new Mitsubishi A6M2 “Zero”, an initial production batch was ordered as the Army Type 100 Command Reconnaissance Plane Model 1 (Ki-41-I).
While testing of the Ki-46-I was going on, the engine plant of Mitsubishi had under development an advanced version of the Ha-26-I engine, the Ha-102, with two-speed supercharger which was expected to boost take-off rating to1,080 hp. With this powerplant it was anticipated that the Ki-46 could easily meet its speed requirement and consequently Mitsubishi were instructed to proceed with the design of the Ki-46-II to be powered by a pair of Ha-102s. The first Ki-46-II was completed in March 1941 and the test progressed satisfying so the production started.
The new aircraft was first used by the Japanese Army in Manchukuo and China, where seven units were equipped with it, and also at times by the Imperial Japanese Navy in certain reconnaissance missions over the northern coasts of Australia and New Guinea. The Imperial Japanese Army Air Force used this aircraft for the same type of missions over present-day Malaysia during the months before the Pacific War. Later, it was used for high altitude reconnaissance over Burma, Indochina, Thailand, and the Indian Ocean. The Mitsubishi Ki-46 was regarded by the Allied as a difficult aircraft to counter, only occasionally intercepting them successfully.
During WW II Mitsubishi factories produced 34 units Mitsubishi Ki-46-I, and 1093 units Mitsubishi Ki-46-II (Ref.: 1, 24).
Mitsubishi Ki-46-II “Dinah”, 74th Dokuritsu Dai Shijugo Chutai
Mitsubishi Ki-46-II “Dinah”, 74th Dokuritsu Dai Shijugo Chutai
Mitsubishi Ki-46-II “Dinah”, 74th Dokuritsu Dai Shijugo Chutai
Mitsubishi Ki-46-II “Dinah”, 74th Dokuritsu Dai Shijugo Chutai
Mitsubishi Ki-46-II “Dinah”, 74th Dokuritsu Dai Shijugo Chutai
Mitsubishi Ki-46-II “Dinah”, 74th Dokuritsu Dai Shijugo Chutai
Mitsubishi Ki-46-II “Dinah”, 74th Dokuritsu Dai Shijugo Chutai
Mitsubishi Ki-46-II “Dinah”, 74th Dokuritsu Dai Shijugo Chutai
Mitsubishi Ki-46-II “Dinah”, 74th Dokuritsu Dai Shijugo Chutai
Mitsubishi Ki-46-II “Dinah”, 74th Dokuritsu Dai Shijugo Chutai
Mitsubishi Ki-46-II “Dinah”, 74th Dokuritsu Dai Shijugo Chutai
Mitsubishi Ki-46-II “Dinah”, 74th Dokuritsu Dai Shijugo Chutai
Scale 1:72 aircraft models of World War II
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