Plans of Mitsubishi Ki-57 'Topsy' (2 of 2)

Plans of Mitsubishi Ki-57 'Topsy' (2 of 2)

Plans of Mitsubishi Ki-57 'Topsy' (2 of 2)

Here we see three plans of the Mitsubishi Ki-57 'Topsy', the main Japanese Army personnel transport aircraft of the Second World War.


Mitsubishi Ki-57

From Wikipedia the free encyclopedia

Ki-57
MC-20-I, with a nickname Asagumo (morning cloud), used by Asahi Shimbun
Role Transport aircraft
Paratroop transport
Passenger aircraft
Manufacturer Mitsubishi Jukogyo Kabushiki Kaisha (Mitsubishi Heavy Industries Limited)
Design group Mitsubishi Jukogyo KK Design Team
First flight August 1940
Introduction 1942
Primary user Imperial Japanese Army Air Force
Imperial Japanese Navy Air Service
Imperial Japanese Airways
Produced 1940–1945
Number built 406
Developed from Mitsubishi Ki-21

The Mitsubishi Ki-57 was a Japanese passenger transport aircraft, developed from the Ki-21 bomber, during the early 1940s.


THE FIRST OF THE FEW: WWII Airplanes

Helicopters and autogyros

Hellcat, USS Saratoga 1943

WWII Aircraft Facts

No matter how one looks at it, these are incredible statistics. Aside from the figures on aircraft, consider this statement from the article: On average 6600 American service men died per MONTH, during WWII (about 220 a day). Most Americans who were not adults during WWII have no understanding of the magnitude of it. This listing of some of the aircraft facts gives a bit of insight to it.

276,000 aircraft manufactured in the US .
43,000 planes lost overseas, including 23,000 in combat.
14,000 lost in the continental U.S.

The US civilian population maintained a dedicated effort for four years, many working long hours seven days per week and often also volunteering for other work. WWII was the largest human effort in history.

Statistics from Flight Journal magazine.

THE COST of DOING BUSINESS

—- The staggering cost of war.

THE PRICE OF VICTORY (cost of an aircraft in WWII dollars)

B-17 $204,370. P-40 $44,892.
B-24 $215,516. P-47 $85,578.
B-25 $142,194. P-51 $51,572.
B-26 $192,426. C-47 $88,574.
B-29 $605,360. PT-17 $15,052.
P-38 $97,147. AT-6 $22,952.

PLANES A DAY WORLDWIDE

From Germany ‘s invasion of Poland Sept. 1, 1939 and ending with Japan ‘s surrender Sept. 2, 1945 — 2,433 days. From 1942 onward, America averaged 170 planes lost a day.

How many is a 1,000 planes? B-17 production (12,731) wingtip to wingtip would extend 250 miles. 1,000 B-17s carried 2.5 million gallons of high octane fuel and required 10,000 airmen to fly and fight them.

THE NUMBERS GAME
9.7 billion gallons of gasoline consumed, 1942-1945.
107.8 million hours flown, 1943-1945.
459.7 billion rounds of aircraft ammo fired overseas, 1942-1945.
7.9 million bombs dropped overseas, 1943-1945.
2.3 million combat sorties, 1941-1945 (one sortie = one takeoff).
299,230 aircraft accepted, 1940-1945.
808,471 aircraft engines accepted, 1940-1945.
799,972 propellers accepted, 1940-1945.

WWII MOST-PRODUCED COMBAT AIRCRAFT
Ilyushin IL-2 Sturmovik 36,183
Yakolev Yak-1,-3,-7, -9 31,000+
Messerschmitt Bf-109 30,480
Focke-Wulf Fw-190 29,001
Supermarine Spitfire/Seafire 20,351
Convair B-24/PB4Y Liberator/Privateer 18,482
Republic P-47 Thunderbolt 15,686
North American P-51 Mustang 15,875
Junkers Ju-88 15,000
Hawker Hurricane 14,533
Curtiss P-40 Warhawk 13,738
Boeing B-17 Flying Fortress 12,731
Vought F4U Corsair 12,571
Grumman F6F Hellcat 12,275
Petlyakov Pe-2 11,400
Lockheed P-38 Lightning 10,037
Mitsubishi A6M Zero 10,449
North American B-25 Mitchell 9,984
Lavochkin LaGG-5 9,920
Note: The LaGG-5 was produced with both water-cooled (top) and air-cooled (bottom) engines.
Grumman TBM Avenger 9,837
Bell P-39 Airacobra 9,584
Nakajima Ki-43 Oscar 5,919
DeHavilland Mosquito 7,780
Avro Lancaster 7,377
Heinkel He-111 6,508
Handley-Page Halifax 6,176
Messerschmitt Bf-110 6,150
Lavochkin LaGG-7 5,753
Boeing B-29 Superfortress 3,970
Short Stirling 2,383
Sources: Rene Francillon, Japanese Aircraft of the Pacific war Cajus Bekker, The Luftwaffe Diaries Ray Wagner, American Combat Planes Wikipedia.

According to the AAF Statistical Digest, in less than four years (December 1941- August 1945), the US Army Air Forces lost 14,903 pilots, aircrew and assorted personnel plus 13,873 airplanes — inside the continental United States. They were the result of 52,651 aircraft accidents (6,039 involving fatalities) in 45 months.

Think about those numbers. They average 1,170 aircraft accidents per month—- nearly 40 a day. (Less than one accident in four resulted in totaled aircraft, however.)

It gets worse…..

Almost 1,000 Army planes disappeared en route from the US to foreign climes. But an eye-watering 43,581 aircraft were lost overseas including 22,948 on combat missions (18,418 against the Western Axis) and 20,633 attributed to non-combat causesoverseas.

In a single 376 plane raid in August 1943, 60 B-17s were shot down. That was a 16 percent loss rate and meant 600 empty bunks in England . In 1942-43 it was statistically impossible for bomber crews to complete a 25-mission tour in Europe .

Pacific theatre losses were far less (4,530 in combat) owing to smaller forces committed. The worst B-29 mission, against Tokyo on May 25, 1945, cost 26 Superfortresses, 5.6 percent of the 464 dispatched from the Marianas .

On average, 6,600 American servicemen died per month during WWII, about 220 a day. By the end of the war, over 40,000 airmen were killed in combat theatres and another 18,000 wounded. Some 12,000 missing men were declared dead, including a number “liberated” by the Soviets but never returned. More than 41,000 were captured, half of the 5,400 held by the Japanese died in captivity, compared with one-tenth in German hands. Total combat casualties were pegged at 121,867.

US manpower made up the deficit. The AAF’s peak strength was reached in 1944 with 2,372,000 personnel, nearly twice the previous year’s figure.

The losses were huge—but so were production totals. From 1941 through 1945, American industry delivered more than 276,000 military aircraft. That number was enough not only for US Army, Navy and Marine Corps, but for allies as diverse as Britain , Australia, China and Russia . In fact, from 1943 onward, America produced more planes than Britain and Russia combined. And more than Germany and Japan together 1941-45.

However, our enemies took massive losses. Through much of 1944, the Luftwaffe sustained uncontrolled hemorrhaging, reaching 25 percent of aircrews and 40 planes a month. And in late 1944 into 1945, nearly half the pilots in Japanese squadrons had flown fewer than 200 hours. The disparity of two years before had been completely reversed.

Experience Level:
Uncle Sam sent many of his sons to war with absolute minimums of training. Some fighter pilots entered combat in 1942 with less than one hour in their assigned aircraft.
The 357th Fighter Group (often known as The Yoxford Boys) went to England in late 1943 having trained on P-39s. The group never saw a Mustang until shortly before its first combat mission.

A high-time P-51 pilot had 30 hours in type. Many had fewer than five hours. Some had one hour.

With arrival of new aircraft, many combat units transitioned in combat. The attitude was, “They all have a stick and a throttle. Go fly `em.” When the famed 4th Fighter Group converted from P-47s to P-51s in February 1944, there was no time to stand down for an orderly transition. The Group commander, Col. Donald Blakeslee, said, “You can learn to fly `51s on the way to the target.

A future P-47 ace said, “I was sent to England to die.” He was not alone. Some fighter pilots tucked their wheels in the well on their first combat mission with one previous flight in the aircraft. Meanwhile, many bomber crews were still learning their trade: of Jimmy Doolittle’s 15 pilots on the April 1942 Tokyo raid, only five had won their wings before 1941. All but one of the 16 copilots were less than a year out of flight school.

In WWII flying safety took a back seat to combat. The AAF’s worst accident rate was recorded by the A-36 Invader version of the P-51: a staggering 274 accidents per 100,000 flying hours. Next worst were the P-39 at 245, the P-40 at 188, and the P-38 at 139. All were Allison powered.

Bomber wrecks were fewer but more expensive. The B-17 and B-24 averaged 30 and 35 accidents per 100,000 flight hours, respectively– a horrific figure considering that from 1980 to 2000 the Air Force’s major mishap rate was less than 2.

The B-29 was even worse at 40 the world’s most sophisticated, most capable and most expensive bomber was too urgently needed to stand down for mere safety reasons. The AAF set a reasonably high standard for B-29 pilots, but the desired figures were seldom attained.

The original cadre of the 58th Bomb Wing was to have 400 hours of multi-engine time, but there were not enough experienced pilots to meet the criterion. Only ten percent had overseas experience. Conversely, when a $2.1 billion B-2 crashed in 2008, the Air Force initiated a two-month “safety pause” rather than declare a “stand down”, let alone grounding.

The B-29 was no better for maintenance. Though the R3350 was known as a complicated, troublesome power-plant, no more than half the mechanics had previous experience with the Duplex Cyclone. But they made it work.

Navigators:
Perhaps the greatest unsung success story of AAF training was Navigators. The Army graduated some 50,000 during the War. And many had never flown out of sight of land before leaving “Uncle Sugar” for a war zone. Yet the huge majority found their way across oceans and continents without getting lost or running out of fuel — a stirring tribute to the AAF’s educational establishments.

Cadet To Colonel:
It was possible for a flying cadet at the time of Pearl Harbor to finish the war with eagles on his shoulders. That was the record of John D. Landers, a 21-year-old Texan, who was commissioned a second lieutenant on December 12, 1941. He joined his combat squadron with 209 hours total flight time, including 2� in P-40s. He finished the war as a full colonel, commanding an 8th Air Force Group — at age 24.
As the training pipeline filled up, however those low figures became exceptions.
By early 1944, the average AAF fighter pilot entering combat had logged at least 450 hours, usually including 250 hours in training. At the same time, many captains and first lieutenants claimed over 600 hours.

FACT:
At its height in mid-1944, the Army Air Forces had 2.6 million people and nearly 80,000 aircraft of all types.
Today the US Air Force employs 327,000 active personnel (plus 170,000 civilians) with 5,500+ manned and perhaps 200 unmanned aircraft.
The 2009 figures represent about 12 percent of the manpower and 7 percent of the airplanes of the WWII peak.

List of World War II military aircraft of Germany

This list covers aircraft of Nazi Germany that served in the Luftwaffe during the Second World War as defined by the years 1939 to 1945. Number designations are largely by the RLM designation system, although in this list they are partially organized by manufacturer and role.

The Luftwaffe of the Third Reich officially existed from 1933� training for a German air force had been going on as early as the 1920s, before the Nazis came to power. The first list attempts to focus on the more significant aircraft that participated in the main part of the war. The second is a more all-encompassing list to include the time before, although projects are not covered.

Captured aircraft also have a list. Internal projects of manufacturers are not listed, nor are many prototypes. A list of aircraft of the period from 1933� can be found at list of RLM aircraft designations in the form of the Reich Aviation Ministry's list of aircraft. Planes from all branches are currently listed.

A plane's number was usually related to its RLM designation and sometimes to its manufacturer (foreign ones with captured aircraft). The RLM-GL/C designations are not all correct and sometimes are used twice. The RLM would sometimes reassign numbers. Some pre-1933 aircraft just used their company names, etc. The Aircraft names are the most common names. Other key data are sometimes listed afterward. See RLM aircraft designation system for a full explanation of the RLM system.

[edit]Primary aircraft

This list does not primarily include projects, prototypes or captured aircraft but consists mostly of the most common aircraft of the German Luftwaffe that participated in the Second World War. A full list of project aircraft and captured aircraft can be found at list of RLM aircraft designations in the form of the Reich Aviation Ministry's list of aircraft.

    | Arado Ar 96 | Arado Ar 196 | Arado Ar 232 | Arado Ar 234 | Arado Ar 240 | Blohm und Voss BV 222
  • Dornier Do 17 | Dornier Do 18 | Dornier Do 24 | Dornier Do 215 | Dornier Do 217 | Dornier Do 335 | Focke-Wulf Fw 190 | Focke-Wulf Fw 200 | Focke-Wulf Ta 152 | Focke-Wulf Ta 154 | Gotha Go 244 | Heinkel He 46 | Heinkel He 59 | Heinkel He 60 | Heinkel He 111 | Heinkel He 114 | Heinkel He 115 | Heinkel He 162 | Heinkel He 177 | Heinkel He 219 | Henschel Hs 126 | Henschel Hs 129
  • Junkers Ju 52 | Junkers Ju 86 | Junkers Ju 87 | Junkers Ju 88 | Junkers Ju 90 | Junkers Ju 188 | Junkers Ju 252 | Junkers Ju 290 | Junkers Ju 388 | Messerschmitt Bf 109 | Messerschmitt Bf 110 | Messerschmitt Me 163 | Messerschmitt Me 210 | Messerschmitt Me 262 | Messerschmitt Me 321 | Messerschmitt Me 323 | Messerschmitt Me 410

[edit]German military aircraft, 1919�

While the Luftwaffe was not public until 1935, it had been in development in secret since the 1920s, and many aircraft made in the inter-war years were used during World War II.


Japanese Aircraft of WWII

Preliminary discussions regarding a heavily armed high-altitude fighter were held between the Koku Hombu and Tachikawa Hikoki KK in mid-1942. At that time the Japanese Army wanted to obtain a fighter fitted with a pressure cabin and capable of reaching a top speed of 800 km/h (497 mph) and having a maximum range of 3,000 km (1,864 miles). As these performance requirements were rather stringent, the Koku Hombu decided to instruct Tachikawa to proceed with the design of the aircraft while they placed a contract with Nakajima for another high-altitude fighter with a less stringent range requirement. The aircraft proposed by Tachikawa, which received the designation Ki-94 (later Ki-94-I), was of highly unconventional design. The aircraft was a large twin-boom monoplane powered by two 2,200 hp Mitsubishi Ha-211 Ru eighteen-cylinder air-cooled radials which were mounted fore and aft of the pilot's cockpit and drove four-blade tractor and pusher propellers. Proposed armament included two 37 mm (1.46 in) Ho-203 cannon and two 30 mm (1.18 in) Ho-105 cannon, and a maximum speed of 780 km/h (485 mph) at 10,000 m (32,810 ft) was anticipated. A full-size wooden mock-up was completed late in 1943, but development of the aircraft was discontinued as the Technical Department of the Koku Hombu judged the project too complex and its calculated performance unduly optimistic.

Soon after, Tachikawa submitted a new proposal designed to meet the same requirements as the competitive Nakajima Ki-87. The new aircraft was a single-engined single-seat high-altitude fighter of conventional design with laminar-flow wings and featuring a pressure cabin mounted in the fuselage behind the wing trailing edges. The aircraft was to be powered by a fan-cooled turbosupercharged 2,400 hp Nakajima [Ha-44] 12 eighteen-cylinder radial, rated at 2,450 hp for take-off, 2,350 hp at 1,100 m (3,610 ft), 2,200 hp at 4,400 m (14,453 ft) and 2,040 hp at 11,000 m (36,090 ft), and driving a six-blade propeller, and the wing-mounted armament was to include two 30 mm (1.18 in) Ho-105 cannon and two 20 mm (0.79 in) Ho-5 cannon. The proposal was accepted by the Koku Hombu which ordered one static test airframe, three prototypes and eighteen pre-production aircraft under the designation Ki-94-II. The first Ki-94-II was scheduled for completion on 20 July, 1945, but eventually was completed two weeks behind schedule. The six-blade propeller planned for the Ki-94-II was not ready in time, and it was decided to begin testing of the first prototype on 18 August, 1945, by temporarily fitting a four-blade airscrew. A second prototype, intended to be fitted with the six-blade propeller, was under construction, but the end of the war prevented it from being completed, while the first aircraft was still being readied for its intended maiden flight three days later.

Technical Data
Manufacturer: Tachikawa Hikoki KK (Tachikawa Aeroplane Co Ltd).
Type: Single-engined high-altitude fighter.
Crew (1): Pilot in pressurised cockpit.
Powerplant: One 2,400 hp Nakajima [Ha-44] 12 eighteen-cylinder air-cooled radial engine, driving a (1st prototype) four-blade or (planned production aircraft) six-blade constant-speed metal propeller.
Armament: two wing-mounted 30 mm (1.18 in) Ho-105 cannon and two wing-mounted 20 mm (0.79 in) Ho-5 cannon. External stores: one 500 kg (1,102 lb) bomb.
Dimensions: Span 14 m (45 ft 11 3/16 in) length 12 m (39 ft 4 7/16 in) height 4.65 m (15 ft 3 1/16 in) wing area 28 sq m (301.388 sq ft).
Weights: Empty 4,690 kg (10,340 lb) loaded 6,450 kg (14,220 lb) wing loading 230.4 kg/sq m (37.2 lb/sq ft) power loading 2.6 kg/hp (5.8 lb)/hp).
Performance: Maximum speed 712 km/h (442 mph) at 12,000 m (39,370 ft) cruising speed 440 km/h (273 mph) at 9,000 m (29,530 ft) climb to 10,000 m (32,810 ft) in 17 min 38 sec service ceiling 14,680 m (48,170 ft) range 2,100 km (1,305 miles).
Production: One prototype competed by Tachikawa Hikoki KK in August 1945.


Зміст

В грудні 1938 року дві японські авіакомпанії «Японський авіатранспорт» і «Міжнародні авіалінії Японії» злились в одну — «Японські авіалінії». В новій компанії авіапарк був доволі різношерстий і складався з імпортних і виготовлених за ліцензією Douglas DC-2, Douglas DC-3 і Lockheed 14 [en] , а також цілого ряду японських транспортних літаків міжвоєнного періоду. Тому одним з перших цілей авіакомпанії стало отримання сучасного транспортного літака від місцевих виробників. Цей літак планувалось використовувати на міжнародних трасах, тому його характеристики мали відповідати світовому рівню, на який вже вийшли японські військові літаки. Оскільки вже створений Mitsubishi Ki-21 демонстрував характеристики (швидкість, дальність польоту, навантаження) які відповідали очікуванням компанії, було вирішено звернутись саме до Mitsubishi.

В серпні 1939 року, майже відразу після того як «Японські авіалінії» були знову реорганізовані в «Імперські японські авіалінії» і отримали велику підтримку уряду, почалась розробка нового літака під керівництвом Кеносуке Одзава. Попередній проєкт літака зацікавив також військових, яким був потрібен десантний та штабний літак. Тому проектування літака було вирішено продовжити із врахуванням вимог Імперської армії Японії. Літак мав перевозити 11 пасажирів та 300 кг вантажу на дальність 1400 км при швидкості 300 км/г на висоті 2000-4000 м. Максимальна дальність польоту з комерційним вантажем мала становити 2000 км, без вантажу — 3000 км. Екіпаж мав складатись з 4 осіб, а злітна маса — не більше 7900 кг. [1] .

Транспортний літак зберіг від Ki-21-I крило, хвостову частину фюзеляжу, шасі та силову установку. Фюзеляж був спроектований заново, ставши тепер низькопланом, 11 пасажирів розміщувались в двох рядах по двох сторонах фюзеляжу. Перший літак піднявся у повітря у серпні 1940 року. Льотні випробування пройшли успішно оскільки більшість агрегатів були вже протестовані. Ситуацію не погіршила навіть аварія четвертого прототипу, яка відбулась в грудні 1940 року коли під літак розбився в Токійській затоці поблизу Тіба. До кінця року обидва варіанти були запущені в серійне виробництво: цивільний під назвою MC-20-I, військовий — «Армійський транспортний літак Тип 100 Модель 1» (або Ki-57-I). Невелика кількість літаків була передана Імперському флоту Японії, де вона отримала позначення «морський транспортний літак Тип 0 Модель 11» (або L4M1). [1]

В березні 1941 року на озброєнні опинилась нова модифікація бомбардувальника — Ki-21-II і Mitsubishi почало переносити застосовані покращення і на транспортній версії. Проте замість двигунів Mitsubishi Ha-101 були використані менш потужні Mitsubishi Ha-102 потужністю 1080 к. с., також хоча гондоли двигуна були перероблені, люки шасі не закривались. Нова модифікація транспортного літака була готова в травні 1942 року. Вона отримала назву MC-20-II (цивільний варіант), та «Армійський транспортний літак Тип 100 Модель 2» (або Ki-57-II) — військовий варіант. [2]

Загалом на заводах Mitsubishi було виготовлено 101 літака Ki-57-IMC-20-II) і 406 Ki-57-IIMC-20-II). В 1944 році планувалось також почати виробництво літака на заводах Kokusai, але цього не вдалось зробити. [2] Останній літак зійшов з конвеєра в грудні 1945 року [3] .

  • Ki-57-I («Армійський транспортний літак Тип 100 Модель 1») — оснащений двигунами Nakajima Ha-5 KAI потужністю 950 к.с.
  • MC-20-I — цивільний варіант Ki-57-I
  • Ki-57-II («Армійський транспортний літак Тип 100 Модель 2») — оснащений двигунами Mitsubishi Ha-102 потужністю 1 080 к.с.
  • MC-20-II — цивільний варіант Ki-57-II
  • L4M1 («Морський транспортний літак Тип 0») — варіант Ki-57-I на озброєнні Імперського флоту Японії

Воєнне використання Редагувати

Літаки Ki-57 використовувались як транспортні, зв'язкові та для перевезення десантників, а цивільний варіант — для перевезення пасажирів. Частина цивільних літаків також залучалась для військових перевезень. Союзники стикались з ним на всіх театрах війни на Тихому океані.

Найвідомішою операцією, в якій взяли участь Ki-57, була висадка десантників на аеродром та нафтопереробний завод в околицях Палембанга 14 лютого 1942 року. В той час Японія отримувала 40 % нафти саме з Суматри. 9 лютого з затоки Камрань [en] була відправлена морська десантна експедиція, але існувала загроза що союзники знищать нафтопереробні заводи до її прибуття. Тому було вирішено використати повітряний десант, для цього було залучено 1-й десантний полк, який 14 лютого вилетів з Кахангу [en] і Клуанг [en] . Сам десант відбувався після бомбардування аеродрому, після чого з висоти 200 м було синуто 260 десантників. Після декількох сутичок союзники відступили. Паралельно 100 десантинків було скинуто над нафтопереробними заводами, де опір був значно сильніший і завод був захоплений тільки наступно дня, і союзники так і не встиги знищити заводи. 15 лютого десантникам були надіслані підкріплення і було захоплено саме місто. Тої ночі також нарешті прибув морський десант і японські війська повністю закріпили свої позиції. [5]

Цивільне використання Редагувати

Після закінчення бойових дій MC-20/Ki-57 використовувались під контролем союзників до 10 жовтня 1945 року, оскільки союзницькі бомбардування сильно зашкодили наземним комунікаціям, після чого всі польоти японських літаків були припинені. [3]

Після закінчення війни трофейні Ki-57 використовувались в Китаї та Радянському Союзі. За відгуками радянського пілота В.Вінницького, який багато літав на цьому літаку, і одного разу возив на ньому Мао Цзедуна, MC-20 був найкращим літаком у своєму класі, явно переважаючи Лі-2 та C-47.

Дані з Japanese Aircraft of the Pacific War [6] і The Mitsubishi Ki-21 [7]


World War II Database

Even if a pilot knows the full designation of an aircraft such as Aichi D3A1 Navy Type 99 Carrier Bomber Model 11, he might wish to have a short, simple and unmistakable name, especially when he is in combat with it!

In the second half of 1942, a colorful set of code names was developed in the Southwest Pacific Theater by the Air Technical Intelligence Unit (ATIU) of the Allied Air Forces in Australia. The head of the unit, Captain Frank T. McCoy Jr. was from Nashville, Tennessee, and the first few code names were hillbilly names such as ZEKE, NATE, PETE, JAKE and RUFE, as they were simple, short and distinctive. The basic system spread rapidly, and by late 1942, was adopted for use by both the USAAF and USN. In general, the code names were assigned using the following system, although several exceptions exist:

Basis of the Allied Code Names Scheme

Code Name TypeAssigned to Aircraft Type
Male namesFighters (both Army and Navy, single or multi-engined) and Reconnaissance seaplanes
Female namesBombers (including attack and dive-bombers), Reconnaissance planes (land or carrier-based), Flying boats and Transports (transport names began with "T")
Tree namesTraining aircraft
Bird namesGliders

Thus, the example Aichi given above became simply VAL in the Pacific code name system. As we learned more about the various models of each type, the Japanese model number was often attached to the code name, as in ZEKE 32 for the A6M3 Type 0 Carrier Fighter Model 32 "Zero".

Obviously, these code names were much easier to remember and say for Allied airmen and thus, even today, discussions of the Pacific war are filled with names such as BETTY, PETE, OSCAR, KATE and TONY.

List of Japanese Army and Navy Aircraft and their Code Names

Aircraft marked with a single asterisk (*) were fictional, and did not exist. Those with a double asterisk (**) were identified as more than one type, i.e. they are duplicated in the list. This list is extracted and edited from Mikesh's Japanese Aircraft Code Names & Designations.

ServiceJapanese Military DesignationJapanese Manufacturer DesignationAmerican Code Name
Navy Type 1 Target Plane Kugisho MXY4
Army Type 2 Advanced Trainer Manshu Ki-79
Navy Type 2 Training Fighter Mitsubishi A5M4-K
Navy Type 2 Training Flying-Boat Aichi H9A1
Army Type 5 Fighter Kawasaki Ki-100
Army Type 97 Fighter * Mitsubishi ABDUL
Navy Type 97 Seaplane Fighter * Nakajima ADAM
Navy Type 94 Reconnaissance Seaplane Kawanishi E7K ALF
Army Type 97 Light Bomber Mitsubishi Ki-30 ANN
Army Type 97 Command Reconnaissance Plane Mitsubishi Ki-15 BABS
Navy Type 98 Reconnaissance Plane Mitsubishi C5M BABS
Army Navy Suicide Attacker Ohka Yokosuka MXY7 BAKA
Navy Type 90-2 Flying-Boat Kawanishi H3K1 BELLE
Type 98 Medium Bomber * Heinkel He 111 BESS
Navy Type 1 Attack Bomber Mitsubishi G4Ml/G4M6 BETTY
Navy Type 1 Formation Escort Fighter Mitsubishi G6M1 BETTY
Navy Type 1 Attack Bomber Trainer Mitsubishi G6Ml-K BETTY
Navy Type 1 Transport Mitsubishi G6M1-L2 BETTY
Navy Type 97 Reconnaissance Seaplane * Aichi BOB
Army Type 95-3 Primary Trainer Tachikawa Ki-17 CEDAR
Navy Type 99 Flying-Boat Kugisho H5Y CHERRY
Tachikawa Ki-70 CLARA
Navy Type 96 Carrier Fighter Mitsubishi A5M CLAUDE
Army Type 97 Fighter ** Nakajima (See NATE) CLINT
Navy Type 2 Primary Trainer Momiji Kyushu K9W1 CYPRESS
Army Type 4 Primary Trainer Kokusai Ki-86 CYPRESS
Navy Type 95 Reconnaissance Seaplane Nakajima E8N1 DAVE
Navy Type S Two-seat Fighter Seversky A8V1 DICK
Army Type 100 Command Reconnaissance Plane Mitsubishi Ki-46 DINAH
Army Type 100 Tactical Pilot Trainer Mitsubishi Ki-46-II KAI DINAH
Army Type 100 Interceptor Fighter Mitsubishi Ki-46-III KAI DINAH
Navy Type 1 Dive Bomber * Nakajima (See JUDY) DOT
Tachikawa Ki-71 EDNA
Navy Type 2 Flying-Boat Kawanishi H8K EMILY
Navy Navy Bomber/Navy Night Fighter Yokosuka P1Y FRAN
Navy Navy Bomber/Navy Night Fighter Yokosuka P1Y FRANCES
Army Type 4 Fighter Hayate Nakajima Ki-84 FRANK
Army Type 4 Special Transport Glider Kokusai Ku-8 GANDER
Navy Navy Interceptor Fighter Kawanishi N1K-J GEORGE
Navy Type 0 Small Reconnaissance Seaplane Kugisho E14Y1 GLEN
Army Type 4 Special Transport Glider** Kokusai Ku-8 (GANDER) GOOSE
Navy Navy Carrier Attack Bomber Aichi B7A GRACE
Army Type 0 Medium Bomber ** Mitsubishi (See SALLY) GWEN
Navy Type 96 Reconnaissance Seaplane Aichi E10A1 HANK
Army Type 0 Single-seat Twin-engine Fighter * Mitsubishi HARRY
Army Type 100 Heavy Bomber Donryu Nakajima Ki-49 HELEN
Army Type 1 Advanced Trainer Tachikawa Ki-54a HICKORY
Army Type 1 Operations Trainer Tachikawa Ki-54b HICKORY
Army Type 1 Transport Tachikawa Ki-54c HICKORY
Army Type 98 Direct Co-operation Plane Tachikawa Ki-36 IDA
Army Type 99 Advanced Trainer Tachikawa Ki-55 IDA
Navy Type 98 Bomber Float Plane * Aichi IONE
Navy Type 2 Land Based Reconnaissance Plane Nakajima J1N1-C IRVING
Navy Type 2 Gekko (Night Fighter) Nakajima J1N1-S IRVING
Navy Navy Interceptor Fighter Mitsubishi J2M JACK
Navy Type 0 Reconnaissance Seaplane Aichi E13A1 JAKE
Army Type 97 Heavy Bomber ** Mitsubishi (See SALLY) JANE
Navy Type 96 Carrier Attack Bomber Kugisho B4Yl JEAN
Navy Type He Interceptor Fighter Heinkel A7He1 (He 112B-0) JERRY
Navy Type 97 Carrier Attack Bomber Nakajima B6N2 JILL
Army Type 1 Single-seat Fighter ** Kawasaki (See OSCAR) JIM
Navy Type 99 Four-engine Flying Boat * JOAN
Army Type 1 Light Bomber * Nakajima (See EVE) JOYCE
Navy Type 2 Carrier Reconnaissance Plane Kugisho D4Yl-C JUDY
Army Type 97 Medium Bomber * Kawasaki JULIA
Navy Type 99 S.E. Dive Bomber Seaplane ** Aichi (See JAKE) JUNE
Navy Type 97-1 and 97-3 Carrier Attack Bomber Nakajima B5N1 & 2 KATE
Navy Type 98 Reconnaissance Seaplane Aichi E11A1 LAURA
Army Type 99 Twin-engine Light Bomber Kawasaki Ki-48 LILY
Navy Navy Experimental 13-Shi Attack Bomber Nakajima G5N LIZ
Navy Navy Patrol Plane Kyushu Q1W LORNA
Army Type 93-2 Twin-engine Light Bomber Mitsubishi Ki-2-II LOUISE
Navy Navy Experimental 17-Shi Interceptor Mitsubishi J4M LUKE
Navy Type 97-2 Carrier Attack Bomber Mitsubishi B5M1 MABEL
Army Type 98 Light Bomber Kawasaki Ki-32 MARY
Navy Type 97 Flying Boat Kawanishi H6K MAVIS
Type 98 Showa Light Bomber * Vultee V-11GB MILLIE
Navy Navy Carrier Reconnaissance Plane Nakajima C6N MYRT
Army Type 97 Fighter Nakajima Ki-27 NATE
Navy Type 96 Attack Bomber Mitsubishi G3M NELL
Army Type 2 Two-seat Fighter Toryu Kawasaki Ki-45 KAI NICK
Navy Type 2 High-speed Recon. Seaplane Shiun Kawanishi El5Kl NORM
Type 97 Light Bomber * Mitsubishi NORMA
Navy Type 2 Intermediate Trainer Kyushu K10W1 OAK
Army Type 1 Fighter Hayabusa Nakajima Ki-43 OSCAR
Tachikawa Ki-74 PAT
Tachikawa Ki-74 PATSY
Navy Navy Reconnaissance Seaplane Aichi E16A PAUL
Army Type 4 Heavy Bomber Hiryu Mitsubishi Ki-67 PEGGY
Army Type 4 Special Attack Plane Mitsubishi Ki-67-I KAl PEGGY
Army Type 95 Fighter Kawasaki Ki-10 PERRY
Navy Type 0 Observation Seaplane Mitsubishi F1M1 PETE
Navy Type 90 Operations Trainer Mitsubishi K3M1 PINE
Army Type 4 Assault Plane (See note) Kawasaki Ki-102b RANDY
Navy Type 1 Single-seat Fighter ** Mitsubishi (See ZEKE) RAY
Navy Navy Fighter Seaplane Kawanishi N1K REX
Navy Navy Type 18 Land Based Attack Aircraft Nakajima G8N RITA
Navy Type 2 Fighter Seaplane Nakajima A6M2-N RUFE
Army Type I Heavy Bomber Fiat B.R.20 RUTH
Army Type 97 Heavy Bomber Mitsubishi Ki-21 SALLY
Navy Navy Experimental Carrier Fighter Mitsubishi A7M SAM
Navy Type 96 Carrier Fighter ** Mitsubishi (See CLAUDE) SANDY
Navy Type 96 Reconnaissance Seaplane Watanabe E9W SLIM
Army Type 99 Assault Plane/Tactical Recon. Mitsubishi Ki-51 SONIA
Army Type 95-1 Intermediate Trainer Tachikawa Ki-9 SPRUCE
Army Type 3 Command Liaison Plane Kokusai Ki-76 STELLA
Navy Type 96 Carrier Bomber Aichi D1A2 SUSIE
Navy Type 0 Transport Douglas DC-3 L2D2/5 TABBY
Navy Type D Transport Douglas DC-3 TABBY
Army Douglas DC-2 TESS
Army Type 1 Freight Transport Kawasaki Ki-56 THALIA
Army Type LO Transport Lockheed 14 THELMA
Army Type 1 Transport Kokusai Ki-59 THERESA
Army Type 97 Transport Nakajima Ki-34 THORA
Navy Type 97 Transport Nakajima L1N1 THORA
Navy Type 96 Transport Kugisho L3Y TINA
Army Type 2 Single-seat Fighter Shoki Nakajima Ki-44 TOJO
Army Type 3 Fighter Hien Kawasaki Ki-61 TONY
Army Type 100 Transport Mitsubishi Ki-57 TOPSY
Navy Type 0 Transport Mitsubishi L4M1 TOPSY
Navy Type 99 Carrier Bomber Aichi D3A VAL
Navy Type 93 Intermediate Trainer Kugisho K5Y WILLOW
Navy Type 0 Carrier Fighter Mitsubishi A6M ZEKE

Sources and Further Reading

An excellent single source on Japanese Army and Navy aircraft is Rene J. Francillon's Japanese Aircraft of the Pacific War, published by Putnam and others.

Another specific reference is Japanese Aircraft Code Names & Designations by Robert C. Mikesh, published by Schiffer. This book has some interesting history behind the development of the Allied code names, as well as a short discussion of each aircraft, including some rather minor types.

For a humorous and unfortunately typical American view of Japanese military and naval air power in early 1941, check out the article Japan Is NOT an Air Power.


Japanese Aircraft of WWII

Although first conceived as early as 1939, the Tachikawa Ki-74 had not been placed in full production when the Pacific war ended. During those six years its intended role had been changed from that of long-range reconnaissance to that of long-range stratospheric bombing.

Under the guidance of Dr Kimura, the Ki-74 was originally designed in the spring of 1939 to meet the requirements of a specification issued by the Koku Hombu and calling for a long-range reconnaissance aircraft capable of operating west of Lake Baikal from Manchurian bases. The aircraft was to have a range of 5,000 km (3,107 miles) at a cruising speed of at least 450 km/h (280 mph). To meet these performance requirements, Dr Kimura proposed using a pair of 2,400 hp Mitsubishi Ha-214M radials driving six-blade propellers. and fitting a pressure cabin. However, pending development of the pressure cabin system tested on the Tachikawa SS-1 and A-26/Ki-77, the project was temporarily suspended.

Late in 1941 the project was revived as a long-range high-altitude bomber-reconnaissance aircraft capable of bombing the United States mainland. To fit the aircraft for its new role, Tachikawa added bombing equipment, self-sealing fuel tanks and armour to the original design and decided to replace the Ha-214M engines with a pair of Mitsubishi Ha-211-I radials, rated at 2,200 hp for take-off, 2,070 hp at 1,000 m (3,280 ft) and 1,720 hp at 9,500 m (31,170 ft). The design of the aircraft was approved by the Koku Hombu in September 1942 and construction of three prototypes was authorised. The first prototype, completed in March 1944, was followed by two externally identical aircraft which were powered by a pair of turbosupercharged Ha-211-I Ru radials, rated at 2,200 hp for take-off, 2,070 hp at 1,000 m (3,280 ft) and 1,720 hp at 9,500 m (31,170 ft). However, during the flight trial programme both versions of the Mitsubishi Ha-211 suffered from teething troubles and it was decided to replace them on the pre-production aircraft with the lower-powered but more reliable turbosupercharged Mitsubishi Ha-104 Ru radials, rated at 2,000 hp for take-off, 1,900 hp at 2,000 m (6,560 ft) and 1,750 hp at 6,000 m (19,685 ft).

Thirteen Ha-104 Ru powered pre-production aircraft were built and were still undergoing tests when the war ended. All five crew members were seated in a pressure cabin in the forward fuselage, and the aircraft was armed with a single remotely-controlled 12.7 mm (0.5 in) machine-gun in the tail and carried a bomb-load of 1,000 kg (2,205 lb). Plans were made to use the Ki-74s in bombing attacks against B-29 bases at Saipan as soon as sufficient aircraft were available, but the Japanese surrender terminated the project. Although the Ki-74 was never encountered during the war, the Allies were aware of its development, but thinking at first that it was a 'super-range, high-speed fighter' intended for long-range escort duty they accordingly assigned to it a male name: 'Pat' when the true role of the aircraft was discovered the code-name was changed to 'Patsy'.

The fourth pre-production aircraft (Ki-74 c/n 7) was modified in 1944 to undertake non-stop flights between Japan and Germany, but the Third Reich capitulated before the first of these flights could be made. Other developments included a pure bomber version, the Ki-74-II with the bomb-load increased to 2,000 kg (4,410 lb), and a transport version, but both these projects were abandoned before completion.

Manufacturer: Tachikawa Hikoki KK (Tachikawa Aeroplane Co Ltd).
Type: Twin-engined high-altitude long-range reconnaissance-bomber.
Crew (5): Enclosed in pressure cabin.
Powerplant: (1st prototype) Two Mitsubishi Ha-211-I eighteen-cylinder air-cooled radial engine, driving four-blade metal propellers, (2nd and 3rd prototypes) two Mitsubishi Ha-221-I Ru eighteen-cylinder air-cooled radial engines, driving four-blade metal propellers, (4th-16th aircraft) two Mitsubishi Ha-104 eighteen-cylinder air-cooled radial engines, driving four-blade metal propellers.
Armament: One remotely-controlled 12.7 mm (0.5 in) Type 1 (Ho-103) machine-gun. Bomb-load: 1,000 kg (2,205 lb).
Dimensions: Span 27 m (88 ft 7 in) length 17.65 m (57 ft 10 7/8 in) height 5.1 m (16 ft 8 25/32 in) wing area 80 sq m (861.11 sq ft).
weights: Empty 10,200 kg (22,487 lb) loaded 19,400 kg (42,770 lb) wing loading 242.5 kg/sq m ( 49.7 lb/sq ft) power loading 4.4 kg/hp (9.7 lb/hp).
Performance: maximum speed 570 km/h (354 mph) at 8,500 m (27,890 ft) cruising speed 400 km/h (249 mph) at 8,000 m (26,245 ft) climb to 8,000 m (26,245 ft) in 17 min service ceiling 12,000 m (39,370 ft) range 8,000 km (4,971 miles).
Production: A total of 16 Ki-74s were built by Tachikawa Hikoki KK between march 1944 and August 1945.


Japanese Aircraft of WWII

Zero! Normally that’s a number signifying nothing, but to those who know history it indicates an able foe. A dainty, but lethal, dancer that cut a swath across the Pacific so bloody that for the first six months of World War Two it appeared as if nothing could stop it.

The stories that filtered back from the South Pacific initially painted a bleak picture: the Japanese had a secret weapon that could turn so sharp and hit so hard that our Wildcats and P-40’s were helpless against it.

The stories were so pervasive and the victories so lop sided that the Japanese themselves began to believe their airplane was invincible. But, they were wrong. Our pilots quickly learned how to fight the little devil (never turn with it, use slash and dash techniques). More important, the Zero was so successful that Japanese high command saw no reason to plan for a follow-on design. This was to be a fateful decision. Allied technology moved ever forward, eventually fielding designs that would rewrite the outcome of the war.

The secret to the Mitsubishi Reisen Type Zero A6M (code name Zeke) series of airplanes was a low power to weight ratio. However, when the design specifications were laid down in the late 󈥾’s, there were few engines in Japan that put out much over 1000 hp, so Jiro Horikoshi, the Mitsubishi designer, had to meet the government’s goals with modest power. To get the speed and range demanded by the specifications required building an airframe that weighed 4,300 pounds empty, about the same weight as an AT-6 Texan, while a Hellcat weighed over twice that.

The Japanese high command was also mired down in the belief that aerial combat always came back down to the turning dogfight typical of WWI where a light wing loading was necessary to pull a tight circle. However, the very key to its success, its light weight, was also one of the keys to its undoing.

To build the airplane that light Horikoshi had to eliminate as much metal as possible. For instance, he made the fuselage formers an integral part of the wing spar and eliminated the center section. The one-piece wing made it impossible to produce sub components in widely scattered, easily protected cottage industry workshops.

The Zero was wildly labor intensive, which is why barely 10,000 Zero’s were built during its seven year life span. Nearly every American fighter topped the 10,000 mark in barely half the time.

The super light structure also meant the six .50 caliber machine guns on an American fighter could literally chew it to pieces. Designed strictly as an offensive machine, Japanese command saw no reason to mount self-sealing gas tanks or pilot armor. They couldn’t envision anyone getting in position to shoot at it so why protect the pilot? Enemy arrogance may well have been the single largest contributing factor to Allied victory.

By the end of the first year of war, we knew how to fight the Zero. By the second year, the rugged and tight turning Grumman F6F Hellcat and tank-like Corsair could take the fight to the enemy and whip it on its own playing field.

The Japanese eventually did put some competitive fighters into the fight, but it was too little, too late. In the end, the Zero and its peer group were overpowered by sheer numbers and advancing technology and, where it had once been the scourge of the skies, the Zero was reduced to a scrappy little foe just trying to survive.


Operational history

This 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 Japanese Imperial Navy in certain reconnaissance missions over the northern coasts of Australia and New Guinea.

The Japanese Army used this aircraft for the same type of missions (which were not authorized) 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 Ki-46 was regarded by the British RAF in Burma as a difficult aircraft to counter, only occasionally intercepting them successfully. On September 25, 1944, Flying Officer Wittridge shot down a Ki-46, using a personally modified Spitfire Mk. 8. Wittridge had removed two machine guns and the seat armour, and also polished the wing leading edges to gain extra speed. [11] The leading American fighter pilot Richard Bong, flying a P-38 Lightning, managed to shoot down a Ki-46 over the coast of Papua New Guinea in late 1942.

In 1944-45, during the last days of the war, it was modified as a high-altitude interceptor, with two 20 mm cannon in the nose and one 37 mm (1.46 in) cannon in an "upwards-and-forwards" position - almost like the Luftwaffe ' s Schräge Musik night fighter cannon emplacements - for fighting USAAF B-29 Superfortresses over the metropolitan Japanese islands. It lacked stability for sustained shooting of the 37 mm (1.46 in) weapon, had only a thin layer of armour plating, lacked self-sealing fuel tanks, and was slow to climb.

The Ki-46 was also assigned to two whole Sentai (wings/groups), as well as individual Chutaicho (junior operational commanders) in the Imperial Japanese Army Air Service, during the Pacific War.

The Allies captured some examples during the conflict which were then repaired and flown for evaluation purposes.


Wingnutmike's workbench

One of the 7 Japanese planes I am building is a Tachikawa ki 54b. Things are not going according to plan. So I am thinking of modifying to a c model. I have found a pic of an alternative scheme, plus a pic of the original b. Can people let me know, (put it to a vote)?
Mike

Here's the model in question.

Here are the versions, what do you think?
Mike

Mar 08, 2016 #2 2016-03-08T08:35

Mar 08, 2016 #3 2016-03-08T17:38

Mar 09, 2016 #4 2016-03-09T05:20

Mar 09, 2016 #5 2016-03-09T15:53

I think the C is the way to go. I've seen people do that scheme with lot of small pieces of blue tack. (Not sure what you call it over there.)

Mar 09, 2016 #6 2016-03-09T20:53

Mar 11, 2016 #7 2016-03-11T08:28

Here's an update on the Tachikawa.

First coat of paint, second coat of filler, these Models are not the easiest to put together.

Third coat of paint. I used Mr Hobby, Acrylic, IJA Grey. I'm a Humbrol Enamel purist myself, but I thought since doing mainly Grey/Green Japanese Army A/C, I thought I'd give these a try.

Started the camo and markings. The kit was for a Ki 54 b, but since I was making a real "hashjob", and had to fill in holes that where not meant to be there, I asked member's, what they thought would look better. The original "B", or the "C". I used Sentai markings for a KI 61, so they were a little small, plus some stripes, from the "spares box", for the tail markings, (10th Independent Air Brigade), so still have to touch them up. Also add the "surrender crosses", which I will hand paint in. You cannot see in the picture too well, but I tried to copy the Camo., exactly as in the picture. The only problem, was the picture, is slightly longer than the model, so I had to "cramp", it up a bit.

Mar 11, 2016 #8 2016-03-11T08:50

Another A&V Resin. This must have been a huge plane, (about the size of a Wellington), but with the performance nearly that of the Mosquito, (sp.354 m.p.h., ht. 39,000 ft., range 4,900 mls). Only sixteen where built, (luckily). It carried a crew of 5, but was only armed with 1 defensive 7.7mm gun.

Masking the leading edge stripes, first coat of filler.

First coat of paint, second coat of filler.

Second coat of paint, final coat of filler.
Mike

Mar 11, 2016 #9 2016-03-11T09:23

Another prototype, and another challenging A&V kit. The Ki93 was designed as a heavy fighter, armed with 1x 57 mm cannon, 2 x 20 mm cannon, and 1 x 12.7mm mg in rear.
Unfortunately, it was damaged on its first flight, repaired in 4 weeks, then destroyed in a bombing raid.

The 6 bladed propeller's where a real challenge to put together.

Engines and Propeller's on, first coat of paint, and second coat of filler. I used Humbrol 132 Satin Red, (its more Orange than Red, and it matches the box art). Now I have painted it, I am not sure that's its the correct colour, as I have surfed the "Net", and some reports state it was painted grey. Can anyone confirm or deny. Anyway its going to stay Orange now.

Second coat of paint, and applying the black "anti dazzle", paint.

Mar 11, 2016 #10 2016-03-11T11:53

Mar 11, 2016 #11 2016-03-11T15:49

Mar 25, 2016 #12 2016-03-25T10:58

Here's a few more Japanese A/C I am currently working on.

This is a Nakajima J5N1 Tenrai, (Thunder, Heaven Sent). Only 6 were built, (3 single seat 3 2seaters). This is the 3rd prototype. It was heavily armed, with 4 20mm Cannon, (2 mounted 45 degrees oblique "Shrage Musik").

First coat of paint, and second coat of Filler.


Here's the Aichi S1A1 "Denko", (Bolt of Light), only 2 prototypes where built, and both destroyed in bombing raids. This too was heavily armed, (4 20mm Cannon, 2 FF, 2 in a remote controlled turret, and 2 30mm cannon).

First coat of paint second coat of Filler.

Kokusai Ki 59 "Theresa", a Light Transport, General purpose type.

I am changing the A/C markings to a Mottle Green over Grey Camo, so will be getting the Airbrush out for this one.

Mitsubishi Ki 57 "Topsy", a transport developed from the Ki21 ( "Sally"),Bomber. As with the Ki 59 I will be doing the same Camo.
Mike

Mar 26, 2016 #13 2016-03-26T23:56

Well my Resin Models are finally taking shape. I don't know how some of you can build Models so fast, and do such fantastic jobs on them as well. I started these early Feb, since I had 6 weeks off work recuperating, from a Hernia Op, and thought it would be a breeze to finish them. Well its nearly April, and still going at it. Anyway here's some pics, as they stand as of 1 hr ago.

The Ki59, sorry about the sideways shot, I did adjust the photo, but copied the wrong file to Picturetrail, (I still having trouble getting my head round this Cropping/Pasting stuff). I found an alterative colour scheme on the web, so used that instead of the box art. Unfortunately it does not have info of the Unit, this A/C was attached to.

The Ki 57, as with the Ki 59, used the Airbrush for the Camo. Was pleased with the result, but had trouble getting it to work for a start, as it is the first time I used Acrylic paint, (Mr Hobby IJA Green). Even though it seemed quite runny, I had to water it down, a further 50%.

Ki 54, I am really happy with the way this one is turning out, as it started out a real disaster. I hand painted the Camo, and I got most of the "Squiggles", exactly as they are in the pic.

Will post more pics later.
Mike

Mar 28, 2016 #14 2016-03-28T05:11

Time to add more pics. Here are some recent ones of the other Models, currently WIP.

Here's the Rigukun Ki 93, almost complete, just got some touch up to do.

Tachikawa Ki74, same

The Denko, if they could have got this A/C right, it would have given the B29's some serious trouble.

Sorry this pics a bit blurry, (looked O.K. through my eyes), a close up of the Gun Turret, (2x20mm cannon)

Another heavy fighter, the "Tenrai", ( you can just see the "Shrage Musik", guns 20mm Cannon).
Mike

May 30, 2016 #15 2016-05-30T07:09

Don't know what I've done, but I seem to have erased all my previous pics. :angryfire: Oh well try again.

I'm about to start a Airfix Short Stirling (AO7002).

I will be modifying it to a Glider Tug, and have bought a set of Print Scale Decals.


The set has options for 6 different Stirlings.
1. Short Stirling MK IV IK171 WE-S "Shooting Stars" of 295 Sqn Rivenhall. The personal aircraft of Gp Capt W.E. Surplice. Crashed, Skarfjell, Norway, 2 November 1944.
2. S.S. MK IV LK129 8Z-B "Glorious Beer", of 265 Sqn, Rinenhall 1944-45.
3. S.S. MK III LJ525 EX-R "Jolly Roger" of 199 Sqn, North Creek, 1945.
4. S.S. MKIII, LII VVS USSR, ex LK615 The only British Bomber officially delivered to the USSR. This S.S. arrived in the Soviet Union in Spring 1944 and tested in Kratovo (near Moscow), Autumn 1944.
5. S.S. MKIII, 149 Sqn, EF411 OJ-K, Mildenhol, U.K., April 1942.
6. S.S. MKIV, "The Saint",299 Sqn EF257 5G, Keevil 5-6th June 1944.

I'm not sure which version I will make at this stage, (won't be the Russian).



Big box full of parts. I won't be using the Bombs, Bomb bay, or Pilots, (I wish Airfix would get the legs right, you need both feet to fly a plane, not one foot on the accelerator).
I will be building this at work during my lunch breaks. So will have to bring it home to take pics of the progress, (not allowed to use camera's at work). So will be making a start tomorrow, (today in GMT).
Mike


Watch the video: Mitsubishi Model A