Focke-Wulf Fw 190

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Fw 190

Fw 190A-3 of Stab. 7./JG2, June 1942.[N 1]

Role Fighter
Primarily Focke-Wulf
Flugzeugbau AG, but also
Manufacturer AGO, Arado, Fieseler,
Mimetall, Norddeutsche
Dornier and others
Designer Kurt Tank
First flight 1 June 1939
Introduction August 1941
9 May 1945 (Luftwaffe)
Retired
1949 (Turkey)
Luftwaffe
Primary users Hungarian Air Force
Turkish Air Force
1941–45; 1996: 16
Produced
reproductions
Number built Over 20,000[2]
Variants Ta 152

The Focke-Wulf Fw 190 Würger (English: Shrike) is a German single-seat, single-engine

fighter aircraft designed by Kurt Tank in the late 1930s and widely used during World War
II. Along with its well-known counterpart, the Messerschmitt Bf 109, the Focke-Wulf 190
Würger became the backbone of the Luftwaffe's Jagdwaffe (Fighter Force). The twin-row
BMW 801 radial engine that powered most operational versions enabled the Fw 190 to lift
larger loads than the Bf 109, allowing its use as a day fighter, fighter-bomber, ground-attack
aircraft and, to a lesser degree, night fighter.

The Fw 190A started flying operationally over France in August 1941, and quickly proved
superior in all but turn radius to the Royal Air Force's main front-line fighter, the Spitfire Mk.
V,[3] especially at low and medium altitudes. The 190 maintained superiority over Allied
fighters until the introduction of the improved Spitfire Mk. IX.[4] In November/December
1942, the Fw 190 made its air combat debut on the Eastern Front, finding much success in
fighter wings and specialised ground attack units called Schlachtgeschwader (Battle Wings or
Strike Wings) from October 1943 onwards. The Fw 190 provided greater firepower than the
Bf 109, and at low to medium altitude, superior manoeuvrability, in the opinion of German
pilots who flew both fighters.

The Fw 190A series' performance decreased at high altitudes (usually 6,000 m (20,000 ft)
and above), which reduced its effectiveness as a high-altitude interceptor. From the Fw 190's
inception, there had been ongoing efforts to address this with a turbosupercharged BMW 801
in the B model, the much longer-nosed C model with efforts to also turbocharge its chosen
Daimler-Benz DB 603 inverted V12 powerplant, and the similarly long-nosed D model with
the Junkers Jumo 213. Problems with the turbocharger installations on the -B and -C subtypes
meant only the D model would see service, entering service in September 1944. While these
"long nose" versions gave the Germans parity with Allied opponents, they arrived far too late
in the war to have any real effect.

The Fw 190 was well-liked by its pilots. Some of the Luftwaffe's most successful fighter aces
claimed a great many of their kills while flying it, including Otto Kittel, Walter Nowotny and
Erich Rudorffer.

Contents
 1 Early development
o 1.1 Genesis
o 1.2 Design concepts
 2 Variants
o 2.1 First prototypes (BMW 139)
o 2.2 Later prototypes (BMW 801)
o 2.3 Fw 190 A
o 2.4 High-altitude developments
o 2.5 Ground attack versions (BMW 801)
o 2.6 Trainer versions
o 2.7 Fw 190 A-8/R8 (The Sturmböcke)
 3 Combat history
 4 Production
 5 Surviving aircraft and modern replicas
 6 Operators
 7 Specifications (Fw 190 A-8)
 8 Specifications (Fw 190 D-9)
 9 See also
 10 References
o 10.1 Notes
o 10.2 Citations
o 10.3 Bibliography
 11 External links

Early development
Genesis

Between 1934 and 1935 the German Ministry of Aviation (RLM) ran a contest to produce a
modern fighter for the rearming Luftwaffe. Kurt Tank entered the parasol-winged Fw 159
into the contest, against the Arado Ar 80, Heinkel He 112 and Messerschmitt Bf 109. The Fw
159 was hopelessly outclassed, and was soon eliminated from the competition along with the
Ar 80. The He 112 and Bf 109 were generally similar in design but the 109's lightweight
construction gave it performance edge the 112 was never able to match. On 12 March 1936
the 109 was declared the winner.

Even before the 109 had entered squadron service, in autumn 1937 the RLM sent out a new
tender asking various designers for a new fighter to fight alongside the Bf 109, as Walter
Günther had done with his firm's follow-on to the unsuccessful He 112. Although the Bf 109
was an extremely competitive fighter, the Ministry was worried that future foreign designs
might outclass it, and wanted to have new aircraft under development to meet these possible
challenges.[5] Kurt Tank responded with a number of designs, most based around a liquid-
cooled inline engine.

However, it was not until a design was presented using the air-cooled, 14-cylinder BMW 139
radial engine that the Ministry of Aviation's interest was aroused.[6] As this design used a
radial engine, it would not compete with the inline-powered Bf 109 for engines, when there
were already too few Daimler-Benz DB 601s to go around.[7] This was not the case for
competing designs like the Heinkel He 100 or twin-engined Focke-Wulf Fw 187, where
production would compete with the 109 and Messerschmitt Bf 110 for engine supplies. After
the war, Tank denied a rumour that he had to "fight a battle" with the Ministry to convince
them of the radial engine's merits.[8]

Design concepts

At the time, the use of radial engines in land-based fighters was relatively rare in Europe, as it
was believed that their large frontal area would cause too much drag on something as small as
a fighter. Tank was not convinced of this, having witnessed the successful use of radial
engines by the U.S. Navy, and felt a properly streamlined installation would eliminate this
problem.[7]

The hottest points on any air-cooled engine are the cylinder heads, located around the
circumference of a radial engine. In order to provide sufficient air to cool the engine, airflow
had to be maximized at this outer edge. This was normally accomplished by leaving the
majority of the front face of the engine open to the air, causing considerable drag. During the
late 1920s, NACA led development of a dramatic improvement by placing an airfoil-shaped
ring around the outside of the cylinder heads (the NACA cowling). The shaping accelerated
the air as it entered the front of the cowl, increasing the total airflow, and allowing the
opening in front of the engine to be made smaller.[9]

Tank introduced a further refinement to this basic concept. He suggested placing most of the
airflow components on the propeller, in the form of a oversized propeller spinner whose
outside diameter was the same as the engine. The cowl around the engine proper was greatly
simplified, essentially a basic cylinder. Air entered through a small hole at the centre of the
spinner, and was directed through ductwork in the spinner so it was blowing rearward along
the cylinder heads. To provide enough airflow, an internal cone was placed in the centre of
the hole, over the propeller hub, which was intended to compress the airflow and allow a
smaller opening to be used. In theory, the tight-fitting cowling also provided some thrust due
to the compression and heating of air as it flowed through the cowling.[10]

As to the rest of the design philosophy, Tank wanted something more than an aircraft built
only for speed. Tank outlined the reasoning:

The Messerschmitt 109 [sic] and the British Spitfire, the two fastest fighters in world at the
time we began work on the Fw 190, could both be summed up as a very large engine on the
front of the smallest possible airframe; in each case armament had been added almost as an
afterthought. These designs, both of which admittedly proved successful, could be likened to
racehorses: given the right amount of pampering and easy course, they could outrun anything.
But the moment the going became tough they were liable to falter. During World War I, I
served in the cavalry and in the infantry. I had seen the harsh conditions under which military
equipment had to work in wartime. I felt sure that a quite different breed of fighter would also
have a place in any future conflict: one that could operate from ill-prepared front-line
airfields; one that could be flown and maintained by men who had received only short
training; and one that could absorb a reasonable amount of battle damage and still get back.
This was the background thinking behind the Focke-Wulf 190; it was not to be a racehorse
but a Dienstpferd, a cavalry horse.[11]

An Fw 190F's tailfin, showing the triangular hinged panel for access to the tailwheel
retraction mechanics inside of it.

In contrast to the complex, failure-prone fuselage mounted main gear legs of the earlier Fw
159, one of the main features of the Fw 190 was its wide-tracked, inwards-retracting landing
gear. They were designed to withstand a sink rate of 4.5 meters per second (15 feet per
second, 900 feet per minute), double the strength factor usually required. Hydraulic wheel
brakes were used.[12] The wide-track landing gear produced better ground handling
characteristics, and the Fw 190 suffered fewer ground accidents than the Bf 109. (The Bf
109's narrow-track, outwards-retracting landing gear hinged on its wing root structure to help
lower weight, but this led to inherent weakness and many failures and ground loops.[12]) The
Fw 190's retractable tail gear used a cable, anchored to the "elbow" at the midpoint of the
starboard maingear's transverse retraction arms, which ran aftwards within the fuselage to the
vertical fin to operate the tailwheel retraction function. The tailwheel's retraction mechanical
design possessed a set of pulleys to guide the aforementioned cable to the top of the
tailwheel's oleo strut, pulling it upwards along a diagonal track within the fin, into the lower
fuselage — this mechanism was accessible through prominently visible twin triangular-
shaped hinged panels, one per side, in the fin's side sheetmetal covering.[13] On some versions
of the Fw 190 an extended oleo strut could be fitted for larger-sized loads (such as bombs or
even a torpedo) beneath the fuselage.[14]
Most aircraft of the era used cables and pulleys to operate their controls. The cables tended to
stretch, resulting in the sensations of "give" and "play" that made the controls less crisp and
responsive, and required constant maintenance to correct. For the new design, the team
replaced the cables with rigid pushrods and bearings to eliminate this problem.[N 2] Another
innovation was making the controls as light as possible. The maximum resistance of the
ailerons was limited to 3.5 kg (8 lb), as the average man's wrist could not exert a greater
force. The empennage (tail assembly) featured relatively small and well-balanced horizontal
and vertical surfaces.[15]

The design team also attempted to minimize changes in the aircraft's trim at varying speeds,
thus reducing the pilot's workload. They were so successful in this regard that they found in-
flight-adjustable aileron and rudder trim tabs were not necessary. Small, fixed tabs were fitted
to control surfaces and adjusted for proper balance during initial test flights. Only the elevator
trim needed to be adjusted in flight (a feature common to all aircraft). This was accomplished
by tilting the entire horizontal tailplane with an electric motor, with an angle of incidence
ranging from −3° to +5°.[16]

Another aspect of the new design was the extensive use of electrically powered equipment
instead of the hydraulic systems used by most aircraft manufacturers of the time. On the first
two prototypes, the main landing gear was hydraulic. Starting with the third prototype, the
undercarriage was operated by push buttons controlling electric motors in the wings, and was
kept in position by electric up and down-locks.[17] The armament was also loaded and fired
electrically. Tank believed that service use would prove that electrically powered systems
were more reliable and more rugged than hydraulics, electric lines being much less prone to
damage from enemy fire.[15]

Like the Bf 109, the Fw 190 featured a fairly small wing planform with relatively high wing
loading. This presents a trade-off in performance. An aircraft with a smaller wing suffers less
drag under most flight conditions and therefore flies faster and may have better range.
However, it also means the wing generates less lift at lower speeds, making it less
maneuverable and also reduces performance in the thinner air at higher altitudes. The wings
spanned 9.5 m (31 ft 2 in) and had an area of 15 m² (161 ft²). The wing was designed using
the NACA 23015.3 airfoil at the root and the NACA 23009 airfoil at the tip.[18]

Earlier aircraft designs generally featured canopies consisting of small plates of perspex
(called Plexiglas in the United States) in a metal framework, with the top of the canopy even
with the rear fuselage. This design considerably limited visibility, especially to the rear. The
introduction of vacuum forming led to the creation of the "bubble canopy" which was largely
self-supporting, and could be mounted over the cockpit, offering greatly improved all-round
visibility. Tank's design for the Fw 190 used a canopy with a frame that ran around the
perimeter, with only a short, centerline seam along the top, running rearward from the radio
antenna fitting where the three-panel windscreen and forward edge of the canopy met, just in
front of the pilot.

The eventual choice of the BMW 801 14-cylinder radial over the more troublesome BMW
139 also brought with it a BMW-designed cowling "system" which integrated the radiator
used to cool the motor oil. An annular, ring-shaped oil cooler core was built into the BMW-
provided forward cowl, just behind the fan. The outer portion of the oil cooler's core was in
contact with the main cowling's sheet metal. Comprising the BMW-designed forward cowl,
in front of the oil cooler was a ring of metal with a C-shaped cross-section, with the outer lip
lying just outside the rim of the cowl, and the inner side on the inside of the oil cooler core.
Together, the metal ring and cowling formed an S-shaped duct with the oil cooler's core
contained between them. Airflow past the gap between the cowl and outer lip of the metal
ring produced a vacuum effect that pulled air from the front of the engine forward across the
oil cooler core to provide cooling for the 801's motor oil. The rate of cooling airflow over the
core could be controlled by moving the metal ring in order to open or close the gap. The
reasons for this complex system were threefold. One was to reduce any extra aerodynamic
drag of the oil radiator, in this case largely eliminating it by placing it within the same
cowling as the engine. The second was to warm the air before it flowed to the radiator to aid
warming the oil during starting. Finally, by placing the radiator behind the fan, cooling was
provided even while the aircraft was parked. The disadvantage to this design was that the
radiator was in an extremely vulnerable location, and the metal ring was increasingly
armoured as the war progressed.[19]

Variants
Main article: List of Focke-Wulf Fw 190 variants

First prototypes (BMW 139)

Fw 190 V1 in its original form with the streamlined engine cowling and ducted spinner. The
pointed tip of the internal spinner can also be seen. Pilot is probably Hans Sander.
Fw 190 V1
(civil registration D-OPZE), powered by a 1,550 PS (1,529 hp, 1,140 kW) BMW 139
14-cylinder two-row radial engine.[6] D-OPZE first flew on 1 June 1939.[20]
Fw 190 V2
Designated with the Stammkennzeichen alphabetic ID code of FL+OZ (later RM+CB)
the V2 first flew on 31 October 1939 and was equipped from the outset with the new
spinner and cooling fan. It was armed with one Rheinmetall-Borsig 7.92 mm (.312 in)
MG 17 machine gun and one 13 mm (.51 in) synchronized MG 131 machine gun in
each wing root.[21]
Fw 190 V3
Abandoned
Fw 190 V4
Abandoned

Later prototypes (BMW 801)

Fw 190 V5k. This is the V5 with the original small wing. The 12-blade cooling fan and
redesigned undercarriage and canopy fairings are visible.
Fw 190 V5
Fitted with the larger, more powerful 14-cylinder two-row BMW 801 radial engine.
This engine introduced a pioneering example of an engine management system called
the Kommandogerät (command-device) designed by BMW, who also designed the
801's forward cowling with its integral oil cooling system:[19] the Kommandogerät
functioned in effect as an electro-mechanical computer which set mixture, propeller
pitch (for the constant-speed propeller), boost, and magneto timing.[22]
Fw 190 V5k
(kleine Fläche — small surface) The smaller span initial variant re-designated after
the longer span wing was fitted. The V5 first flew in the early spring of 1940. The
weight increase with all of the modifications was substantial, about 635 kg (1,400 lb),
leading to higher wing loading and a deterioration in handling. Plans were made to
create a new wing with more area to address these issues.[23]
Fw 190 V5g
(große Fläche — large surface) In August 1940 a collision with a ground vehicle
damaged the V5 and it was sent back to the factory for major repairs. This was an
opportune time to rebuild it with a new wing which was less tapered in plan than the
original design, extending the leading and trailing edges outward to increase the area.
The new wing had an area of 18.30 m² (197 ft²), and now spanned 10.506 m (34 ft
5 in). After conversion, the aircraft was called the V5g for große Fläche (large
surface). Although it was 10 km/h (6 mph) slower than when fitted with the small
wing, V5g was much more manoeuvrable and had a faster climb rate.[23] This new
wing platform was to be used for all major production versions of the Fw 190.[21]

Fw 190 A

Side-view of Fw 190 A-0

Fw 190 A-0
The pre-production Fw 190 A-0 series was ordered in November 1940, a total of 28
being completed. Because they were built before the new wing design was fully tested
and approved, the first nine A-0s were fitted with the original small wings. All were
armed with six 7.92 mm (.312 in) MG 17 machine guns — four synchronised
weapons, two in the forward fuselage and one in each wing root, supplemented by a
free-firing MG 17 in each wing, outboard of the propeller disc.[21]
Fw 190 A-0s or A-1s of an unknown unit.
Fw 190 A-1
The Fw 190 A-1 was in production from June 1941. It was powered by the BMW 801
C-1 engine, rated at 1,560 PS (1,539 hp, 1,147 kW) for take-off. Armament included
two fuselage-mounted 7.92 mm (.312 in) MG 17s and two wing root-mounted
7.92 mm (.312 in) MG 17s (in all four MG 17s synchronized to fire through the
propeller arc) and two outboard wing-mounted 20 mm MG FF/Ms.[24]

Side-view of Fw 190 A-2; the most notable change over the A-0 was the addition of three
vertical cooling slits on the engine cowling, just forward of the wing.
Fw 190 A-2
The introduction of the BMW 801 C-2 resulted in the Fw 190 A-2 model, first
introduced in October 1941.[25] The A-2 wing weaponry was updated, with the two
wing root-mounted 7.92 mm (.312 in) MG 17s being replaced by 20 mm MG 151/20E
cannon.[26]

Fw 190A-3 of JG 1 in the Netherlands, summer 1942.

Fw 190 A-3
The Fw 190 A-3 was equipped with the BMW 801 D-2 engine, which increased
power to 1,700 PS (1,677 hp, 1,250 kW) at takeoff.[25] The A-3 retained the same
weaponry as the A-2.[27]
Fw 190 A-3/Umrüst-Bausatz 1 (/U1) — (W.Nr 130270) was the first 190 to have the
engine mount extended by 15 cm (6 in), which would be standardized on the later
production A-5 model.[28]
Fw 190 A-3/U2 — The A-3/U2 (W.Nr 130386) had RZ 65 73 mm (2.87 in) rocket
launcher racks under the wings with three rockets per wing. There were also a small
number of U7 aircraft tested as high-altitude fighters armed with only two 20 mm MG
151 cannon, but with reduced overall weight.[28]
Fw 190 A-3/U3 — The A-3/U3 was the first of the Jabo (Jagdbomber), using an
ETC-501 centre-line bomb rack able to carry up to 500 kg (1,100 lb) of bombs or,
with horizontal stabilising bars, one 300 L (80 US gal) standard Luftwaffe drop tank.
 The U3 retained the fuselage-mounted 7.92 mm (.312 in) MG 17s and the wing-
mounted 20 mm MG 151 cannon, with the outer MG FF being removed.[28]
Fw 190 A-3/U4 — The A-3/U4 was a reconnaissance version with two RB 12.5
cameras in the rear fuselage and a EK 16 gun camera or a Robot II miniature camera
in the leading edge of the port wing root. Armament was similar to the U3, however,
and the ETC 501 was usually fitted with the standardized Luftwaffe 300 litre-capacity
(80 US gal) drop tank.[28]
Fw 190 A-3a
(a=ausländisch — foreign) In autumn 1942, 72 new aircraft were delivered to Turkey
in an effort to keep that country friendly to the Axis powers. These were designated
Fw 190 A-3a, designation for export models and delivered between October 1942 and
March 1943.[28]

A captured Fw 190A-4. The USAAF-painted Balkenkreuz and swastika markings are of

nonstandard size and proportions.
Fw 190 A-4
Introduced in July 1942, the A-4 was equipped with the same engine and basic
armament as the A-3.
Fw 190 A-4/Rüstsatz 6 (/R6) — Some A-4s were fitted with a pair of under-wing
Werfer-Granate 21 (BR 21) rocket mortars, and were designated Fw 190 A-4/R6.
Fw 190 A-4/U1 — The A-4/U1 was outfitted with an ETC 501 rack under the
fuselage. All armament except for the MG 151 cannon was removed.
Fw 190 A-4/U3 — The A-4/U3 was very similar to the U1, and later served as the
prototype for the Fw 190 F-1 assault fighter.
Fw 190 A-4/U4 — The A-4/U4 was a reconnaissance fighter, with two Rb 12.4
cameras in the rear fuselage and an EK 16 or Robot II gun camera. The U4 was
equipped with fuselage-mounted 7.92 mm (.312 in) MG 17s and 20 mm MG 151
cannon.
Fw 190 A-4/U7 — The A-4/U7 was a high-altitude fighter, easily identified by the
compressor air intakes on either side of the cowling. Adolf Galland flew a U7 in the
spring of 1943.
Fw 190 A-4/U8 — The A-4/U8 was the Jabo-Rei (Jagdbomber Reichweite, long-
range fighter-bomber), adding twin standard Luftwaffe 300 L (80 US gal) drop tanks,
one under each wing, on VTr-Ju 87 racks with duralumin fairings produced by
Weserflug, and a centreline bomb rack. The outer wing-mounted 20 mm MG FF/M
cannon and the cowling-mounted 7.92 mm (.312 in) MG 17 were removed to save
weight. The A-4/U8 was the precursor of the Fw 190 G-1.
Fw 190 A-4/R1 — The A-4/R1, was fitted with a FuG 16ZY radio set with a Morane
"whip" aerial fitted under the port wing. These aircraft, called Leitjäger or Fighter
Formation Leaders, could be tracked and directed from the ground via special R/T
equipment called Y-Verfahren. More frequent use of this equipment was made from
the A-5 onwards.[29]
Fw 190A-5 with the under-wing WGr 21 rocket-propelled mortar. The weapon was
developed from the 21 cm Nebelwerfer 42 infantry weapon.

Captured Fw 190A-5 Werknummer 150 051, in U.S. Navy colors

Fw 190 A-5
The A-5 was developed after it was determined that the Fw 190 could easily carry
more ordnance. The D-2 engine was moved forward another 15 cm (6 in) as had been
tried out earlier on the service test A-3/U1 aircraft, moving the centre of gravity
forward to allow more weight to be carried aft.
Fw 190 A-5/U2 — The A-5/U2 was designed as a night Jabo-Rei and featured anti-
reflective fittings and exhaust flame dampers. A centre-line ETC 501 rack typically
held a 250 kg (550 lb) bomb, and wing-mounted racks mounted 300 L drop tanks. A
EK16 gun camera, as well as landing lights, were fitted to the wing leading edge. The
U2 was armed with only two 20 mm MG 151 cannon.
Fw 190 A-5/U3 — The A-5/U3 was a Jabo fighter fitted with ETC 501s for drop
tanks and bombs; it too featured only two MG 151s for armament.
Fw 190 A-5/U4 — The A-5/U4 was a "recon" fighter with two RB 12.5 cameras and
all armament of the basic A-5 with the exception of the MG FF cannon.
Fw 190 A-5/U8 — The A-5/U8 was another Jabo-Rei outfitted with SC-250
centreline-mounted bombs, under-wing 300-litre drop tanks and only two MG 151s; it
later became the Fw 190 G-2.
Fw 190 A-5/U9 — Test installation of the A-7 modifications.
Fw 190 A-5/U12 — A special U12 was created for bomber attack, outfitted with the
standard 7.92 mm (.312 in) MG 17 and 20 mm MG 151 but replacing the outer wing
20 mm MG-FF cannon with two underwing gun pods containing two 20 mm MG
151/20 each, for a total of two machine guns and six cannon.
Fw 190 A-5/R11 — The A-5/R11 was a night fighter conversion fitted with FuG 217
Neptun (Neptune) radar equipment with arrays of three dipole antenna elements
vertically mounted fore and aft of the cockpit and above and below the wings. Flame-
dampening boxes were fitted over the exhaust exits. 1,752 A-5s were built from
November 1942 to June 1943.[30]
Fw 190 A-6
The A-6 was developed to address shortcomings found in previous "A" models when
attacking U.S. heavy bombers. A structurally redesigned and lighter wing was
introduced and the normal armament was increased to two MG 17 fuselage machine
 guns and four 20 mm MG 151/20E wing root and outer wing cannon with larger
ammunition boxes.
Fw 190 A-7
The A-7 entered production in November 1943, equipped with the BMW 801 D-2
engine, again producing 1,700 PS (1,677 hp, 1,250 kW) and two fuselage-mounted
13 mm (.51 in) MG 131s, replacing the MG 17s.[31]

An Fw 190 A-8/R2 in American hands. "White 11" of 5./JG 4 was captured during Operation
Bodenplatte after its engine had been damaged by American light flak.
Fw 190 A-8
The A-8 entered production in February 1944, powered either by the standard BMW
801 D-2 or the 801Q (also known as 801TU). The 801Q/TU, with the "T" signifying a
Triebwerksanlage unitized powerplant installation, was a standard 801D with
improved, thicker armour on the BMW-designed front annular cowling, which still
incorporated the BMW-designed oil cooler, upgraded from 6 mm (.24 in) on earlier
models to 10 mm (.39 in). Changes introduced in the Fw 190 A-8 also included the
C3-injection Erhöhte Notleistung emergency boost system to the fighter variant of the
Fw 190 A (a similar system with less power had been fitted to some earlier Jabo
variants of the 190 A), raising power to 1,980 PS (1,953 hp, 1,456 kW) for a short
time.
Fw 190 A-8/R2 — The A-8/R2 replaced the outer wing 20 mm cannon with a 30 mm
(1.18 in) MK 108 cannon.
Fw 190 A-8/R4 — The A-8/R4 featured GM1 nitrous boost to the standard BMW
801 D/Q engine. GM1(nitrious oxide) injection increased power for short amounts of
time, up to 10 minutes at a time. A 20 minute supply was usually carried.
Fw 190 A-8/R8 — The A-8/R8 was similar to the A-8/R2, but fitted with heavy
armour including 30 mm (1.18 in) canopy and windscreen armour and 5 mm (.2 in)
cockpit armour.[32]
Fw 190 A-9
First built in September 1944, the Fw 190 A-9 was fitted with the new BMW 801S
rated at 2,000 PS (1,973 hp, 1,471 kW); the more powerful 2,400 PS (2,367 hp,
1,765 kW) 801F-1 was still under development, and not yet available.[33][34]
Fw 190 A-10
Late in the war, the A-10 was fitted with larger wings for better maneuverability at
higher altitudes, which could have allowed additional 30 mm (1.18 in) calibre, long-
barreled MK 103 cannon to be fitted.[35]

A total of 13,291 Fw 190 A-model aircraft were produced.[36]

High-altitude developments
The Fw 190C V18 prototype, with large ventral "pouch" fairing for the turbocharger
installation and broader-chord vertical fin/rudder.

Tank started looking at ways to address the altitude performance problem early in the
program. In 1941, he proposed a number of versions featuring new powerplants, and he
suggested using turbochargers in place of superchargers. Three such installations were
outlined

Fw 190 V12
(an A-0) would be outfitted with many of the elements which eventually led to the B
series.
Fw 190 V13
(W.Nr. 0036) first C-series prototype
Fw 190 V15
(W.Nr. 0036) second C-series prototype
Fw 190 V16
(W.Nr. 0036) third C-series prototype
Fw 190 V18
(W.Nr. 0036) fourth C-series prototype
Fw 190 B-0
With a turbocharged BMW 801
Fw 190 B-1
This aircraft was similar to the B-0, but had slightly different armament. In its initial
layout, the B-1 was to be fitted with four 7.92 mm (.312 in) MG 17s and two 20 mm
MG-FFs. One was fitted with two MG 17s, two 20 mm MG 151s and two 20 mm
MG-FFs. After the completion of W.Nr. 811, no further Fw 190 B models were
ordered.

An early production Fw 190 D-9 at the Cottbus plant. Note the early canopy and redesigned,
simplified centreline rack carrying a 300 l drop tank.[37]
Fw 190 C
With a turbocharged Daimler-Benz DB 603, the tail of the aircraft had to be
lengthened in order to maintain the desired centre of gravity. Four additional
prototypes based on the V18/U1 followed: V29, V30, V32 and V33.
Fw 190 D
The Fw 190 D (nicknamed Dora; or Long-Nose Dora ("Langnasen-Dora") was
intended as the high-altitude performance version of the A-series.
Fw 190 D-0
 The first D-0 prototype was completed in October 1942 with a supercharged Junkers
Jumo 213 including a pressurized cockpit and other features making them more
suitable for high-altitude work.[38]

This captured Fw 190 D-9 appears to be a late production aircraft built by Fieseler at Kassel.
It has a late style canopy; the horizontal black stripe with white outline shows that this was a
II. Gruppe aircraft.
Fw 190 D-1
Initial production
Fw 190 D-2
Initial production
Fw 190 D-9
The D-9 series was rarely used against heavy-bomber raids, as the circumstances of
the war in late 1944 meant that fighter-versus-fighter combat and ground attack
missions took priority.[39][39][40][41] This model was the basis for the follow-on Focke-
Wulf Ta 152 aircraft.
Fw 190 D-11
Fitted with the up-rated Jumo 213F series engine similar to the Jumo 213E used in the
Ta-152 H series but minus the intercooler. Two 30 mm (1.18 in) MK 108 cannons
were installed in the outer wings to complement the 20 mm MG 151s in the inboard
positions.[42]

Fw 190 D-13/R11, Champlin Fighter Museum, Phoenix, Arizona (c.1995)

Fw 190 D-12
Similar to the D-11, but featured the 30 mm (1.18 in) MK 108 cannon in a
Motorkanone installation firing through the propeller hub.
Fw 190 D-13
The D-13 would be fitted with a 20 mm MG 151/20 motor cannon.

Ground attack versions (BMW 801)

Fw 190 F
The Fw 190F configuration was originally tested in a Fw 190 A-0/U4, starting in May
1942, fitted with centre-line and wing-mounted bomb racks.
Fw 190 F-1
Renamed A-4/U3s of which 18 were built
Fw 190 F-2
Renamed A-5/U3s, of which 270 were built according to Focke-Wulf production logs
and Ministry of Aviation acceptance reports.[citation needed]
Fw 190 F-3
Developed under the designation Fw 190 A-5/U17, which was outfitted with a
centreline mounted ETC 501 bomb rack. The Fw 190 F-3/R1 it had two additional
ETC 50 bomb racks under each wing. The F-3 could carry a 66-Imp gal (300 liter)
drop tank. A total of 432 Fw 190 F-3s were built.[43]
Fw 190 F-4 to F-7
designations used for projects.

The National Air & Space Museum's restored Fw 190 F-8 in late war, "low-visibility"
Balkenkreuz markings
Fw 190 F-8
Based on the A-8 Fighter, having a slightly modified injector on the compressor
which allowed for increased performance at lower altitudes for several minutes.
Armament of the Fw 190 F-8 was two 20 mm MG 151/20 cannon in the wing roots
and two 13 mm (.51 in) MG 131 machine guns above the engine. It was outfited with
an ETC 501 Bomb rack as centerline mount and four ETC 50 bomb racks as
underwing mounts.
Fw 190 F-8/U1 — long range JaBo, fitted with underwing V.Mtt-Schloß shackles to
hold two of the Luftwaffe's standardized 300 L (80 US gal) drop tanks. ETC 503
bomb racks were also fitted, allowing the Fw 190 F-8/U1 to carry one SC 250 bomb
under each wing and one SC 250 bomb on the centreline.
Fw 190 F-8/U2 — prototype torpedo bomber, fitted with an ETC 503 bomb rack
under each wing and a centre-line mounted ETC 504. The U2 was also equipped with
the TSA 2 A weapons sighting system that improved the U2's ability to attack
seaborne targets with a 700 kg (1,500 lb) BT 700.[43]
Fw 190 F-8/U3 — heavy torpedo bomber was outfitted with an ETC 502, which
allowed it to carry one BT-1400 heavy torpedo (1,400 kg (3,100 lb)). Owing to the
size of the torpedo, the U3's tail gear needed to be lengthened. The U3 also was fitted
with the 2,000 PS BMW 801S engine, and the tail from the Ta 152.[citation needed]
Fw 190 F-8/U4 — created as a night bomber, was equipped with flame dampers on
the exhaust and various electrical systems such as the FuG 101 radio altimeter, the
PKS 12 automatic pilot, and the TSA 2 A sighting system. The U4 was fitted with
only two MG 151/20 cannon as fixed armament.
Fw 190 F-8/R3 — project with two underwing mounted 30mm MK 103 cannon.
Fw 190 F-9
based on the Fw 190 A-9, equipped with a new bulged canopy as fitted to late-build
F-8s and A-8s, and four ETC 50 or ETC 70 bomb racks under the wings. According
to Ministry of Aviation acceptance reports, 147 F-9s were built in January 1945, and
perhaps several hundred more from February to May 1945. (Data for these months is
missing and probably lost.)[citation needed]
Fw 190 G-1 showing the ETC 250 bomb rack, carrying a 250 kg (550 lb) bomb, and the
underwing 300 litre drop tanks on VTr-Ju 87 mounts.
Fw 190 G
The Fw 190 G was built as a long-range attack aircraft (Jagdbomber mit vergrösserter
Reichweite — abbreviated JaBo Rei). Following the success of the Fw 190 F as a
Schlachtflugzeug (close support, or "strike aircraft"), both the Luftwaffe and Focke-
Wulf began investigating ways of extending the range of the Fw 190 F.
Approximately 1,300 Fw 190 Gs of all variants were new built.
Fw 190 G-1
The G-1 was renamed from A-4/U8 JaBo Rei's. Initial testing found that if all but two
wing root mounted 20 mm MG 151 cannons (with reduced ammunition load) were
removed, the Fw 190 G-1 (as it was now called) could carry a 250 kg (550 lb) or
500 kg (1,100 lb) bomb on the centreline and up to a 250 kg (550 lb) bomb under
each wing.
Fw 190 G-2
The G-2 was renamed from Fw 190 A-5/U8 aircraft, similar to the G-1; the
underwing drop tank racks were replaced with the much simpler V.Mtt-Schloß
fittings, to allow for a number of underwing configurations.
Fw 190 G-3
The G-3 was based on A-6 with all but the two wing root mounted MG 151 cannons
removed. The new V.Fw. Trg bombracks, however, allowed the G-3 to
simultaneously carry fuel tanks and bomb loads
Fw 190 G-3/R1 — The G-3/R1 replaced the V.Fw. Trg racks with a pair of Waffen-
Behälter WB 151/20 conformal cannon pods; each mounting a pair of Mauser MG
151/20 autocannon, giving the G-3/R1 - with its existing pair of wing-root mounted,
synchronized MG 151/20 autocannon, a total of six such ordnance pieces.[44]
Fw 190 G-3/R5 — The G-3/R5 was similar to the R1, but the V.Fw. Trg racks were
removed, and two ETC 50 racks per wing were added.
Fw 190 G-8
The G-8 was based on the Fw 190 A-8, using the same "bubble" canopy as the F-8
and fitted with underwing ETC 503 racks that could carry either bombs or drop tanks.
Fw 190 G-8/R4 — The G-8/R4 kit was a planned refit for the GM 1 engine boost
system, but never made it into production.
Fw 190 G-8/R5 — The G-8/R5 kit replaced the ETC 503 racks with two ETC 50 or
71 racks.

Trainer versions
Fw 190 S-5 side view, showing the rear cockpit and extended canopy structure.
Fw 190 A-5/U1
Several old Fw 190 A-5s were converted by replacing the MW 50 tank with a second
cockpit. The canopy was modified, replaced with a new three-section unit that opened
to the side. The rear portion of the fuselage was closed off with sheet metal.
Fw 190 A-8/U1
A similar conversion to the A-5/U1.
Fw 190 S-5
A-5/U1 trainers re-designated.
Fw 190 S-8
A-8/U1 trainers re-designated. An estimated 58 Fw 190 S-5 and S-8 models were
converted or built.[45]

Side view of S-8 Wk Nr 584219, "Black 38".

Fw 190 A-8/R8 (The Sturmböcke)

Fw 190 A-8/R8 of IV.(Sturm)/JG 3, flown by Hptm. Wilhelm Moritz

The appearance of United States Army Air Forces heavy bombers caused a problem for the
German fighter force. The Boeing B-17 Flying Fortress in particular could absorb heavy
punishment. The armament of the Bf 109 and then current Fw 190 were not adequate for
bomber destroyer operations, with the B-17's eventual deployment in the combat box
formations providing their defensive armament with formidable massed firepower from as
many as one hundred 0.50 in (12.7 mm) Browning AN/M2 machine guns or more between
all the bombers in such a formation, from almost any conceivable direction. In addition, the
Luftwaffe's original solution of Zerstörer twin-engine Messerschmitt Bf 110G bomber
destroyers, while effective against unescorted Allied bomber formations, lacked
manoeuvrability and were eviscerated by the USAAF's fighter escorts in late 1943 and early
1944.
The Fw 190, designed as a rugged interceptor capable of withstanding considerable combat
damage and delivering a potent 'punch' from its stable gun platform, was considered ideal for
operations against bombers. Focke-Wulf redesigned parts of the wing structure to
accommodate larger armament. The Fw 190A-6 was the first sub-variant to undergo this
change. Its standard armament was increased from four MG 151/20s to two of them with four
more in the aforementioned pair of WB 151/20 underwing cannon pods. The aircraft was
designated A-6/R1 (Rüstsatz; or field conversion model). The first aircraft were delivered on
20 November 1943. Brief trials saw the twin cannon replaced by the MK 108 30mm
autocannon in the outer wing, which then became the A-6/R2. The cannons were blowback-
operated, had electric ignition, and were belt fed. The 30mm MK 108 was simple to make
and its construction was economical; the majority of its components consisted of just pressed
sheet metal stampings. In the A-6/R4, the GM-1 (nitrous oxide) Boost was added for the
BMW 801 engine to increase performance at high altitude. For protection, 30 millimetres
(1.2 in) of armoured glass was added to the canopy. The A-6/R6 was fitted with twin heavy
calibre Werfer-Granate 21 (BR 21) unguided, air-to-air rockets, fired from single underwing
tubular launchers (one per wing panel). The increased modifications, in particular the heavy
firepower, made the Fw 190 a potent bomber-killer. The A-7 evolved in November 1943.
Two synchronized 13 mm (0.51 inch) MG 131 machine guns replaced the twin cowl-mount
synchronized 7.92mm (.318 cal) MG17 machine guns. The A-7/R variants could carry two
30mm MK 108s as well as BR 21 rockets. This increased its potency as a Pulk-Zerstörer
(Bomber Formation Destroyer). The A-8/R2 was the most numerous Sturmbock aircraft,
some 900 were built by Fiesler at Kassel with 30mm MK 108s installed in their outer wing
panel mounts. While formidable bomber-killers, the armour and substantial up-gunning with
heavier calibre firepower meant the Fw 190 was now cumbersome to manoeuvre. Vulnerable
to Allied fighters, they had to be escorted by Bf 109s.[46]

Two of the former Wilde Sau single-engined night fighter wings were reconstituted for their
use, such as Jagdgeschwader 300 (JG 300, or Fighter Wing 300) and JG 301. These units
consisted of Sturmböcke. However, JG 3 Udet also had a special gruppe (group) of
Sturmböcke. Willy Unger of 11.(Sturm)/JG 3 (11 Staffel (Squadron) of Sturmgruppe (Storm
group) JG 3) made the following comments:

Advantages; wide undercarriage, large twin-row radial engine which protected the pilot from
the front, electric starter motor and electric trim system. Disadvantages; there was a danger of
turning over when braking hard on soft or sandy ground. In combat against enemy fighters,
more awkward because of the heavy armour plating. Strong at low altitude, inferior to the Bf
109 at higher altitude. In my opinion the Fw 190, in this version, was the best aircraft used in
the formation against the Viermots.[47]

Richard Franz commented:

When we made our attack, we approached from slightly above, then dived, opening fire with
13mm and 20mm guns to knock out the rear gunner and then, at about 150 metres, we tried to
engage with the MK 108 30mm cannon, which was a formidable weapon. It could cut the
wing off a B-17. Actually, it was still easier to kill a B-24, which was somewhat weaker in
respect of fuselage strength and armament. I think we generally had the better armament and
ammunition, whereas they had the better aircraft.[48]

Combat history
Main article: Focke-Wulf Fw 190 operational history

The Fw 190 participated on every major combat front where the Luftwaffe operated after
1941, and did so with success in a variety of roles.

Luftwaffe pilots who flew both the Fw 190 and the Bf 109 generally felt that, with the
exception of high altitude capability, the Fw 190 was superior.

Production
A 0.40 km² (100 acre) Focke-Wulf plant east of Marienburg was bombed by the Eighth Air
Force on 9 October 1944.[49] In addition, one of the most important sub-contractors for the
radial-engined Fw 190s was AGO Flugzeugwerke, which from 1941 through to the end of the
war produced enough Fw 190s to earn it major attention from the USAAF, with the AGO
plant in Oschersleben being attacked at least five times during the war from 1943 onwards.

Surviving aircraft and modern replicas

Main article: List of surviving Focke-Wulf Fw 190s

Some 28 original Fw 190s are in museums or in the hands of private collectors around the
world.

In 1997, a German company, Flug Werk GmbH, began manufacturing new Fw 190 models as
reproductions. By 2012 almost 20 had been produced, most flyable, a few as static display
models, with airworthy examples usually powered by Chinese-manufactured Shvetsov ASh-
82 twin-row, 14-cylinder radial powerplants,[50] which have a displacement of 41.2 litres,
close to the BMW 801's 41.8 litres, with the same engine cylinder arrangement and number
of cylinders.

The Flying Heritage & Combat Armor Museum's airworthy Fw 190A-5, WkNr. 151 227, on
indoor display between flights.

The nearly intact wreck of an Fw 190 A-5/U3 (Werknummer 151 227) that had crashed in a
marsh in a forest near Saint Petersburg, Russia in 1943 was located in 1989.[51] After
restoration in the US, the Fw 190 flew again (with the original BMW 801 powerplant) on 1
December 2010.[52] Following the successful test flight, the aircraft was then trucked up to the
Flying Heritage & Combat Armor Museum, where it was reassembled in April 2011 and
returned to airworthy condition.[53]

At least five surviving Fw 190A radial-engined aircraft are known to have been assigned to
the Luftwaffe's JG 5 wing in Herdla, Norway. More German fighter aircraft on display in
museums in the 21st century have originated from this unit than from any other Axis Powers'
military aviation unit of World War II.

The Turkish Air Force retired all of its Fw 190A-3 fleet at the end of 1947 mostly because of
lack of spare parts. It is rumored that American-Turkish bilateral agreements required retiring
and scrapping of all German origin aircraft although this requirement did not exist for any
other country. According to Hürriyet Daily News all of retired Fw 190s were saved from
scrapping by wrapping them with protective cloths and burying them in the soil near the
Aviation Supply and Maintenance Center at Kayseri city. Several attempts are supposed to
have been made to find and move these aircraft to museums, none of them have been
successful, which indicates the story is probably a hoax.[54]

Operators
A captured Focke Wulf Fw 190A-3 at the Royal Aircraft Establishment.

Captured Fw 190A-5, WkNr. 150 051 in U.S. Navy tri-color scheme

Czechoslovakia

 Czechoslovakian Air Force (Postwar)

France

 French Air Force — The French Air Force ordered 64 aircraft post-war from the
SNCA aircraft company. The Fw 190 A-5/A-6 model that was chosen carried the
designation NC 900. The aircraft were used operationally for a short period and
withdrawn due to problems with the BMW 801 engine.
 French Navy (Postwar)

Nazi Germany

 Luftwaffe

Hungary

 Royal Hungarian Air Force received a total of 72 Fw 190F-8s starting in the

November 1944. They were operated by the 102. vadászbombázó század, later 102.
csatarepulö osztály (102nd Fighter-Bomber Squadron, later Wing) engaging in close-
support missions on the Eastern Front in 1944–45.[55]

Japan
  Japanese Army Air Force received one Fw 190A-5 for evaluation purposes.[56]

Spanish State

 Spanish Air Force — The Spanish Air Force operated Fw 190A-2,3,4 among Fw 190
A-8 and Gs with volunteers of Escuadrilla Azul (15ª Spanische Staffel, JG 51
"Mölders" VIII. Fliegerkorps, belonged in LuftFlotte 4) on the Eastern Front (from
Orel during September 1942 to Bobruisk, during July 1943) and Defense of the Reich
over Germany.

Romania

 Royal Romanian Air Force — Following the 23 August 1944 coup by King Michael,
which resulted in Romania leaving the Axis powers, Romania captured 22 Luftwaffe
Fw 190 As and Fs.[57][58] They were not used operationally.[59] Nine serviceable Fw
190s were later confiscated by the Soviet Union.[60]

Turkey

 Turkish Air Force — Not entirely unlike Finland's Ilmavoimat air arm of the World
War II years, the Turkish Air Force was the only air force, other than the Finns, who
operated both Allied and Axis aircraft throughout World War II. Beginning in mid-
1942, received 72 examples of the Fw 190 A-3a (export model of A-3, a stood for
ausländisch—foreign) from Germany to modernize their air force. These aircraft were
basically Fw 190 A-3s, with BMW 801 D-2 engines and FuG VIIa radios and an
armament fit of four MG 17s, with the option of installing two MG-FF/M cannon in
the outer wing positions. The export order was completed between October 1942 and
March 1943. The Fw 190 remained in service until the end of 1947 after that all of
them had to be retired because of lack of spare parts.

United Kingdom

 Royal Air Force — No. 1426 (Enemy Aircraft) Flight RAF evaluated at least one
captured FW 190A-4.

United States

 United States Army Air Forces and United States Navy – A small number of captured
Fw 190As fell into American hands in Europe and North Africa, with one captured A-
5 model, WkNr. 150 051, being flown for a time at the Patuxent Naval Air Test
Center by the U.S. Navy during the war years.

Yugoslavia

 SFR Yugoslav Air Force — Postwar, one aircraft.

Specifications (Fw 190 A-8)

Fw 190A-8 three view drawing

An Fw 190 A-8 (W-Nr:733682) at the Imperial War Museum showing faired-over gun ports
and a belly-mounted ETC-501 bomb rack. This Fw 190 was used as the upper component for
a Mistel flying bomb.
Data from Fw 190 A8[citation needed]

General characteristics
 Crew: 1
 Length: 9.00 m (29 ft 5 in)
 Wingspan: 10.51 m (34 ft 5 in)
 Height: 3.95 m (12 ft 12 in)
 Wing area: 18.30 m² (196.99 ft²)
 Empty weight: 3,200 kg (7,060 lb)
 Loaded weight: 4,417 kg (9,735 lb)
 Max. takeoff weight: 4,900 kg (10,800 lb)
 Powerplant: 1 × BMW 801 D-2 radial engine, 1,250 kW (1,700 PS, 1,677 hp)

Performance
 Maximum speed: 656 km/h (408 mph) at 19,420 ft (5,920 m)
 Range: 800 km (500 mi)
 Service ceiling: 11,410 m (37,430 ft)
 Rate of climb: 15 m/s (2,953 ft/min)
 Wing loading: 241 kg/m² (49.4 lb/ft²)
 Power/mass: 0.29–0.33 kW/kg (0.18–0.21 hp/lb)

Armament
 Guns:
o 2 × 13 mm (.51 in) synchronized MG 131 machine guns with 475 rounds per
gun
 o 4 × 20 mm MG 151/20 E cannon with 250 rpg, synchronized in the wing roots
and 140 rpg free-firing outboard in mid-wing mounts.

Specifications (Fw 190 D-9)

A side view of the NMUSAF's D-9. One can easily distinguish the D-9 model from earlier
variants by the extended nose and tail sections, in addition to the exhaust manifolds located
near the base of the engine cowling
Data from[citation needed]

General characteristics
 Crew: 1
 Length: 10.20 m (33 ft 5½ in)
 Wingspan: 10.50 m (34 ft 5 in)
 Height: 3.35 m (11 ft 0 in)
 Wing area: 18.30 m² (196.99 ft²)
 Empty weight: 3,490 kg (7,694 lb)
 Loaded weight: 4,270 kg (9,413 lb)
 Max. takeoff weight: 4,840 kg (10,670 lb)
 Powerplant: 1 × Junkers Jumo 213A 12-cylinder inverted-Vee piston engine,
1,287 kW (1,750 PS, 1,726 hp) or 1,508 kW (2,050 PS, 2,022 hp) with boost (model
213E)

Performance
 Maximum speed: 685 km/h (426 mph) at 6,600 m (21,655 ft), 710 km/h (440 mph)
at 11,000 m (36,000 ft)
 Range: 835 km (519 mi)
 Service ceiling: 12,000 m (39,370 ft)
  Rate of climb: 17 m/s (3,300 ft/min)
 Wing loading: 233 kg/m² (47.7 lb/ft²)
 Power/mass: 0.30–0.35 kW/kg (0.18–0.22 hp/lb)

Armament
 Guns: (all synchronized to fire through propeller arc)
o 2 × 13 mm (.51 in) MG 131 machine guns with 475 rpg
o 2 × 20 mm MG 151 cannons with 250 rpg in the wing root
 Bombs: 1 × 500 kg (1,102 lb) SC 500 bomb (optional)

See also
Related development

 Focke-Wulf Ta 152

Aircraft of comparable role, configuration and era

 IAR 80
 Kawasaki Ki-100
 Lavochkin La-5
 Lavochkin La-7
 Nakajima Ki-84
 Polikarpov I-185
 Republic P-47 Thunderbolt
 Vought F4U Corsair
 Grumman F6F Hellcat
 Hawker Tempest
 Hawker Sea Fury
 Macchi C.205
 Fiat G.55 Centauro
 Reggiane Re.2005
 Kawanishi N1K-J
 Mitsubishi A6M8
 Mitsubishi A7M
 Yakovlev Yak-3
 Yakovlev Yak-9

Related lists

 List of aircraft of World War II

References
Notes

1.
 This A-3 was landed by mistake by Oblt Armin Faber at RAF Pembrey on 23 June 1942,
becoming the first Fw 190 to be captured and tested by the RAF.[1]

2.  Pushrods had been used for the ailerons and elevator surfaces of the all-metal
German Junkers D.I low-winged monoplane fighter which flew near the end of World
War I.

Citations

1.

 Ramsey 1990, p. 147.

  Angelucci, Enzo (1988). Combat aircraft of World War II. p. 50. ISBN 0-517-64179-8.
  Andrews and Morgan 1987, p. 225.
  Delve 2007, p. 80.
  Shacklady 2005, p. 25.
  Smith and Creek 2014, pp. 33–34.
  Green and Swanborough 2001, p. 13.
  Price 2009, p. 3.
  Hansen, James. "Engineering Science and the Development of the NACA Low-Drag
Engine Cowling", Chapter 1. The NACA and NASA Collier Trophy, NASA, 1998.
  Price 2000, p. 6.
  Price 2009, p. 1.
  Caygill 2002, p. 6.
  Sengfelder, Günther (1993). German Aircraft Landing Gear. Atglen, PA USA: Schiffer
Publishing. pp. 99, 102. ISBN 0-88740-470-7. On all versions of the Fw 190A a wire cable
was attached to the middle trunnion of the right [main landing gear] strut, this leading to the
tailwheel. When the main landing gear was retracted this cable raised the air/oil tailwheel
leg.
  Wagner, Ray; Nowarra, Heinz (1971). German Combat Planes: A Comprehensive
Survey and History of the Development of German Military Aircraft from 1914 to 1945. New
York, NY: Doubleday. p. 237.
  Spenser 1987, p. 12.
  Price 2009, pp. 3–4.
  Stephenson, Robert and E. Brown Ryle III. "Fw 190 Undercarriage." HyperScale—An
Online Magazine for Aircraft and Armour Modellers, 2003. Retrieved: 14 February 2008.
  Lednicer, David. The Incomplete Guide to Airfoil Usage. Urbana, Illinois: UIUC
Applied Aerodynamics Group, 2010. Retrieved: 18 May 2011.
  Sheffield, F. C. (August 13, 1942). "The B.M.W. 801A, Details of Germany's Latest Twin
Row Radial Power Plant — "Low-drag Cowling" & "Oil Coolers"". flightglobal.com.
flightglobal.com. Retrieved April 25, 2014.
  Shacklady 2005, p. 30.
  Page 2002, p. 579.
  Spenser 1987, p. 56.
  Smith and Kay 1972, p. 175.
  Page 2002, p. 581.
  Page 2002, p. 583.
  Page 2002, pp. 582–583.
  Page 2002, pp. 583–584.
  Page 2002, p. 284.
  Page 2002, p. 587
  Janowicz 2001, pp. 34–38.
  Janowicz 2001, pp. 40–41.
  Janowicz 2001, pp. 41–43.
  Page 2002, p. 593.
  Janowicz 2001, pp. 43–45.
  Joineau and Breffort 2007, p. 25.
  Janowicz 2001, pp. 66–67.
  Arthy, Andrew. "Fw 190 W.Nr. list." hobbyvista.com, 24 December 2010. Retrieved: 23
August 2010.
  "Focke-Wulf Fw 190D." Archived 2009-01-06 at the Wayback Machine. csd.uwo.ca.
Retrieved: 23 August 2010.
  Rodeike 1998, p. 381.
  Caldwell 2007, p.89.
  Caldwell 1998, p. 421.
  Forsyth 1996, pp. 200, 204–205.
  Mondey 2006, p. 72.
  Royal Museum of the Armed Forces in Brussels, Belgium - photo of surviving German
WB 151/20 conformal gunpod
  Janowicz 2001, pp. 55–56.
  Weal 1996, p. 78.
  Forsyth 2009, pp. 58–59.
  Forsyth 2009, p. 59.
  Gurney 1962, p. 219.
  "Die FW 190 aus dem Flugwerk" in German). flugwerk.de. Retrieved: 9 September
2012.
  Matt. "A Real Focke-Wulf Fw 190 is In the Air!" Airpigz.com (blog), 13 January 2011.
Retrieved: 31 October 2012.
  Cohen, Aubrey. "Restored German WWII fighter set to fly Saturday." Hearst Seattle
Media, LLC, 16 March 2011. Retrieved: 25 November 2012.
  Cohen, Aubrey. "Unique WWII German fighter reassembled in Everett." seattlepi.com,
21 April 2011. Retrieved: 31 October 2012.
  http://www.hurriyetdailynews.com/over-50-missing-warplanes-found-buried-in-central-
turkey-report-.aspx?pageID=238&nID=104962&NewsCatID=341
  Bonhardt et al. 1992, p. 358.
  Caygill 2002, p. 34.
  Dénes 1999, p. 45.
  Axworthy 1995, p. 279.
  Dénes 1999, p. 29.

60.  Axworthy 1995, p. 320.

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923457-44-8.
 Ryle, E. Brown and Malcolm Laing. Walk Around Number 22: Focke-Wulf Fw
190A/F. Carrollton, Texas: Squadron/Signal Publications, 1997. ISBN 0-89747-374-
4.
 Shacklady, Edward. Butcher Bird: Focke-Wulf Fw 190. Bristol, UK: Cerberus
Publishing Ltd., 2005. ISBN 1-84145-103-7.
 Smith, J. R and Anthony L. Kay. German Aircraft of the Second World War. London:
Putnam & Company Ltd., 1972. ISBN 0-370-00024-2
 Smith, J. Richard and Eddie J. Creek. Focke-Wulf Fw 190: Volume One 1938–1943
(2nd ed, reprint). Hersham, Surrey, UK: Ian Allan Publishing, 2014. ISBN 978-1-
906537-29-6
 Spencer, Jay P. Focke-Wulf Fw 190: Workhorse of the Luftwaffe. Washington, D.C.:
Smithsonian, 1989. ISBN 0-87474-885-2.
 Spick, Mike. Allied Fighter Aces of World War II. London: Greenhill Books. 1997.
ISBN 1-85367-282-3.
 Thompson, J. Steve with Peter C Smith. Air Combat Manoeuvres. Hersham, Surrey,
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 United States Air Force Museum Guidebook. Wright-Patterson AFB, Ohio: Air Force
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  Wagner, Ray and Heinz Nowarra. German Combat Planes: A Comprehensive Survey
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 Weal, John. Focke-Wulf Fw 190 Aces of the Russian Front. Oxford, UK: Osprey,
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External links
 US evaluation of captured Fw 190 A-4 (PDF file)
 The Flying Heritage Collection's Fw 190A fires up its BMW 801 engine
 The Flying Heritage Collection's Fw 190D fires up its Jumo 213 engine
 Modeller's Guide to Focke-Wulf Fw 190 Variants, Radial Engine Versions Part I
 Modeller's Guide to Focke-Wulf Fw 190 Variants, Radial Engine Versions Part II

List of Focke-Wulf Fw 190 variants

From Wikipedia, the free encyclopedia
Fw 190

Side view of S-8 Wk Nr 584219, "Black 38"

Role Fighter
Primarily Focke-Wulf
Flugzeugbau AG, but also
Manufacturer AGO, Arado, Fieseler,
Mimetall, Norddeutsche
Dornier and others
Designer Kurt Tank
First flight 1 June 1939
Introduction August 1941
Retired 1945 (Luftwaffe); 1949
 (Turkey)
Luftwaffe
Primary users Hungarian Air Force
Turkish Air Force
1941–45; 1996: 16
Produced
reproductions
Number built Over 20,000
Variants Ta 152

This is a list of variants of the Focke-Wulf Fw 190, with detailed descriptions.

Contents
 1 First prototypes
 2 Later prototypes, BMW 801
 3 Pre-production, Fw 190 A-0
 4 Fw 190 A
o 4.1 A-1
o 4.2 A-2
o 4.3 A-3
o 4.4 A-4
o 4.5 A-5
o 4.6 A-6
o 4.7 A-7
o 4.8 A-8
o 4.9 A-9
o 4.10 A-10
o 4.11 Total A-series Production
 5 High-altitude developments
o 5.1 Limitations of A series
o 5.2 High altitude improvements
 6 Fw 190D
o 6.1 Fw 190D-9
o 6.2 Fw 190 D-11
o 6.3 Fw 190 D-12
o 6.4 Fw 190 D-13
o 6.5 D-series production
 7 Ground attack variants
o 7.1 Fw 190 F
o 7.2 Fw 190 G
 8 Trainer versions
 9 See also
 10 References
o 10.1 Notes
o 10.2 Citations
o 10.3 Bibliography
 11 External links
First prototypes
The first prototype, the Fw 190 V1 (civil registration D-OPZE), powered by a 1,550 PS
(1,529 hp, 1,140 kW) BMW 139 14-cylinder[citation needed] two-row radial engine, first flew on
1 June 1939. It soon showed exceptional qualities for such a comparatively small aircraft,
with excellent handling, good visibility and speed (initially around 610 km/h (380 mph)).[1]
The roll rate was 162° per second at 410 km/h (255 mph), but the aircraft had a high stall
speed of 205 km/h (127 mph).

The cockpit, located directly behind the engine, quickly became uncomfortably hot. During
the first flight, the temperature reached 55 °C (131 °F), after which Focke Wulf's chief test
pilot, Hans Sander commented, "It was like sitting with both feet in the fireplace."[2] Flight
tests soon showed that the expected benefits of Tank's cooling design did not materialize, so
after the first few flights, this arrangement was replaced by a smaller, more conventional
spinner that covered only the hub of the three-blade VDM propeller.

In an attempt to increase airflow over the tightly cowled engine, a 10-blade fan was fitted at
the front opening of the redesigned cowling and was geared to be driven at 3.12 times faster
than the propeller shaft's speed. This quickly became standard on the Fw 190 and nearly all
other German aircraft powered by the BMW 801.[3] In this form the V1 first flew on 1
December 1939, having been repainted with the Luftwaffe's Balkenkreuz and with the
Stammkennzeichen (factory code) RM+CA.[4]

The Fw 190 V2, designated with the Stammkennzeichen alphabetic ID code of FL+OZ (later
RM+CB) first flew on 31 October 1939 and was equipped from the outset with the new
spinner and cooling fan. It was armed with one Rheinmetall-Borsig 7.92 mm (.312 in) MG 17
machine gun and one 13 mm (.51 in) synchronized MG 131 machine gun in each wing root.[4]

Later prototypes, BMW 801

Even before the first flight of the Fw 190 V1, BMW was bench testing a larger, more
powerful 14-cylinder two-row radial engine, the BMW 801. This engine introduced a
pioneering example of an engine management system called the Kommandogerät (command-
device): in effect, an electro-mechanical computer which set mixture, propeller pitch (for the
constant speed propeller), boost, and magneto timing. This reduced the pilot's work load to
moving the throttle control only, with the rest of the associated inputs handled by the
Kommandogerät. The drawback was slight and minor surges that made the Fw 190 harder to
fly in close formations.[5] Tank asserted the device did not work well.

Another problem was the violent switching in of the high gear of the supercharger as the
aircraft climbed. During a test flight, Tank carried out a loop at medium altitude. Just as he
was nearing the top of the loop, at 2,650 m (8,700 ft), the supercharger's high gear kicked in
with a jerk. The Fw 190 was on its back, with little airspeed. The sudden change in torque
hurled the aircraft into a spin. Tank's artificial horizon toppled (the cause is not explained).
Although Tank did not know whether he was in an upright or inverted spin, he managed to
recover after a loss of altitude. The rough transition was smoothed out and the supercharger's
gear-change could engage without incident.[6]
The RLM convinced Focke-Wulf and BMW to abandon the 139 engine in favour of the new
engine. The BMW 801 engine was similar in diameter to the 139, although it was heavier and
longer by a considerable margin. This required Tank to redesign the Fw 190, and resulted in
the abandonment of the V3 and V4. The V5 became the first prototype with the new engine,
being fitted with the 1,560 PS (1,539 hp, 1,147 kW) BMW 801 C-0. Much of the airframe
was strengthened and in order to balance the heavier engine, the cockpit was moved back in
the fuselage and the engine mounted on longer struts. This had the side-effect of reducing the
troubles with high temperatures and for the first time provided space for nose armament. It
also reduced visibility in nose-high attitudes, notably when taxiing on the ground.

A 12-blade cooling fan replaced the earlier 10-blade unit, and was likewise installed in front
of the engine's reduction gear housing, still running with the original 3.12:1 reduction ratio,
which was standardised for BMW-powered Fw 190s. The propeller shaft passed through the
fan's central plate, which was made of cast magnesium. The fan provided cooling air not only
for the engine cylinders' fins, but also for the BMW-designed annular oil cooler, which was
located in the forward part of the cowling, likewise designed by the engine firm and used on
all BMW 801-powered aircraft as part of the later "unitized" Kraftei engine mounting
concept. The oil cooler was protected by an armoured ring which made up the front face of
the cowling.[4] A small hole in the centre of the spinner also directed airflow to ancillary
components.[7] Even with the new engine and the cooling fan, the 801 suffered from high
rear-row cylinder head temperatures, which in at least one case resulted in the detonation of
the fuselage-mounted MG 17 ammunition.

The vertical tail shape was also changed and the rudder tab was replaced by a metal trim strip
adjustable only on the ground. New, stiffer undercarriage struts were introduced, along with
larger diameter wheels. The retraction mechanism was changed from hydraulic to electrically
powered, which became a hallmark of later Focke-Wulf aircraft system designs, and new
strut door fairings of a simplified design were fitted to the legs.[4] Another minor change was
that the rearmost sections of the sliding canopy were redesigned by replacing the plexiglas
glazing with duralumin panels. As this section was behind the pilot's seat, there was little
visibility lost.

At first, the V5 used the same wings as the first two prototypes, but to allow for the larger
tires, the wheelwells were enlarged by moving forward part of the leading edge of the wing
root; the wing area became 15.0 m² (161 ft²). The V5 first flew in the early spring of 1940.
The weight increase with all of the modifications was substantial, about 635 kg (1,400 lb),
leading to higher wing loading and a deterioration in handling. Plans were made to create a
new wing with more area to address these issues. In its original form, this prototype was
called the V5k for kleine Fläche (small surface).[8]

In August 1940 a collision with a ground vehicle damaged the V5 and it was sent back to the
factory for major repairs. This was an opportune time to rebuild it with a new wing which
was less tapered in plan than the original design, extending the leading and trailing edges
outward to increase the area. The new wing had an area of 18.30 m² (197 ft²), and now
spanned 10.506 m (34 ft 5 in). After conversion, the aircraft was called the V5g for große
Fläche (large surface). Although it was 10 km/h (6 mph) slower than when fitted with the
small wing, V5g was much more manoeuvrable and had a faster climb rate.[8] This new wing
platform was to be used for all major production versions of the Fw 190.[4]

Pre-production, Fw 190 A-0

Side-view of Fw 190 A-0

The pre-production Fw 190 A-0 series was ordered in November 1940, a total of 28 being
completed. Because they were built before the new wing design was fully tested and
approved, the first nine A-0s were fitted with the original small wings. All were armed with
six 7.92 mm (.312 in) MG 17 machine guns — four synchronised weapons, two in the
forward fuselage and one in each wing root, supplemented by a free-firing MG 17 in each
wing, outboard of the propeller disc. They differed from later A-series Fw 190s in that they
had shorter spinners, the armoured cowling ring was a different shape, with a scalloped hinge
on the upper, forward edge of the upper engine cowling, and the bulges covering the interior
air intakes on the engine cowlings were symmetrical "teardrops". The panels aft of the
exhaust pipes had no cooling slots. Several of these aircraft were later modified for testing
engines and special equipment.[4]

The first unit to be equipped with the A-0 was Erprobungsstaffel 190, formed in March 1941
to help iron out any technical problems and approve the new fighter before it would be
accepted for full operational service in mainstream Luftwaffe Jagdgeschwader. At first, this
unit, commanded by Oblt. Otto Behrens, was based at the Luftwaffe's central
Erprobungsstelle facility at Rechlin, but it was soon moved to Le Bourget. Engine problems
plagued the 190 for much of its early development, and the entire project was threatened
several times with a complete shutdown. Had it not been for the input of Behrens and Karl
Borris, both of whom had originally enlisted in the Luftwaffe as mechanics, the Fw 190
program might have died before reaching the front lines. Both men indicated that the Fw
190's outstanding qualities outweighed its deficiencies during several Ministry of Aviation
commissions that considered terminating the program.[9] Some 50 modifications were
required before the Ministry of Aviation approved the Fw 190 for deployment to Luftwaffe
units.[9]

Fw 190 A
A-1

Fw 190 A-0s or A-1s of an unknown unit.

The Fw 190 A-1 rolled off the assembly lines in June 1941. The first few models were
shipped to the Erprobungsstaffel (formerly from II./JG 26 Schlageter) for further testing.
Following this testing, the Fw 190 A-1 entered service with II./JG 26, stationed near Paris,
France. The A-1 was equipped with the BMW 801 C-1 engine, rated at 1,560 PS (1,539 hp,
1,147 kW) for take-off. Armament consisted of two fuselage-mounted 7.92 mm (.312 in) MG
17s, two wing root-mounted 7.92 mm (.312 in) MG 17s - with all four MG 17s synchronized
to fire through the propeller arc - and two outboard wing-mounted 20 mm MG FF/Ms.[10] The
new longer propeller spinner and the cowling bulges, which became asymmetrical
"teardrops" in shape, remained the same for the rest of the A-series. The panel immediately
behind the exhaust outlets was unslotted, although some A-1s were retrofitted with cooling
slots. A new hood jettisoning system, operated by an MG FF cartridge, was introduced. The
pilot's head armour changed in shape and was supported by two thin metal struts in a "V"
shape attached to the canopy sides.[10] The standard radio fitted was the FuG 7, although
some A-1s were also equipped with FuG 25 "Erstling" IFF (identification friend or foe)
equipment.[10] The A-1 models still suffered from the overheating that prototype Fw 190s had
experienced during testing. After only 30–40 hours of use (sometimes less), many of these
early engines had to be replaced.[11] Focke-Wulf completed 102 A-1s at the Bremen and
Marienburg factories between June and October 1941. Also in October, a further order of 315
A-1s, subcontracted to AGO Flugzeugwerke at its Oschersleben factory, began to be built as
A-2s.[10]

A-2

Side-view of Fw 190 A-2; the most notable change over the A-0 was the addition of three
vertical cooling slits on the engine cowling, just forward of the wing.

The introduction of the BMW 801 C-2 resulted in the Fw 190 A-2 model, first introduced in
October 1941. As part of this upgrade, a modification to the exhaust system devised by
III./JG 26's Technical Officer ("T.O.") Rolf Schrödeter was added. There were 13 exhausts
for the 14 cylinders; eight of these were grouped to exit, four on each side, along the forward
fuselage, just above the leading edge of the wing; under the forward centre section, between
the undercarriage bays were five exhaust stacks, with cylinders 9 and 10 sharing a common
pipe.[12] To quickly implement the fix, it was found that the re-routing could be done easily in
Gruppe workshops. The reduction in temperature affecting the bottom cylinder went a long
way to solving the problem.[13][14] The addition of new ventilation slots on the side of the
fuselage further aided cooling, and with the widespread availability of the A-2 in the spring
of 1942, the overheating problems were greatly reduced.

The A-2 wing weaponry was updated, with the two wing root-mounted 7.92 mm (.312 in)
MG 17s being replaced by 20 mm MG 151/20E cannon.[15] With the introduction of the new
cannon, the Revi C12/C gunsight was upgraded to the new C12/D model. The introduction of
the A-2 marked a shift in air supremacy from the British, with their Spitfire Mk V, to the
Germans.[15][N 1] German production records make no real distinction between A-2s and A-3s,
which were very similar aircraft: the total combined production was 910 airframes between
October 1941 and August 1942.[17] In addition to Focke-Wulf and AGO, a new subcontractor,
Arado, built A-2s and A-3s at Warnemünde.[15]
A-3

Fw 190A-3 of JG 1 in the Netherlands, summer 1942.

The Fw 190 A-3 was equipped with the BMW 801 D-2 engine, which increased power to
1,700 PS (1,677 hp, 1,250 kW) at takeoff by improving the supercharger and raising the
compression ratio. Because of these changes, the A-3 model required a higher octane fuel—
100 (C3) versus 87 (B4).[12] The A-3 retained the same weaponry as the A-2.[18] The A-3 also
introduced the Umrüst-Bausätze factory conversion sets. The Fw 190 A-3/U1 and U2 were
single experimental Fw 190s: U1 (W.Nr 130270) was the first 190 to have the engine mount
extended by 15 cm (6 in), which would be standardized on the later production A-5 model.
The U2 (W.Nr 130386) had RZ 65 73 mm (2.87 in) rocket launcher racks under the wings
with three rockets per wing. There were also a small number of U7 aircraft tested as high-
altitude fighters armed with only two 20 mm MG 151 cannon, but with reduced overall
weight.[19]

The Fw 190 A-3/U3 was the first of the Jabo (Jagdbomber), using an ETC-501 centre-line
bomb rack able to carry up to 500 kg (1,100 lb) of bombs or, with horizontal stabilising bars,
one 300 L (80 US gal) drop tank. The U3 retained the fuselage-mounted 7.92 mm (.312 in)
MG 17s and the wing-mounted 20 mm MG 151 cannon, with the outer MG FF being
removed.[19] [N 2]

The Fw 190 A-3/U4 was a reconnaissance version with two RB 12.5 cameras in the rear
fuselage and an EK 16 gun camera or a Robot II miniature camera in the leading edge of the
port wing root. Armament was similar to the U3, however, and the ETC 501 was usually
fitted with a 300 L (80 US gal) drop tank.[19] See A-2 for production numbers.[20]

In autumn 1942, a political decision diverted 72 new aircraft to Turkey in an effort to keep
that country friendly to the Axis powers. These were designated Fw 190 A-3a (a=ausländisch
(foreign), designation for export models) and delivered between October 1942 and March
1943. The Turkish aircraft had the same armament as the A-1: four 7.92 mm (.312 in)
synchronized MG 17 machine guns and two 20 mm MG FF cannon. There was no FuG 25
IFF device in the radio equipment.[19]

A-4
A captured Fw 190A-4. Because the aircraft had been repainted while being tested by the
USAAF, the Balkenkreuz and swastika are incorrect in size and proportions.

Introduced in July 1942, the Fw 190 A-4 was equipped with the same engine and basic
armament as the A-3. Updated radio gear, the FuG 16Z, was installed replacing the earlier
FuG VIIa. A new, short "stub" vertical aerial mount was fitted to the top of the tailfin, a
configuration which was kept through the rest of the production Fw 190s. In some instances,
pilot-controllable engine cooling vents were fitted to the fuselage sides in place of the plain
slots. Some A-4s were outfitted with a special Rüstsatz field conversion kit, comprising the
fitting of a pair of under-wing Werfer-Granate 21 (BR 21) rocket mortars, and were
designated Fw 190 A-4/R6. The most important innovation introduced by the A-4 was,
however, the fitting of various Umrüst-Bausätze factory-refit packages.

The A-4/U1 was outfitted with an ETC 501 rack under the fuselage. All armament except for
the MG 151 cannon was removed. The U3 was very similar to the U1, and later served as the
prototype for the Fw 190 F-1 assault fighter. Some U3s used for night operations had a
landing light mounted in the leading edge of the left wing-root. The U4 was a reconnaissance
fighter, with two Rb 12.4 cameras in the rear fuselage and an EK 16 or Robot II gun camera.
The U4 was equipped with fuselage-mounted 7.92 mm (.312 in) MG 17s and 20 mm MG 151
cannon. The U7 was a high-altitude fighter, easily identified by the compressor air intakes on
either side of the cowling. Adolf Galland flew a U7 in the spring of 1943.

The A-4/U8 was the Jabo-Rei (Jagdbomber Reichweite, long-range fighter-bomber), adding a
300 L (80 US gal) drop tank under each wing, on VTr-Ju 87 racks with duralumin fairings
produced by Weserflug, and a centreline bomb rack. The outer wing-mounted 20 mm MG
FF/M cannon and the cowling-mounted 7.92 mm (.312 in) MG 17 were removed to save
weight. The A-4/U8 served as the model for the Fw 190 G-1.

A new series of easier-to-install Rüstsatz field kits began to be produced in 1943. The first of
these, the A-4/R1, was fitted with a FuG 16ZY radio set with a Morane "whip" aerial fitted
under the port wing. These aircraft, called Leitjäger or Fighter Formation Leaders, could be
tracked and directed from the ground via special R/T equipment called Y-Verfahren. More
frequent use of this equipment was made from the A-5 onwards.[21] The Fw 190A-4 could
achieve 1,700 hp (2,100 with MW-50 boost). Its maximum speed was 670 km/h (420 mph) at
6,250 m (20,510 ft). Operational ceiling was 11,400 m (37,400 ft). Normal range was 800 km
(500 mi). Normal takeoff weight was 3,800 kg (8,400 lb).[22] A total of 976 A-4s were built
between June 1942 and March 1943.[23]

A-5
Fw 190A-8 with the under-wing WGr 21 rocket-propelled mortar. The weapon was
developed from the 21 cm Nebelwerfer 42 infantry weapon.

The Fw 190 A-5 was developed after it was determined that the Fw 190 could easily carry
more ordnance. The D-2 engine was moved forward another 15 cm (6 in) as had been tried
out earlier on the service test A-3/U1 aircraft, moving the centre of gravity forward to allow
more weight to be carried aft. Some A-5s were tested with the MW 50 installation: this was a
mix of 50% methyl alcohol and 50% water, which could be injected into the engine to
produce a short-term power boost to 2,000 PS (1,973 hp, 1,471 kW), but this system was not
adopted for serial production. New radio gear, including FuG 25a Erstling IFF, and an
electric artificial horizon found their way into the A-5.[21] The A-5 retained the same basic
armament as the A-4.

The A-5 too, saw several Umrüst-Bausätze kits. The U2 was designed as a night Jabo-Rei
and featured anti-reflective fittings and exhaust flame dampeners. A centre-line ETC 501
rack typically held a 250 kg (550 lb) bomb, and wing-mounted racks mounted 300 L drop
tanks. An EK16 gun camera, as well as landing lights, were fitted to the wing leading edge.
The U2 was armed with only two 20 mm MG 151 cannon. The U3 was a Jabo fighter fitted
with ETC 501s for drop tanks and bombs; it too featured only two MG 151s for armament.
The U4 was a "recon" fighter with two RB 12.5 cameras and all armament of the basic A-5
with the exception of the MG FF cannon. The A-5/U8 was another Jabo-Rei outfitted with
SC-250 centreline-mounted bombs, under-wing 300-litre drop tanks and only two MG 151s;
it later became the Fw 190 G-2. A special U12 was created for bomber attack, outfitted with
the standard 7.92 mm (.312 in) MG 17 and 20 mm MG 151 but replacing the outer wing
20 mm MG-FF cannon with two underwing gun pods containing two 20 mm MG 151/20
each, for a total of two machine guns and six cannon. The A-5/U12 was the prototype
installation of what was known as the R1 package from the A-6 onwards. The A-5/R11 was a
night fighter conversion fitted with FuG 217 Neptun (Neptune) radar equipment with arrays
of three dipole antenna elements vertically mounted fore and aft of the cockpit and above and
below the wings. Flame-dampening boxes were fitted over the exhaust exits. 1,752 A-5s were
built from November 1942 to June 1943.[24]

A-6

The Fw 190 A-6 was developed to address shortcomings found in previous "A" models when
attacking U.S. heavy bombers. Modifications of the type to date had caused the weight of the
aircraft to creep up. To combat this and to allow better weapons to be installed in the wings, a
structurally redesigned and lighter wing was introduced. The normal armament was increased
to two MG 17 fuselage machine guns and four 20 mm MG 151/20E wing root and outer wing
cannon with larger ammunition boxes. New electrical sockets and reinforced weapon mounts
were fitted internally in the wings to allow the installation of either 20 mm or 30 mm
(1.18 in) ammunition boxes and for underwing armament. Because the outer wing MG 151s
were mounted lower than the MG/FFs new larger hatches, incorporating bulges and cartridge
discharge chutes, were incorporated into the wing lower surfaces. It is believed the MG 17s
were kept because their tracer rounds served as a targeting aid for the pilots. A new FuG 16
ZE radio navigation system was fitted in conjunction with a FuG 10 ZY. A loop aerial for
radio navigation, mounted on a small "teardrop" base was fitted under the rear fuselage,
offset slightly to port, with an additional short "whip" aerial aft of this. These aerials were
fitted on all later Fw 190 variants.

The A-6 was outfitted in numerous ways with various sets, Rüstsätze (field modification
kits); more flexible than the factory upgrade kits for previous versions, these field upgrade
kits allowed the A-6 to be refitted in the field as missions demanded. At least 963 A-6s were
built from July 1943 ending in April 1944, according to Ministry of Aviation acceptance
reports and Focke-Wulf production books. In late 1943, the Erla Antwerp factory designed a
simpler rack/drop-tank fitting, which was more streamlined than the bulky ETC 501 and
could be quickly fitted or removed. Several A-6s, A-7s and A-8s of JG 26 were fitted with
these racks (one such aircraft was A-8 W.Nr.170346 Black 13 flown by Obstlt. Josef Priller
during the Normandy invasion on 6 June 1944.)

A-7

The Fw 190 A-7 was a production derivative of the Fw 190 A-5/U9 prototype, and entered
production in November 1943. Production totaled only 80 aircraft before the advent of the
Fw 190A-8. The A-7 had a maximum take-off weight of 8818lb (4000 kg). The A-7 was
equipped with the BMW 801 D-2 engine, again producing 1,700 PS (1,677 hp, 1,267.5 kW).
The BMW 801 D-2 is a two-row radial engine with fourteen cylinders. Designed to combat
the USAAF's heavy bombers, the basic armament was upgraded to include two fuselage-
mounted 13 mm (.51 in) MG 131s, replacing the MG 17s. Because the larger-breeched MG
131s had to be mounted further apart, the upper gun cowling, just in front of the cockpit, was
modified with faired bulges and a new upper engine cowling was manufactured. This left
insufficient room for the three cowling toggle latches, which were moved to the side panels.
The rest of the armament fit stayed the same as earlier versions; two wing root-mounted
20 mm MG 151s and two outer wing-mounted 20 mm MG 151s. The Revi gunsight was
updated to the new 16B model. The additional weight of the new weapon systems required
strengthening of the wheels, adding a reinforced rim to better deal with typical combat
airfield conditions. The A-7 was usually outfitted with the centreline-mounted ETC 501 rack.
There were several major Rüstsätze for the A-7, many including Werfer-Granate 21 WGr 21
rockets. A total of 701 A-7s were produced from November 1943 to April 1944, according to
Ministry of Aviation acceptance reports and Focke-Wulf production books.[25]

A-8
An Fw 190 A-8/R2 in American hands. "White 11" of 5./JG 4 was captured during Operation
Bodenplatte after its engine had been damaged by American light flak.

The Fw 190 A-8 entered production in February 1944, powered either by the standard BMW
801 D-2 or the 801Q (also known as 801TU). The 801Q/TU, with the "T" signifying a
Triebwerksanlage unitized powerplant installation, was a standard 801D with improved,
thicker armour on the front annular cowling, which also incorporated the oil tank, upgraded
from 6 mm (.24 in) on earlier models to 10 mm (.39 in). Changes introduced in the Fw 190
A-8 also included the C3-injection Erhöhte Notleistung emergency boost system to the
fighter variant of the Fw 190 A (a similar system with less power had been fitted to some
earlier Jabo variants of the 190 A), raising power to 1,980 PS (1,953 hp, 1,456 kW) for a
short time. The Erhöhte Notleistung system operated by spraying additional fuel into the
fuel/air mix, cooling it and allowing higher boost pressures to be run, but at the cost of much
higher fuel consumption. From the A-8 on, Fw 190s could be fitted with a new paddle-bladed
wooden propeller, easily identified by its wide blades with curved tips. A new outwardly
bulged main canopy glazing format, more in the manner of a Malcolm hood rather than a
bubble canopy, with greatly improved vision sideways and forward, had been developed for
the F-2 ground attack model, but was often seen fitted at random on A-8s, F-8s and G-8s. The
new canopy included a larger piece of head armour which was supported by reinforced
bracing and a large fairing. A new internal fuel tank with a capacity of 115 L (30 US gal) was
fitted behind the cockpit, which meant that the radio equipment had to be moved forward to
just behind the pilot.

Three-side-view of Fw 190 A-8

Externally, a large round hatch was incorporated into the lower fuselage to enable the new
tank to be installed, and the pilot's oxygen bottles were moved aft and positioned around this
hatch. A fuel filler was added to the port side, below the rear canopy and a rectangular radio
access hatch was added to starboard. Other changes included an ETC 501 underfuselage rack
which was mounted on a lengthened carrier and moved 200 mm (8 in) further forward to help
restore the centre of gravity of the aircraft. This fuselage would form the basis for all later
variants of the Fw 190 and the Ta 152 series. The Morane "whip" aerial for the Y-Verfahren
was fitted as standard under the port wing, just aft of the wheelwell. Nearly a dozen Rüstsätze
kits were made available for the A-8, including the famous A-8/R2 and A-8/R8 Sturmbock
models. The A-8/R2 replaced the outer wing 20 mm cannon with a 30 mm (1.18 in) MK 108
cannon. The A-8/R8 was similar, but fitted with heavy armour including 30 mm (1.18 in)
canopy and windscreen armour and 5 mm (.2 in) cockpit armour. The A-8 was the most
numerous of the Fw 190 As, with over 6,655 A-8 airframes produced from March 1944 to
May 1945. A-8s were produced by at least eight factories during its lifetime.[26]

A-9
The Fw 190 A-9 was the last A-model produced, and was first built in September 1944. The
A-9 was fitted with the new BMW 801S, called the 801 TS or 801 TH when shipped as a
more complete Triebwerksanlage version of the modular Kraftei or "power egg" concept,
unitized engine installation (an aircraft engine installation format embraced by the Luftwaffe
for a number of engine types on operational aircraft, in part for easy field replacement) rated
at 2,000 PS (1,973 hp, 1,471 kW); the more powerful 2,400 PS (2,367 hp, 1,765 kW) BMW
801F-1 was still under development, and not yet available. The armour on the front annular
cowling, which also incorporated the oil tank, was upgraded from the 6 mm (.24 in) on earlier
models to 10 mm (.39 in). The 12-blade cooling fan was initially changed to a 14-blade fan,
but it consumed more power to operate and did not really improve cooling; thus BMW
reverted to the 12-blade fan. The A-9 cowling was slightly longer than that of the A-8 due to
a larger annular radiator within the forward cowl for the oil system. The bubble canopy
design with the larger head armour was fitted as standard. Three types of propeller were
authorised for use on the A-9: the VDM 9-112176A wooden propeller, 3.5 m (11 ft 6 in) in
diameter, was the preferred option, however, many A-9s were fitted with the standard VDM
9-12067A metal propeller and some had a VDM 9-12153A metal propeller with external, bolt
on balance weights.[27] The A-9 was also designed originally as an assault aircraft, so the
wing leading edges were to have been armoured; however, this did not make it past the
design stage in order to save weight. The A-9 was very similar to the A-8 in regards to the
armament and Rüstsätze kits. A total of 910 A-9s were built between September 1944 and
May 1945, mostly in Focke Wulf's Cottbus factory.[28]

A-10

A late-war attempt was made with the Fw 190 A-10, which was to have begun arriving in
pilots' hands by March 1945 and was to be fitted with larger wings for better maneuverability
at higher altitudes, which, due to internal space, could have allowed additional 30 mm
(1.18 in) calibre, long-barreled MK 103 cannon to be fitted. The A-10 was to be powered by
the 801 F engine. However, due to the priority given to the Dora variant of the Fw 190 and
the new Ta 152, the A-10 never made it past the prototype stage.[29]

Total A-series Production

Across all variants, 13,291 Fw 190 A-model aircraft were produced.[30] This total may,
however, include rebuilt or modified airframes from earlier airframes. The Luftwaffe
frequently changed between models on the production line, and it would not have been
uncommon for an A5 variant to be converted into an A7 or A8 aircraft. This was especially
true for older, battle-damaged aircraft that were upgraded to whatever current version the
factory was manufacturing at the time of repair. The other complicating factor, sometimes
making detailed compilation impossible is that many aircraft were assembled in field
workshops where airframes and engines from aircraft withdrawn from service units were
recycled.[31]

High-altitude developments
Limitations of A series

The BMW 139 (and the 801 that followed) had originally been designed as a high-power
replacement for earlier engines like the BMW 132 that were used primarily on low-altitude
cargo aircraft and bombers. As a result, the designers had not invested much effort in
producing high performance superchargers for it.

Even before the Fw 190 A was put into service, its high-altitude performance was seen to be
deficient. In contrast, the Daimler-Benz DB 601 engines used on the Bf 109 featured an
advanced fluid-coupled, single stage, variable speed supercharger that provided excellent
boost across a wide range of altitudes. The 190's short wings also presented a problem at
higher altitudes, where they were highly loaded. As a result, the 190 could not compete with
the 109 at altitudes above 6,000 m (20,000 ft), which is one reason that the 109 remained in
production until the end of the war. This was not a serious concern at the time of
introduction, as most combat was taking place at medium altitudes, where the 190 had ample
performance.

However, as the air war reached higher altitudes with the widespread introduction of
turbocharged US bombers, the need for improved performance became pressing. As a result,
GM-1 Nitrous oxide boost was introduced to provide more power at altitude, but this was
complex and gave boosted performance for only a short period of time.[32]

High altitude improvements

The Fw 190C V18 prototype, with large ventral "pouch" fairing for the turbocharger
installation and broader-chord vertical fin/rudder.

Tank started looking at ways to address the altitude performance problem early in the
program. In 1941, he proposed a number of versions featuring new powerplants, and he
suggested using turbochargers in place of superchargers. Three such installations were
outlined; the Fw 190 B with a turbocharged BMW 801, the Fw 190 C with a turbocharged
Daimler-Benz DB 603, and the Fw 190 D with a supercharged Junkers Jumo 213. The
aircraft would also include a pressurized cockpit and other features making them more
suitable for high-altitude work. Prototypes for all three models were ordered.[33]

Fw 190 V12 (an A-0) would be outfitted with many of the elements which eventually led to
the B series. As it was based on the same BMW 801 engine as the A models, airframe
modifications were relatively minor. These included a pressurized cockpit which doubled the
panes of glass in the canopy so that hot air could be forced between them to prevent icing,
and the addition of the GM-1 nitrous oxide injection system. Several problems were
encountered during the machine's flight and ground trials, mostly caused by the pressurisation
system for the cockpit, and for this reason the first B-series testbed airframe was retired from
active service in late 1942. However, trials on other aircraft continued in early 1943, when
the first few Fw 190 A-1s were modified into B-series testbeds. The same aircraft used for
testing the pressurized cockpits were also used to test larger wings (20.3 m²/219 ft² versus the
standard 18.3 m²/197 ft² wing). This work seriously interfered with the studies on pressurised
cockpits. Following these studies, one additional Fw 190 B was built, named the B-1. This
aircraft was similar to the B-0, but had slightly different armament. In its initial layout, the B-
1 was to be fitted with four 7.92 mm (.312 in) MG 17s and two 20 mm MG-FFs. One was
fitted with two MG 17s, two 20 mm MG 151s and two 20 mm MG-FFs. After the completion
of W.Nr. 811, no further Fw 190 B models were ordered.

The C model's use of the longer DB 603 engine required more extensive changes to the
airframe. As the weight was distributed further forward, the tail of the aircraft had to be
lengthened in order to maintain the desired centre of gravity. To test these changes, several
examples of otherwise standard 190 As were re-engined with a supercharged DB 603 to
experiment with this engine fit, V13 (W.Nr. 0036) with the 1,750 PS 603A, the similar V15
and V16, a 1,800 DB 603 E being fitted to the latter after a time. With this engine, the V16
was able to reach 725 km/h (450 mph) at 6,800 m (22,310 ft), a considerable improvement
over the 650 km/h (400 mph) at 5,200 m (17,060 ft) of the basic A models. V18 followed, the
first to feature the full high-altitude suite of features, including the pressurized cockpit, longer
wings, a 603G engine driving a new four-blade propeller, and a Hirth 9-2281 turbocharger.
Unlike the experimental B models, V18 had a cleaner turbocharger installation, running the
required piping along the wing root, partially buried in the fillet, and installing both the
turbocharger air intake and intercooler in a substantially sized teardrop shaped fairing under
the cockpit.[34] This "pouch" led to the "Känguruh" (Kangaroo) nickname for these models.
V18 was later modified to the V18/U1, with a "downgraded" 603A engine, but a new DVL
turbocharger that improved power to 1,600 PS at an altitude of 10,700 m (35,105 ft). Four
additional prototypes based on the V18/U1 followed: V29, V30, V32 and V33.

Like the C models, the early examples of the D models were built primarily to test fit the
Jumo 213 engine to the existing airframe, as the D-0, with plans to move on to definitive
high-altitude models later, the D-1 and D-2. The first D-0 prototype was completed in
October 1942, consisting of an A-5 airframe with the Jumo 213A engine. Further examples
followed, but like the C models the development was stretched out.

Fw 190D
Fw 190D-9

The Fw 190 D (nicknamed the Dora; or Long-Nose Dora, "Langnasen-Dora") was intended
to improve on the high-altitude performance of the A-series enough to make it useful against
the American heavy bombers of the era. In the event, the D series was rarely used against the
heavy-bomber raids, as the circumstances of the war in late 1944 meant that fighter-versus-
fighter combat and ground attack missions took priority. A total of 1,805 D-9s were
produced.[35] Production started in August 1944.[35]

With the D version the power plant was changed from the radial engine of earlier models to a
12-cylinder inverted-Vee liquid-cooled engine. The Jumo 213A generated 1,750 PS
(1,726 hp, 1,287 kW), and could produce 2,100 PS (2,071 hp, 1,545 kW) of emergency
power with MW 50 injection, improving performance to 686 km/h (426 mph) at 6,600 m
(21,700 ft). In order to fit the new engine in the Fw 190 fuselage while maintaining proper
balance, both the nose and the tail of the aircraft were lengthened, adding nearly 1.52 m
(4.99 ft) to the fuselage, bringing the overall length to 10.192 m (33.438 ft) versus the 9.10 m
(29.9 ft) of the late war A-9 series. The lengthened tail required a straight-sided bay, 30 cm
(12 in) long, spliced in forward of the rear angled joint and tail assembly of the fuselage. To
further aid balance, the pilot's oxygen bottles were moved aft and located in the new bay.
This gave the rear fuselage a "stretched" appearance.[36]
Furthermore, the move to a V12 engine from a radial engine required more components to be
factored into the design, most significantly the need for coolant radiators (radial engines are
air-cooled). To keep the design as simple and as aerodynamic as possible, Tank used an
annular radiator (the AJA 180 L) installed at the front of the engine, similar to the
configuration used in the Jumo powered versions of the Junkers Ju 88. The annular radiator
with its adjustable cooling gills resembled a radial engine installation, although the row of six
short exhausts stacks on either side of the elongated engine cowling showed that the Jumo
213 was an inverted vee-12 engine.[37] While the first few Doras were fitted with the flat-top
canopy, these were later replaced with the newer rounded top "blown" canopy first used on
the A-8 model. With the canopy changes, the shoulder and head armour plating design was
also changed. Some late model Doras were also fitted with the broader-chord Ta 152 vertical
stabilizer and rudder, often called "Big Tails" by the Luftwaffe ground crews and pilots, as
seen on W.Nr. 500647 Brown 4 from 7./JG 26 and W.Nr. 500645 Black 6 from JG 2. The
centreline weapons rack was changed to an ETC 504 with a simplified and much smaller
mounting and fairing.[36]

Early D-9s reached service without the MW 50 installation, but in the meantime Junkers
produced a kit to increase manifold pressure (Ladedrucksteigerungs-Rüstsatz) that increased
engine output by 150 PS to 1,900 PS, and was effective up to 5,000 m (16,400 ft) altitude. It
was fitted immediately to D-9s delivered to the units from September, or retrofitted in the
field by TAM. By the end of December, all operational Doras, 183 in total, were
converted.[38] From November 1944, a simplified methanol water (MW 50) system
(Oldenburg) was fitted, which boosted output to 2,100 PS. By the end of 1944, 60 were
delivered with the simplified MW 50 system or were at the point of entering service. The 115
litre (30.4 US gal) capacity tank of the Oldenburg system would hold the MW 50 booster
liquid, which was single purpose, while later systems were to be dual purpose, holding either
MW 50 or additional fuel.[39]

The fighter lacked the higher rate of roll of its close coupled radial-engined predecessor.
However it was faster, with a maximum speed of 680 km/h (422 mph) at 6,600 meters
(21,650 ft). Its 2,240 horsepower with methanol-water injection (MW 50) gave it an excellent
acceleration in combat situations. It also climbed and dived more rapidly than the Fw 190A,
and so proved well suited to the dive-and-zoom ambush tactics favored by the Schlageter
fighter wing's pilots from November 1944 onward, when the wing converted to the Fw 190D.
Many of the early models were not equipped with methanol tanks for the MW 50 boost
system, which was in very short supply in any event. At low altitude, the top speed and
acceleration of these examples were inferior to those of Allied fighters. Hans Hartigs recalled
that only one of the first batch of Dora 9s received by the First Gruppe had methanol water
injection, and the rest had a top speed of only 590 km/h (360 mph).[40]

Owing to the failure of multiple attempts to create an effective next-generation 190, as well
as the comments of some Luftwaffe pilots, expectations of the Dora project were low. These
impressions were not helped by the fact that Tank made it very clear that he intended the D-9
to be a stopgap until the Ta 152 arrived. These negative opinions existed for some time until
positive pilot feedback began arriving at Focke-Wulf and the Luftwaffe command
structure.[41] Sporting good handling and performance characteristics, the D-9 made an
effective medium altitude, high speed interceptor, although its performance still fell away at
altitudes above about 6,000 m (20,000 ft). When flown by capable pilots, the Fw 190D
proved the equal of Allied types.[42][43]
This captured Fw 190 D-9 appears to be a late production aircraft built by Fieseler at Kassel.
It has a late style canopy; the horizontal black stripe with white outline shows that this was a
II.Gruppe aircraft.

As it was used in the anti-fighter role, armament in the "D" was generally lighter compared to
that of the earlier aircraft—usually the outer wing cannon were omitted so that the armament
consisted of two 13 mm (.51 in) cowling-mounted MG 131s, with 400 rounds per gun, and
two wing root mounted 20 mm MG 151/20E cannon with 250 rounds per gun; all four
weapons were synchronized to fire through the propeller arc.[44] The wings of the D-9 still
had the electrical circuits and attachment points for the underwing BR 21 rocket propelled
mortar, although none appeared to have used these operationally.[45] While inferior to the A-
series in roll rate, the "D" was superior in turn rate, climb, dive and horizontal speed. The
Dora still featured the same wing as the A-8, however, and was capable of carrying outer
wing cannon as well, as demonstrated by the D-11 variant, with a three-stage supercharger
and four wing cannon (two MG 151s and two MK 108s).[46] The first Fw 190 D-9s started
entering service in September 1944, with III./JG 54. It was quickly followed by other units
including I./JG 26 which flew its last operations on the A-8s on 19 November 1944.[47]

Some Fw 190 Ds served as fighter cover for Messerschmitt Me 262 airfields, as the jet
fighters were very vulnerable on take-off and landing. These special units were known as
Platzsicherungstaffel (airfield security squadrons).[48] One unit, known as the Würger-Staffel,
was created in April 1945 by Leutnant Heinz Sachsenberg at the behest of Adolf Galland, and
was part of JV 44. The role of the Staffel was to guard the airfield and JV 44's Me 262s as
they landed; as such the Fw 190s were supposed to take off before the jets and circle the
airfield in pairs (a Rotte). However, to allow the 262s a clear run back to the airfield the 190s
had to land before the jets, negating their protection.[49] To help anti-aircraft artillery
protecting the airfields to quickly identify friendly aircraft, the under-surfaces of the Würger-
Staffel 190s were painted red with narrow white stripes.[50] leading to the alternative
nickname of Papageien Staffel (parrot squadron) from the bright red color.

Fw 190 D-11

17 Fw 190 D-11s were known to have been manufactured. This version was fitted with the
updated Jumo 213F series engine similar to the Jumo 213E used in the Ta-152 H series but
minus the intercooler. Visible changes over the D-9 were the enlarged supercharger air intake
on the starboard side cowling and the use of a wooden, broad-bladed VS 9 or 10 propeller
unit utilizing three 9-27012 C-1 blades with a diameter of 3.6 m (11.8 ft). The 13 mm (.51 in)
fuselage guns were removed, and the cowling redesigned by omitting the gun troughs and
simplifying to a flat profile. Two 30 mm (1.18 in) MK 108 cannons were installed in the
outer wings to complement the 20 mm MG 151s in the inboard positions. Of the 17 Dora-11s
delivered, three can be accounted for. One, the best known, was Rote 4 (red 4) of JV 44's
Platzschutz unit. Another, white chevron, was found at München-Riem, and may have served
with JV 44 after serving at the Verbandsführerschule General der Jagdflieger (Training
School for Unit Leaders) at Bad Wörishofen; it is not known if it was actually used
operationally. A third, "white <61," was also found after the war at the
Verbandsfuehrerschule General der Jagdflieger.[51]

Fw 190 D-12

While the D-11 was under manufacture, work started on the Fw 190 D-12 and D-13 models.
These were similar to the D-11, but featured Motorkanone nose cannons firing through the
propeller hub. The D-12 would mount the 30 mm (1.18 in) MK 108 cannon and the D-13
would be fitted with a 20 mm MG 151/20 cannon. There were three test aircraft built for the
D-12 line, V63, V64 and V65, but no production aircraft were built[citation needed] and the D-13
was selected instead.

Fw 190 D-13

Fw 190 D-13/R11, Champlin Fighter Museum, Phoenix, Arizona (c.1995)

The Fw 190 D-13 started with the construction of two prototypes (W.Nr 732053 and W.Nr
7322054), and the 20 mm MG 151/20 cannon was found to be quite suited for the aircraft and
was already well known to be effective against allied bombers, as well as an effective ground
support weapon. Thus the Fw 190 D-13/Rüstsatz 11 (/R11) version was selected to enter
production. The D-13/R11 was fitted with all-weather flying equipment including the PKS12
and K-23 systems for steering and autopilot. The FuG 125 radio system, known as Hermine
was fitted to the aircraft, as well as a heated windscreen. Pilots reported that due to the large
amounts of torque produced by the engine, they usually used the steering system during the
takeoff run as it helped with the rudder movements. The D-13 also introduced a hydraulic
boost system for the ailerons, which was later used on the Ta 152.

One example of the D-13 version still exists today in the markings of "Yellow 10" of 6
Staffel/JG 26, and it has been restored to an airworthy condition[52] in the United States.
However, it will not be flown because it is the only remaining D-13.[53]

D-series production

In all, the Ministry of Aviation called for 820 D-11 airframes to be built by Focke-Wulf
Sorau, starting in early 1945, Fieseler Kassel was tasked to build 1,420 D-12s starting in the
same time frame and the manufacture of the D-13 was passed to Arbeitsgruppe Roland [N 3]
tasked with the construction of 1,060 airframes starting again in early 1945. For some
unknown reason, production of the D-12 was cancelled in favour of the D-13 model. From
evidence from the Oberkommando der Luftwaffe General Quartiermeister document Nr.
2766/45 of April 1945, it was known that 17 D-13s were more than likely built, but only two
were known to be in service. A D-13 (Wk. Nr 836017) flown by the Geschwaderkommodore
of JG 26, Franz Götz, an ace with 63 kills, was surrendered to the British at Flensburg,
Northern Germany in May 1945.[55] As noted previously, this aircraft is still in existence,
painted in its original colour scheme as Yellow 10 of 6 Staffel/JG 26, is thought to be
airworthy and is currently located in the Flying Heritage Collection at Paine Field in Everett,
Washington. This aircraft is one of the few existing Fw 190s with a provenance that can be
traced continuously from its manufacture to the present time.[56]

Ground attack variants

Fw 190 F

The National Air & Space Museum's restored Fw 190 F-8 in late war markings

The Fw 190F configuration was originally tested in a Fw 190 A-0/U4, starting in May 1942.
The A-0 testbed aircraft was outfitted with centreline and wing-mounted bomb racks. The
early testing results were quite good, and Focke-Wulf began engineering the attack version of
the Fw 190. New armor was added to the bottom of the fuselage, protecting the fuel tanks and
pilot, the engine cowling, and the landing gear mechanisms and outer wing mounted
armament. This attack configuration with additional armor and an ETC 501 centreline
bombrack was officially designated Umrüst-Bausatz kit 3 (abbreviated as /U3). It was first
used on the A-4, the 18 known A-4/U3 were later redesignated Fw 190 F-1. The Fw 190 F-
2s were renamed Fw 190 A-5/U3s, of which 270 were built according to Focke-Wulf
production logs and Ministry of Aviation acceptance reports.[citation needed]

The Fw 190 F-3 was based on the Fw 190 A-5/U17, which was outfitted with a centreline
mounted ETC 501 bomb rack, and in the Fw 190 F-3/R1, with two ETC 50 bomb racks under
each wing. The F-3 could carry an 80 US gal (300 liter) standard Luftwaffe drop tank. A total
of 432 Fw 190 F-3s were built.[57]

The Fw 190 F-4 to F-7 designations were used for some projects, two of them made it into
production and were renamed into F-8/F-9 to unify the subversion with the A-series airframe
they were based on.

The Fw 190 F-8 differed from the A-8 model in having a slightly modified injector on the
compressor which allowed for increased performance at lower altitudes for several minutes.
The F-8 was also fitted with the improved FuG 16 ZS radio unit, which provided much better
communication with ground combat units. Armament of the Fw 190 F-8 was two 20 mm MG
151/20 cannon in the wing roots and two 13 mm (.51 in) MG 131 machine guns above the
engine. In the Fw 190 F-8/R1 two ETC 50 bombracks were installed under each wing,
capable of holding a 50 kg bombs. In 1945 the ETC 50 was replaced with the ETC 70,
capable of holding 70 kg bombs. According to Ministry of Aviation acceptance reports, at
least 3,400 F-8s were built, and probably several hundred more were built in December 1944
and from February to May 1945. (Data for these months is missing and probably lost.)[citation
needed]
Dozens of F-8s served as various testbeds for anti-tank armament, including the
WGr.28 280 mm air-to-ground missile, probably based on the projectiles from the Nbw 41
heavy ground-barrage rocket system, and the 88 mm (3.46 in) Panzerschreck 2 rockets,
Panzerblitz 1 and R4M rockets.

There were also several Umrüst-Bausätze kits developed for the F-8, which included the Fw
190 F-8/U1 long range JaBo, fitted with underwing V.Mtt-Schloß shackles to hold two 300 L
(80 US gal) fuel tanks. ETC 503 bomb racks were also fitted, allowing the Fw 190 F-8/U1 to
carry one SC 250 bomb under each wing and one SC 250 bomb on the centreline.

The Fw 190 F-8/U2 torpedo bomber was fitted with an ETC 503 bomb rack under each wing
and a centre-line mounted ETC 504. The U2 was also equipped with the TSA 2 A weapons
sighting system that improved the U2's ability to attack seaborne targets with a 1,543 lb
(700 kg) BT 700.[57]

The Fw 190 F-8/U3 heavy torpedo bomber was outfitted with an ETC 502, which allowed it
to carry one BT-1400 heavy torpedo (3,086 lb/1400 kg). Owing to the size of the torpedo, the
U3's tail gear needed to be lengthened. The U3 also was fitted with the 2,000 PS BMW 801S
engine, and the broader-chord vertical tail from the Ta 152.[citation needed]

The Fw 190 F-8/U4, created as a night fighter, was equipped with flame dampers on the
exhaust and various electrical systems such as the FuG 101 radio altimeter, the PKS 12
automatic pilot, and the TSA 2 A sighting system. Weapons fitted ranged from torpedoes to
bombs[citation needed]; however, the U4 was fitted with only two MG 151/20 cannon as fixed
armament.

The Fw 190 F-9 was based on the Fw 190 A-9, but with the new Ta 152 tail unit, a new
bulged canopy as fitted to late-build A-9s, and four ETC 50 or ETC 70 bomb racks under the
wings. According to Ministry of Aviation acceptance reports, 147 F-9s were built in January
1945, and perhaps several hundred more from February to May 1945. (Data for these months
is missing and probably lost.)[citation needed]

Fw 190 G

Fw 190 G-1 showing the ETC 250 bomb rack, carrying a 250 kg (550 lb) bomb, and the
underwing drop tanks on VTr-Ju 87 mounts.

The Fw 190 G was built as a long-range attack aircraft (Jagdbomber mit vergrösserter
Reichweite - abbreviated JaBo Rei). Following the success of the Fw 190 F as a
Schlachtflugzeug (close support aircraft), both the Luftwaffe and Focke-Wulf began
investigating ways of extending the range of the Fw 190 F. From these needs and tests, the
Fw 190 G was born.

There were four distinct versions of the Fw 190 G:

The Fw 190 G-1: The first Fw 190 Gs were based on the Fw 190 A-4/U8 JaBo Rei's. Initial
testing found that if all but two wing root mounted 20 mm MG 151 cannons (with reduced
ammunition load) were removed, the Fw 190 G-1 (as it was now called) could carry a 250 kg
(550 lb) or 500 kg (1,100 lb) bomb on the centreline and, via an ETC 250 rack, up to a 250 kg
(550 lb) bomb under each wing. Typically the G-1s flew with underwing fuel tanks, fitted via
the VTr-Ju 87 rack. The FuG 25a IFF (identification friend/foe) was fitted on occasion as
well as one of the various radio direction finders available at the time. With the removal of
the fuselage mounted MG 17s, an additional oil tank was added to support the BMW 801 D-2
engine's longer run times.[citation needed]

The Fw 190 G-2: The G-2 was based on the Fw 190 A-5/U8 aircraft. The G-2s were
similarly equipped to the G-1s; however, due to wartime conditions, the underwing drop tank
racks were replaced with the much simpler V.Mtt-Schloß fittings, to allow for a number of
underwing configurations. Some G-2s were also fitted with the additional oil tank in place of
the MG 17s; however, not all were outfitted with the oil tank. Some G-2s were fitted with
exhaust dampers and landing lights in the left wing leading edge for night operations.[citation
needed]

The Fw 190 G-3: The G-3 was based on Fw 190 A-6. Like the earlier G models, all but the
two wing root mounted MG 151 cannons were removed. The new V.Fw. Trg bombracks,
however, allowed the G-3 to simultaneously carry fuel tanks and bomb loads. Because of the
range added by two additional fuel tanks, the G-3's duration increased to two hours, 30
minutes. Due to this extra flight duration, a PKS 11 autopilot was fitted. Some G-3s built in
late 1943 were also fitted with the a modified 801 D-2 engine which allowed for increased
low-altitude performance for short periods of time. The G-3 had two primary Rüstsätze kits.
The R1 replaced the V.Fw. Trg racks with WB 151/20 cannon pods. This gave the G-3/R1 a
total of six 20 mm cannons. When fitted with the R1 kit, the G model's addition armor was
typically not used, and the PKS11 removed. The G-3/R1 was used in both ground strafing
and anti-bomber roles. The R5 was similar to the R1, but the V.Fw. Trg racks were removed,
and two ETC 50 racks per wing were added. As with the R1, the additional armor from the
base G model were removed, as was the additional oil tank. In some instances, the fuselage
mounted MG 17s were refitted.[citation needed]

The Fw 190 G-8: The G-8 was based on the Fw 190 A-8. The G-8 used the same "bubble"
canopy as the F-8, and was fitted with underwing ETC 503 racks that could carry either
bombs or drop tanks. Two primary Rüstsätze kits were also seen on the F-8. The R4 kit was a
planned refit for the GM 1 engine boost system, but never made it into production, and the
R5 kit replaced the ETC 503 racks with two ETC 50 or 71 racks. Due to the similarities with
the F-8, the G-8 was only in production for a short amount of time.[citation needed] Some Gs were
field modified to carry 1,000 kg (2,210 lb), 1,600 kg (3,530 lb) and 1,800 kg (3,970 b)
bombs. When this was done, the landing gear was slightly improved by enhancing the oleo
struts and using reinforced tyres.[citation needed]
Approximately 1,300 Fw 190 Gs of all variants were new built. Due to war conditions, the
manufacturing environment, and the use of special workshops during the later years of the
war, the actual number of G models built is almost impossible to determine. During the later
years of the war, "composite" aircraft were often assembled. For example, the wings from a
fuselage damaged aircraft and the fuselage from a wing damaged aircraft might be
reassembled into a new aircraft and listed as a Fw 190G with a new serial number. The Fw
190 G-1 currently displayed at the National Air and Space Museum is one of these
"composite" aircraft, built from the fuselage of a Fw 190 A-7.[58]

Trainer versions

Fw 190 S-5 side view, showing the rear cockpit and extended canopy structure.

As the Luftwaffe phased out older aircraft such as the Ju 87 in favour of the Fw 190, many
pilots required flight training to make the transition as quick and smooth as possible. Thus
was born the Schulflugzeug (literally "school airplane") training version of the Fw 190.
Several old Fw 190 A-5s, and later in 1944 A-8s, were converted by replacing the MW 50
tank with a second cockpit. The canopy was modified, replaced with a new three-section unit
that opened to the side, similar to the Bf 109, which had its own G-12 two-seat training
variant. The rear portion of the fuselage was closed off with sheet metal. Originally
designated Fw 190 A-8/U1 (as an Umrüst-Bausatz factory modification), they were later
designated Fw 190 S-5 and S-8. An estimated 58 Fw 190 S-5 and S-8 models were converted
or built.[59]

Fw 190A-3 of Stab. 7./JG2, June 1942.[N 4]

See also
Related development

 Focke-Wulf Ta 152

Aircraft of comparable role, configuration and era

  IAR 80
 Kawasaki Ki-100
 Lavochkin La-5
 Lavochkin La-7
 Nakajima Ki-84
 Polikarpov I-185
 Republic P-47 Thunderbolt
 Vought F4U Corsair
 Grumman F8F Bearcat

Related lists

 List of aircraft of World War II

References
Notes

1.

 Experience proved that air-cooled radial engines were more resilient than liquid-cooled
inline engines under combat conditions. A single bullet or piece of shrapnel in the radiator or
coolant pipes of liquid-cooled engines was often enough to drain the system, eventually
causing the engine to seize or catch fire. On several occasions Fw 190s withstood an entire
cylinder's being shot away.[16]
  All Fw 190s which carried the centreline racks had their inner wheel bay doors removed
and replaced by fixed fairings which were, in effect, a cutaway door. These fixed fairings
incorporated a raised deflector to prevent hot exhaust gases from the lower exhausts spilling
over onto the tyres. When these fairings were used an additional small plate was fixed to the
lower lip of the undercarriage leg fairings.[18]
  Roland was a name used by Luft-Fahrzeug-Gesellschaft for its First World War
aircraft.[54]

4.  This A-3 was landed by mistake by Oblt Armin Faber at RAF Pembrey on 23 June
1942, becoming the first Fw 190 to be captured and tested by the RAF.[60]

Citations

1.

 Shacklady 2005, p. 30.

  Janowicz 2001, p. 14.
  "Illustration of the fan on cutaway drawing." white1foundation.org. Retrieved: 14
August 2010.
  Page 2002, p. 579.
  Spenser 1987, p. 56.
  Price 2009, p. 8.
  Caygill 2002, p. 14.
  Smith and Kay 1972, p. 175.
  Caldwell 1991, pp. 94–95.
  Page 2002, p. 581.
  Janowicz 2001, p. 25.
  Page 2002, p. 583.
  Caldwell 1991, p. 98.
  Caygill 2002, p. 12.
  Page 2002, pp. 582–583.
  Price 2009, p. 3.
  Janowicz 2001, pp. 25–27.
  Page 2002, pp. 583–584.
  Page 2002, p. 284.
  Janowicz 2001, pp. 27–32.
  Page 2002, p. 587
  Munson 1983, p. 37.
  Janowicz 2001, pp. 32–34.
  Janowicz 2001, pp. 34–38.
  Janowicz 2001, pp. 40–41.
  Janowicz 2001, pp. 41–43.
  Page 2002, p. 593.
  Janowicz 2001, pp. 43–45.
  Joineau and Breffort 2007, p. 25.
  Janowicz 2001, pp. 66–67.
  Baugher, Joe. "Modeller's guide to Focke-Wulf Fw 190 variants, radial engine versions -
part II." IPMSStockholm.org, 22 June 2006. Retrieved: 22 November 2012.
  Caygill 2002, pp. 13–14.
  "Focke-Wulf Fw 190D." csd.uwo.ca. Retrieved: 23 August 2010.
  Olsthoorn, Ronnie. "Fw 190 V18/U1." hobbyvista.com. Retrieved: 23 August 2010.
  Rodeike 1998, p. 381.
  Forsyth 1996, p. 197.
  Donald 1994, p. 76.
  Rodeike 1998, pp. 379–380.
  Dietmar 2004, p.[page needed]
  Caldwell 1998, pp. 388–399.
  Donald 1994, p. 80.
  Caldwell 2007, p.89.
  Caldwell 1998, p. 421.
  Fw 190 D-9 Flugzeug-Handbuch 1944, pp. 7–19.
  Fw 190 D-9 Handbuch 1945, pp. 5, 6, 10, 19–23.
  Donald 1994, pp. 80, 84.
  Caldwell 1991, p. 292.
  Forsyth 1996, p. 194.
  Forsyth 1996, p. 207.
  Forsyth 1996, pp. 199-201, 275,
  Forsyth 1996, pp. 200, 204–205.
  "Fw190D Engine Runs." YouTube video, 16 October 20, 2008. Retrieved: 21 October
2011.
  [1] "Flying Heritage Collection - Focke-Wulf Fw 190 D-13 (Dora)" Flying Heritage
Collection. Retrieved: 20 January 2014.
  "Roland D.II." WWI Aviation. Retrieved: 23 August 2010.
  Corey, Richard. "FW-190D-13 FE-0118" indianamilitary.org. Retrieved: 21 October
2011.
  "Yellow 10." btillman.com. Retrieved: 21 August 2009.
  Mondey 2006, p. 72.
  "Fw 190F." NASM. Retrieved: 21 October 2011.
  Janowicz 2001, pp. 55–56.

60.  Ramsey 1990, p. 147.

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Focke-Wulf Fw 190 operational history

From Wikipedia, the free encyclopedia
Main article: Focke-Wulf Fw 190

An Fw 190 A-8/R2 in American hands

The Focke-Wulf Fw 190 Würger was used by the Luftwaffe during the Second World War in
a variety of roles. Like the Messerschmitt Bf 109, the Fw 190 was employed as a
"workhorse", and proved suitable for a wide variety of roles, including air superiority fighter,
strike fighter, ground-attack aircraft, escort fighter, and operated with less success as a night
fighter. It served on all the German fronts: Eastern Front, Western Front, North African
Campaign and the Defence of the Reich.

When it was first introduced in August 1941, it quickly proved to be superior in all but turn
radius to the Royal Air Force (RAF) front-line fighter, the Spitfire Mk. V variant.[1] The 190
wrested air superiority away from the RAF until the introduction of the vastly improved
Spitfire Mk. IX in July 1942 restored qualitative parity.[2] The Fw 190 made its air combat
debut on the Eastern Front much later, in November/December 1942. The Fw 190 made a
significant impact seeing service as a fighter and fighter-bomber. The fighter and its pilots
proved just as capable as the Bf 109 in aerial combat, and in the opinion of German pilots
who had flown both fighters, the Fw 190 presented increased firepower and manoeuvrability
at low to medium altitude.

The Fw 190 became the backbone of Jagdwaffe (Fighter Force) along with the Bf 109. On
the Eastern Front, owing to its versatility, the Fw 190 was used in Schlachtgeschwader
(Attack Wings) which were specialised ground attack units. The units achieved much success
against Soviet ground forces. As an interceptor, the Fw 190 underwent improvements to
make it effective at high altitude, allowing the 190 to maintain relative parity with its Allied
counterparts. The Fw 190A series' performance decreased at high altitudes (usually 6,000 m
(20,000 ft) and above), which reduced its usefulness as a high-altitude fighter, but these
complications were mostly rectified in later models, notably the Focke-Wulf Fw 190D
variant, which was introduced in September 1944. In spite of its successes, it never entirely
replaced the Bf 109. The Fw 190 was well liked by its pilots. Some of the Luftwaffe's most
successful fighter aces flew the Fw 190, including Otto Kittel with 267 victories, Walter
Nowotny with 258, and Erich Rudorffer with 222 claimed. A great many of their kills were
claimed while flying the Fw 190.

Contents
 1 Western Front
o 1.1 Early months
o 1.2 Cerberus and Jubilee
o 1.3 Fighter-bomber raids
o 1.4 Normandy to Salzburg
 2 Over Germany
o 2.1 Wilde Sau
o 2.2 The Sturmböcke
 2.2.1 American fighter response
 3 Eastern Front
o 3.1 Fall Blau to Third Battle of Kharkov
o 3.2 Operation Citadel to the Dnieper
o 3.3 Operation Bagration to Budapest
o 3.4 Hungarian Fw 190 operations (November 1944–1945)
o 3.5 Silesia to Berlin
 4 North Africa and the Mediterranean
o 4.1 Sicily
o 4.2 Italian campaign
 5 Evaluation
o 5.1 German view
o 5.2 Western Allied view
 5.2.1 Eric "Winkle" Brown
 5.2.2 Comparison: Fw 190A and Spitfire V
 5.2.3 Comparison: Fw 190A and Spitfire IX
 5.2.4 Comparison: Fw 190A and Spitfire XII
 5.2.5 Comparison: Fw 190A and Spitfire XIV
  5.2.6 Comparison: Fw 190D and Hawker Tempest
o 5.3 Soviet view
 6 References
o 6.1 Notes
o 6.2 Bibliography
 7 External links

Western Front
Early months

The Fw 190 was introduced on the Western Front in August 1941. For the first few months of
its combat career, the Allies, entirely unaware of the new fighter, attributed pilots' reports of a
new "radial-engine fighter" to Curtiss P-36 Mohawks which the Germans had captured from
the French. The new fighter outperformed the Spitfire Mk. V, the then top-of-the-line RAF
fighter, in all aspects except turning radius.[3] The Fw 190 was considerably better in
firepower, rate of roll, and straight-line speed at low altitude. As Allied fighter losses rose
and local air superiority over the Channel front passed to the Luftwaffe, Allied plans were
tentatively made to launch a commando raid on a Luftwaffe airfield to steal an Fw 190 for
evaluation. However, the British acquired an intact Fw 190 A-3 in late June 1942, when a
Jagdgeschwader 2 pilot, Oberleutnant Armin Faber, landed on a British airfield by
mistake.[4][5]

As tests confirmed the performance characteristics, British rushed development of the Spitfire
Mk. IX with the new two-stage supercharged Merlin 61 engine. The RAF was also quick to
study the aircraft for any novel design elements.[6] In particular, the cooling system and
installation of Fw 190's radial engine was a direct influence on Hawker Siddeley's Tempest
II.

On the whole, Allied pilots who flew the Fw 190 found it pleasant to fly, very responsive,
and, while the cockpit was small compared to most Allied fighters, it was well laid out. Most
pilots found the Fw 190's Kommandogerät system (which automatically controlled the RPM,
fuel mixture, ignition timing, supercharger switchover, and boost pressure) to be more of a
hindrance than a help.[7] German pilots in some instances reportedly failed to pull up from a
steep dive at low altitude, diving straight into the ground. It was thought that they had left the
powerful, variable incidence tailplane trim mechanism in the "nose heavy" position, meaning
that their aircraft could not recover from the dive in time.

Cerberus and Jubilee

Fw 190 A-3, III./JG 2, Hans "Assi" Hahn, France 1942

Fw 190A-4 of I./JG 2 flown by Olt. Horst Hannig, France, spring 1943

The first significant operation in which Fw 190s played an important role was Operation
Cerberus, the "Channel dash" break-out through the English Channel and Dover Strait by the
Kriegsmarine's small battleships Scharnhorst and Gneisenau and the heavy cruiser Prinz
Eugen on 12 February 1942. Adolf Galland, the General der Jagdflieger (General of the
Fighter Arm), insisted that the operation take place during daylight hours and accepted
responsibility for devising a plan to provide continuous daylight fighter cover against the
heavy attacks expected by the RAF. By the end of the day, JG 26 had been credited with
seven aerial victories and six probables for the loss of four Fw 190s and their pilots. Adolf
Galland was to later call the success of this operation the "greatest hour" of his career.[8]

The Fw 190s first significant mass engagement took place on 19 August 1942, during
Operation Jubilee, the Allied raid on Dieppe. Jagdgeschwaders JG 2 and JG 26 had recently
converted from the Bf 109, fielding 115 fighter aircraft during the day's fighting, including a
small number of high-altitude Bf 109G-1 models (although there is doubt as to whether G-1
variants existed as operational types). The RAF committed over 300 fighter aircraft,
consisting mostly of Spitfire VB models, with just six squadrons of Spitfire Mk. IXBs, and
also some of the new Hawker Typhoons. In addition, several squadrons of Hawker
Hurricanes and RAF Allison-engined Mustangs performed fighter-bomber and
reconnaissance duties. During the action, the two Jagdgeschwader lost 25 Fw 190s to all
causes, including crashes, but, in return, they claimed 61 of the 106 Allied aircraft lost that
day (JG 26 and JG 2 claiming 40 and 21 respectively.[9] Fighting over occupied territory, the
RAF lost 81 pilots and aircrew killed or taken prisoner, against Luftwaffe fighter losses of 20
pilots killed (14 from JG 26 and six from JG 2).[9]

Fighter-bomber raids

From the end of June 1942, the Fw 190 A-3/U3 Jabo (Jagdbomber, fighter-bomber)
equipped 10.(Jabo)/JG 2 and 10.(Jabo)/JG 26, which operated with considerable success
attacking shipping and port towns around the south-eastern coasts of England. These high-
speed, low-altitude attacks were almost impossible to defend against, as the Fw 190s came in
below effective radar coverage and were often gone before RAF fighters could intercept
them. The most successful of these fighter-bomber operations was carried out on 31 October
1942 on Canterbury in retaliation for RAF bombing raids over Germany. In the largest
daylight raid mounted by the Luftwaffe since the Battle of Britain, about 70 Fw 190s
unloaded 30 bombs on the city, killing 32 people and injuring 116, as well as causing a lot of
damage to residential properties and shops. Only one Fw 190 was lost over England.[10][11]
The most successful RAF fighters used to intercept these attacks were the Hawker Typhoons
and the Griffon-engine Spitfire Mk XIIs, which were both fast enough to catch the Fw 190,
especially at low altitudes.[12]

In April 1943, the two Jabo units were amalgamated into Schnellkampfgeschwader 10 (SKG
10) which switched to night operations over southern England, a role in which the Fw 190
proved unsuccessful, taking heavy casualties from the de Havilland Mosquito night fighters.
On the night of 16/17 April, on this unit's first operation, four Fw 190s which were
attempting to attack London, got lost over Kent. Three of them tried to land at RAF West
Malling: Yellow H of 7./SKG 10, flown by Feldwebel Otto Bechtold landed and was
captured, his Fw 190 later being evaluated by the RAE at Farnborough; another Fw 190 of
5./SKG 10, flown by Leutnant Fritz Sezter landed several minutes later. When Setzer realised
he had landed on an enemy airfield and attempted to take off, his aircraft was destroyed by an
armoured car. Setzer surrendered to Wing Commander Peter Townsend. A third Fw 190
undershot the runway and was also destroyed, the pilot escaping with a concussion. The
fourth Fw 190 crashed at Staplehurst, killing the pilot.[13]

Normandy to Salzburg

The Fw 190 also saw heavy action in the 1944 Normandy Campaign. German fighters flew
760 sorties on 6 June 1944 against an Allied total of 14,000. By 10 June, the dearth of
specialised ground attack aircraft forces meant the Oberkommando der Luftwaffe (High
Command of the Air Force) ordered the Fw 190 Gruppen to install bomb racks for these
types of operations. Just 24 hours later, the Fw 190 units were asked to revert to air
superiority roles again. With conflicting orders and harried by Allied air forces, losses were
heavy.[14] In the space of three weeks, 200 Fw 190s and 100 pilots were lost to enemy action.
Total losses by the end of June 1944 totalled 230 pilots killed and 88 wounded. Among the
casualties was the 173-victory Fw 190 ace Emil Lang.[15] 551 German fighters were shot
down, with another 65 destroyed on the ground. A further 290 were damaged. In return,
German pilots claimed 526 Allied aircraft destroyed.[16]

The Fw 190 also formed, along with the Bf 109, the core of the German fighter force that
participated in Operation Bodenplatte. A total of 35 Fw 190 A-8s, 27 A-8/R2s, 5 F-8s and 50
D-9s were destroyed or lost over Allied lines on 1 January 1945.[17]

Over Germany
Further information: Defense of the Reich

Wilde Sau

From mid-1943, Fw 190s were also used as night fighters against the growing RAF Bomber
Command offensive. In mid-1943, one of the earliest participants in the single-engine,
ground controlled, night-fighting experiments was the Nachtjagdkommando Fw 190 (Night
Fighter Command Fw 190), operated by IV. Gruppe (4 Group), Jagdgeschwader 3, (Fighter
Wing 3, or JG 3).[18] The main Nachtgeschwader (Night Fighter Wings) were keen to adopt a
new fighter type as their twin-engine fighters were too slow for combat against increasing
numbers of de Havilland Mosquito night fighters and bombers. Nachtjagdgeschwader 1 (NJG
1) and NJG 3 kept a pair of Fw 190s on standby to supplement the Messerschmitt Bf 110 and
Junkers Ju 88. The considerable performance advantage of the Fw 190 over the other two
types was more than offset by the difficulties of operating at night. Few, if any, aerial
successes can be attributed to these operational tests.[19]

One of the first purpose built units to use Fw 190s in this role was Stab/Versuchskommando
Herrmann, a unit specifically set up in April 1943 by Major Hajo Herrmann. Herrmann's unit
used standard A-4s and A-5s borrowed from day fighter units to intercept bombers over or
near the targeted city, using searchlights and other visual aids to help them find their
quarry.[20] The first use of "Window" by the RAF during the Battle of Hamburg in July 1943,
rendered the standard nightfighter Himmelbett procedures useless and brought urgency to the
development of Herrmann's Wilde Sau (Wild Boar) technique, pending the development of
new nightfighting strategies.[20] Instead of restricting the Fw 190s to ground control
interception protocols, the Fw 190s were given a free hand to over-fly bombed areas to see if
they could locate bombers using the ground fires below. These tactics became an integral part
of the nightfighter operations until May 1944.[21]

St/V Herrmann was expanded to become Jagdgeschwader 300 (JG 300, or Fighter Wing
300), JG 301 and JG 302. All three units initially continued borrowing their aircraft from day
fighter units. The day fighter units began to protest at the numbers of their aircraft which
were being written off because of the hazards of night operations; the numbers soared with
the onset of winter, with pilots often being forced to bail-out through being unable to find an
airfield at which to land safely. Crash landings were also frequent. Eventually all three Wilde
Sau units received their own aircraft, which were often modified with exhaust dampers and
blind-flying radio equipment. Another unit was Nachtjagd Gruppe 10 (N/JGr 10), which used
Fw 190 A-4/R11s through to A-8/R11s; Fw 190s modified to carry FuG (Funkgerät) 217 or
FuG 218 radar mid-VHF band equipment.

The Sturmböcke

Fw 190 A-8/R8 of IV.(Sturm)/JG 3, flown by Hptm. Wilhelm Moritz

The appearance of United States Army Air Forces heavy bombers caused a problem for the
German fighter force. The B-17 Flying Fortress in particular could absorb heavy punishment.
The armament of the Bf 109 and then current Fw 190 were not adequate for bomber-
destroyer operations, with the B-17's eventual deployment in the combat box formations
providing their defensive armament with formidable massed firepower from as many as one
hundred Browning AN/M2 .50 caliber machine guns or more between all the bombers in
such a formation, from almost any conceivable direction. In addition, the Luftwaffe's original
solution of Zerstörer twin-engine Messerschmitt Bf 110G bomber destroyers, while effective
against unescorted Allied bomber formations, lacked maneuverability and were eviscerated
by the USAAF's fighter escorts in late 1943 and early 1944.

The Fw 190, designed as a rugged interceptor capable of withstanding considerable combat

damage and delivering a potent 'punch' from its stable gun platform, was considered ideal for
anti-bomber operations. Focke-Wulf redesigned parts of the wing structure to accommodate
larger armament. The Fw 190A-6 was the first sub-variant to undergo this change. Its
standard armament was increased from four MG 151/20s to two of them with four more in
two underwing cannon pods. The aircraft was designated A-6/R1 (Rüstsatz; or field
conversion model). The first aircraft were delivered on 20 November 1943. Brief trials saw
the twin cannon replaced by the MK 108 30mm autocannon in the outer wing, which then
became the A-6/R2. The cannons were blowback-operated, had electric ignition, and were
belt fed. The 30mm MK 108 was simple to make and its construction was economical; the
majority of its components consisted of just pressed sheet metal stampings. In the A-6/R4, the
GM-1 (nitrous oxide) Boost was added for the BMW 801 engine to increase performance at
high altitude. For protection, 30 millimetres (1.2 in) of armoured glass was added to the
canopy. The A-6/R6 was fitted with twin heavy calibre Werfer-Granate 21 (BR 21)
unguided, air-to-air rockets, fired from single underwing tubular launchers (one per wing
panel). The increased modifications, in particular heavy firepower, made the Fw 190 a potent
bomber-killer. The A-7 evolved in November 1943. Two synchronized 13mm (.51 caliber)
MG 131 machine guns replaced the twin cowl-mount synchronized 7.92mm (.318 cal) MG
17 machine guns. The A-7/R variants could carry two 30mm MK 108s as well as BR 21
rockets. This increased its potency as a Pulk-Zerstörer (Bomber Formation Destroyer). The
A-8/R2 was the most numerous Sturmbock aircraft, some 900 were built by Fiesler at Kassel
with 30mm MK 108s installed in their outer wing panel mounts. While formidable bomber-
killers, the armour and substantial up-gunning with heavier calibre firepower meant the Fw
190 was now cumbersome to maneuver. Vulnerable to Allied fighters, they had to be escorted
by Bf 109s.[22]

Two of the former Wilde Sau single-engined night fighter wings were reconstituted for their
use, such as Jagdgeschwader 300 (JG 300, or Fighter Wing 300) and JG 301. These units
consisted of Sturmböcke. However, JG 3 also had a special gruppe (group) of Sturmböcke.
Willy Unger of 11.(Sturm)/JG 3 (11 Staffel (Squadron) of Sturmgruppe (Storm group) JG 3)
made the following comments:

Advantages; wide undercarriage, large twin-row radial engine which protected the pilot from
the front, electric starter motor and electric trim system. Disadvantages; there was a danger of
turning over when braking hard on soft or sandy ground. In combat against enemy fighters,
more awkward because of the heavy armour plating. Strong at low altitude, inferior to the Bf
109 at higher altitude. In my opinion the Fw 190, in this version, was the best aircraft used in
the formation against the Viermots.[23]

Richard Franz commented:

When we made our attack, we approached from slightly above, then dived, opening fire with
13mm and 20mm guns to knock out the rear gunner and then, at about 150 metres, we tried to
engage with the MK 108 30mm cannon, which was a formidable weapon. It could cut the
wing off a B-17. Actually, it was still easier to kill a B-24, which was somewhat weaker in
respect of fuselage strength and armament. I think we generally had the better armament and
ammunition, whereas they had the better aircraft.[24]

The number of heavy bombers destroyed by the Fw 190 is impossible to estimate. However,
below is a list of the top scoring Sturmbock pilots:[25]

Name Total victory claims Heavy bomber claims B-17 claims

Georg-Peter Eder 78 Est. 36 unknown
Anton Hackl 192 Est. 34 Unknown
Konrad Bauer 57 32 Unknown
Walther Dahl 128 30 Unknown
Egon Mayer † 102 26 21
Hermann Staiger 63 25 21
 Name Total victory claims Heavy bomber claims B-17 claims
Willy Unger 24 21 13
Hugo Frey † [26]
32 25 19
Hans Ehlers † 55 24 18
Alwin Doppler 29 25 16
Werner Gerth † [27]
27 22 16
Friedrich-Karl Müller † 140 23 15
Hans Weik 36 22 15
Walter Loos 38 22 Unknown
Heinz Bär 221 21 11
Emil-Rudolf Schnoor 32 18 15

American fighter response

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Maj. Gen. Jimmy Doolittle, whose change in tactics stymied the Luftwaffe
The Royal Navy's best test pilot, Eric Brown, who in late 1943 assisted Doolittle with his
fighter tactics breakthrough

During the American daylight portion of the Combined Bomber Offensive, the U.S. fighters
who kept in close contact with the bombers they were protecting could not chase any
attacking Luftwaffe fighters, instead being forced to turn around and return to the bombers.
As a result of the heavy losses, the Allies formulated a response. Major General Jimmy
Doolittle took command of the Eighth Air Force in January 1944 and, with help late in 1943
from the British Royal Navy's best test pilot Eric Brown,[28] made a critical change to bomber
escort policy by "freeing" the fighters". Up to this time American fighter pilots on bomber
escort missions had been required to remain with the bombers at all times. Instead, they
would now fly far ahead of the bomber formations in air supremacy or "fighter sweep" mode
on the outward legs, then roam far from the bomber streams "clearing the skies" of any
Luftwaffe fighter opposition towards the target. Though Doolittle's policy change was
unpopular with the bomber crews, its effects were immediate and extremely effective.
Initially this role was performed by P-38s and P-47s, but both types were steadily replaced
with the long-ranged P-51s during the spring of 1944.
In response to the American air supremacy tactics, the Luftwaffe organized the units into the
Gefechtsverband (battle formation). It consisted of a Sturmgruppe of heavily armed and
armored Fw 190As escorted by two Begleitgruppen of light fighters, often Bf 109Gs, whose
task was to keep the Mustangs away from the Sturmböcke Fw 190As attacking the bombers.
This scheme was excellent in theory but difficult to apply in practice as the large German
formation took a long time to assemble and was difficult to maneuver. It was often
intercepted by the escorting P-51s using the newer "fighter sweep" tactics out ahead of the
heavy bomber formations, breaking up the Gefechtsverband formations before reaching the
bombers; when the Sturmgruppe was able to work as intended, the effects were devastating.
With their engines and cockpits heavily armored, the Fw 190As attacked from astern and gun
camera films show that these attacks were often pressed to within 100 yds (90 m).[29]

While not always able to avoid contact with the escorts, the threat of mass attacks and later
the "company front" (eight abreast) assaults by armored Sturmgruppe Fw 190s brought an
urgency to attacking the Luftwaffe wherever it could be found, either in the air or on the
ground. Beginning in late February 1944, 8th Air Force fighter units began systematic
strafing attacks on German airfields with increasing frequency and intensity throughout the
spring with the objective of gaining air supremacy over the Normandy battlefield. In general
these were conducted by units returning from escort missions but, beginning in March, many
groups also were assigned airfield attacks instead of bomber support. The P-51, particularly
with the advent of the K-14 Gyro gunsight and the development of "Clobber Colleges" for
the training of fighter pilots in fall 1944, was a decisive element in Allied countermeasures
against the Jagdverbände.

This strategy fatally disabled the Zerstörergeschwader heavy fighter wings, consisting of
Zerstörer twin-engine Bf 110Gs, then their single-engined Sturmbock Fw 190A
replacements, clearing each force of bomber destroyers in turn from Germany's skies
throughout most of 1944. As part of the new strategy, the USAAF's fighters were free to
strafe German airfields and transport, especially while returning to base after the bombers had
hit their targets. These additional attacks contributed significantly to the achievement of air
superiority by Allied air forces over Europe.

Eastern Front
Main article: Eastern Front (World War II)

Against the Red Air Force German aces were able to shoot down large numbers of aircraft.
Erich Rudorffer, a 222 victory ace, and Otto Kittel, a 267 victory ace, and Walter Nowotny, a
258 victory ace were the highest scoring Fw 190 aces in the Luftwaffe. Nowotny claimed
most of his successes in the Fw 190.[30] Rudorffer destroyed 138 aircraft flying the Fw 190;
13 in 17 minutes on 11 October 1943. Rudorffer scored 136 of his 222 victories in the Fw
190, while Kittel scored all but 40 of his kills in the type.[31] No more than a few hundred Fw
190s were ever in service on the Eastern Front at any one time.

Fall Blau to Third Battle of Kharkov

The first appearance of the Fw 190 on the Eastern Front occurred in September 1942. During
this time, the Battle of Stalingrad was taking place, which would eventually lead to the
destruction of the German Sixth Army. The first German unit to receive the fighter in the
east, was Jagdgeschwader 51 (JG 51). However, its I. Gruppe was assigned to the north
sector, and undertook operations against the Soviets during the Siege of Leningrad in order to
allow the Fw 190 to acclimatise. The unit flew free fighter sweeps (Freie Jagd). This lasted
only days, and I./JG 51 moved southward to Lake Ilmen to provide air cover for the
vulnerable Demyansk pocket survivors. In October, 1942 the unit moved south again, this
time the Rzhev-Vyazma salient. It was at this location the Fw 190 started to make an
impact.[32]

On 10 December the first loss was taken, when Hauptmann (Captain) Horst Riemann was
killed in action. Others were also shot down owing to anti-aircraft fire whilst escorting
German bomber and transport aircraft dropping in supplies. Pilots that had not obtained
relevant results while flying the Bf 109 now increased their scores with the Fw 190. Günther
Schack would score a large percentage of his 174 victories on the Fw 190, including 88
Ilyushin Il-2 Sturmoviks. Josef Jennewein scored 86 victories. His tally increased markedly
only after he converted on to the Fw 190.[33] In December 1942, Jagdgeschwader 54 (JG 54)
also began converting on to the Fw 190. I./JG 54 would produce the fourth and fifth highest
scoring aces of the war. Otto Kittel had scored just 39 victories since the start of Operation
Barbarossa, in June 1941. The other was Walter Nowotny. Although he had claimed more
than 50 kills on the Bf 109, his success in the Fw 190 would see his score rise to 258. Kittel
would also go on to achieve 267 victories, all but 39 in the Fw 190.[34]

The Fw 190 would also prove to be a more reliable aircraft, in some respects, than the Bf
109. It handled well on the ground, and its wide undercarriage made it more suited to the
often primitive conditions on the Eastern Front.[35] It could also sustain heavier damage than
the Bf 109 and survive owing to its radial engine. On one mission in mid-1943, a Fw 190
returned to base with two cylinder heads shot off.[36] During the first phase of the Fw 190s
service on the Eastern Front, it served with two other Geschwader (Wings). Jagdgeschwader
26's I. Gruppe was deployed briefly to the front, and Jagdgeschwader 5 (JG 5) served in
northern Norway with the Fw 190. The Third Battle of Kharkov prevented a collapse of the
Germans' southern front. The fighting left a salient in the front line near Orel-Belgorod-
Kursk.

Operation Citadel to the Dnieper

The Oberkommando der Wehrmacht (OKW or German High Command) chose to eliminate
the bulge of Kursk. Unternehmen Zitadelle (Operation Citadel), planned for the summer,
1943, would be the Fw 190's first major battle in number. By June 1943 the Fw 190 was to
reach peak strength. II./JG 54, the main operator, operated 196 fighters before Zitadelle.
However, some of this total included Bf 109s still on strength. I./54, I., III., and IV./
Jagdgeschwader 51 (JG 51) mustered 186 Fw 190s (most of the fighter force in this region
operated the Fw 190),[37] 88 of them serviceable. The Fw 190 force was assigned to the
northern sector near Orel, supporting the German Ninth Army.[38]

In the early morning of 5 July 1943, the opening day of the offensive, the Fw 190s won air
superiority over the northern sector. Soviet aviation was held in reserve and its units fed in
piecemeal, whereas 1 Fliegerdivision had made an all out effort. The Soviet 16th Air Army
(16VA) was permitted to engage only one-third of its fighter force. The German numerical
superiority managed to deliver a severe defeat on Soviet aviation on this date. The Fw 190s
had the upper hand and shot down scores of Soviet fighter aircraft allowing the German strike
aircraft to attack Red Army positions at will. Within a space of a few hours, 50 Soviet aircraft
had been shot down.[39] For just 29 casualties, 18 of them destroyed and seven Fw 190s shot
down in combat, 1st Fliegerdivision filed claims for 165 victories. The division had over
claimed, but Soviet losses were around 100. The Fw 190s performance as a low level air
superiority was evident and it reflected the German superiority in the air on that date.[40]

On 6 July the Fw 190 again proved its worth at low altitude. Soviet fighters providing close
escort for slow bombers enabled the Fw 190s of JG 51 and JG 54 to attack Soviet formations
at will. Fw 190s claimed a ratio in favour of 60:1 on this date; losing two fighters shot down
and two damaged while claiming 121 enemy aircraft destroyed. The situation called for a
change in Soviet air tactics. Soviet fighters on airfields were placed on alert should larger
German formations appear and fighters were now permitted to conduct fighter sweeps in
small formations of four to six aircraft. These changes had limited influence of the air battle
and not the significant results claimed by Soviet histories. Soviet aviation would still sustain
heavy losses. JG 51 and 54 had inflicted heavy damage, the three regiments of 1 DIAD (1st
Guards Fighter Division) could field only 26 fighters between them. The 6th IAK (Air Corps)
could muster just 48 fighters. .[41]

Two main reasons resulted in these loss rates; Soviet pilots were still limited to close escort
duty and were not allowed to pursue aircraft into airspace guarded by other Soviet units
which restricted their freedom, and when the experience of the German pilots is added, the
result was damaging. On 7 July the 16th Air Army lost 30 aircraft for three Fw 190s
destroyed and three crash-landed in German-held territory. On 8 July, the Fw 190 units
claimed 74 of the 81 Soviet aircraft claimed destroyed on that date. Actual Soviet losses were
43.[42]

With the German armies now exhausted, the Fw 190 units were asked to perform Jabo, or
fighter-bomber missions. JG 54 flew missions in this capacity. Now performing dual
purposes, the Fw 190 achieved significant recognition as a rugged aircraft. On 12 July 1943,
the 16VA was almost driven from the skies by Fw 190 Geschwader. The air battle had been
decisively won by the 1st Fliegerdivision, thanks largely to the Fw 190. However, the ground
battle was lost.[43] On 13 July the Soviets launched Operation Kutuzov. The offensive
threatened to cut off the entire German Ninth and Second Panzer Army. Luftwaffe resistance
was vital to slowing down Soviet advances. On several days, the Luftwaffe achieved
numerical superiority (Soviet aviation was concentrated in the south). The 15th Air Army
could not prevent the Fw 190 units gaining air superiority which allowed Ju 87 units to help
the Army to restrict the Red Army's break through to the first German defence line on the first
day. But the overall situation could not be sustained, as the Soviet ground forces had made
several advances further north.[44][45] Between 1 and 31 July 1943 JG 51 claimed 800
victories against 77 Fw 190s (50 destroyed). JG 54 claimed 450 for the same period for 34
Fw 190s (24 destroyed). Even though it is probable that between 25 and 33 percent of these
claims were exaggerations, the statistics confirm the qualitative superiority of tactical air
units in combat.[46] More accurate data suggests JG 51s losses were 55 Fw 190s destroyed
and 31 damaged.[47] The introduction of the Fw 190 to the front had proven wise. The
armament of the Fw 190 was something that was needed by German fighter units. The IL-2
Shturmoviks were becoming available in increasing numbers, and the Fw 190 was an ideal
counter to the Soviet aircraft.[48]

The increasing numbers of Soviet armour led to a rethink in how to combat the threat. In the
summer, 1943, Ju 87s crews had suffered heavy losses. The Henschel Hs 129 had suffered
495 losses from a total production of 664. It was decided to replace them with the Fw 190.
On 18 October, Sturzkampfgeschwader 1, Sturzkampfgeschwader 3 and
Sturzkampfgeschwader 5 were renamed Schlachtgeschwader 1, 3 and 5.
Sturzkampfgeschwader 2 and Sturzkampfgeschwader 77 were reformed as mixed fighter and
dive bomber units. Two Geschwader, Schlachtgeschwader 9 and Schlachtgeschwader 10
were formed to deal with the threat. It was not until March 1944 that the Geschwader's were
able to exchange their Ju 87s for the Fw 190. Some units, such as the one commanded by
Hans-Ulrich Rudel, continued to fly the Ju 87 (and Fw 190) until the end of the war.[49] In the
meant time, the Fw 190 units fought an increasing number of defensive battles. The Lower
Dnieper Offensive and Second Battle of Kiev witnessed large scale air battles. During these
actions, Walter Nowotny claimed his 256th and final victory on the front, and was nearly shot
down himself on 11 November 1943. JG 54, operating the Focke-Wulf, claimed 71 victories
in December 1943, for the loss of 14 Fw 190s. This represented a decreasing victory-to-loss
ratio. However, the Soviets were gaining in number and quality. The Red Army was pushing
back both Army Group South, and soon Army Group North. Only Army Group Centre
remained in strong defensive positions.[50] By the spring, 1944, the German fighter units
victory to loss ratio had shrunk from 4:1 at the Battle of Kursk to 1.5:1. Soviet fighter aircraft
were now equal to the Luftwaffe's best. Schlachtgeschwader losses amounted to 175, which
included a number of Fw 190s.[51]

Operation Bagration to Budapest

By the summer, 1944 the Germans had lost the Crimean campaign and the Soviets were able
to pursue operations that would break into Eastern Europe. German fighter units continued to
take a heavy toll of Soviet aviation. However, the entry of types, such as Lavochkin La-7 and
Yak-3, presented a problem for German fighters. With wings only 9.8 metres long, it was one
of the lightest and smallest fighters of the war. The Yak-3 was faster and more manoeuvrable
than the Bf 109 and the Fw 190. According to Soviet tests with captured German fighters, the
Yak-9U also out performed the Fw 190. Further, the liberation of the Donbass region
improved metal supplies. The IL-2’s weakness was its wing and tail structure, which was
now made from metals. This contributed to a reduction in losses. The Luftwaffe had a small
number of Fw 190s on the Eastern Front by this time. SG 3 and SG 5 was equipped with Fw
190s in June 1944. II./SG 2 was fully equipped with Fw 190s, while III./SG 2 was a mixed
unit of Ju 87s and Fw 190s.[52] By June 1944, the German fighter order of battle contained
mostly the Bf 109. 1. Fliegerdivision, Luftflotte 6, contained SG 1 and 10 totalling 76 Fw
190s. JG 54, attached to Jagdabschnittfuhrer Ostland (Fighter Area East) of Luftflotte 1 had
on strength 32 Fw 190s. 3 Fliegerdivision contained mixed units, including the Fw 190,
which were 64 aircraft strong, although the number of Fw 190s is unknown. Luftflotte 4, I.
Fliegerkorps contained units from SG 2, 10 and 77 numbering 27, 29 and 33 respectively.[53]

On 22 June 1944, the Red Army launched Operation Bagration. The Schlachtgeschwader
were a vital part of German defences. The fluid situation on the ground meant units retreated
rapidly westward. Fw 190 units that employed the aircraft as jabo, became the first line of
defence as German ground defences broke down. The Fw 190 Gruppen sent a few aircraft out
over pre-assigned areas each morning. They were able to identify any movements made by
the enemy. The Fw 190s were sent out after enemy armour spearheads that were roaming in
the German rear. Usually 250 or 500 kg (550 and 1,100 lb) bombs were used along with SD-
2, 4 and 10 bombs and 13 and 20 mm armaments for soft targets. If the Soviet tanks were
operating without resistance, then the targets were the soft skin supporting vehicles.
Eliminating them would deny fuel and ammunition to the armour, cutting short the Soviets'
advance. If the tanks were engaged with German armour, the tanks themselves would be the
target to support the defence. The usual approach was made at 1,600 m (6,000 ft), above the
reach of light enemy anti-aircraft fire. The Fw 190s would then drop to 4 to 10 m, dropping
their loads just as the target disappeared under the nose of the fighter. The delay charge gave
the German pilots about one second to get clear. At 485 k/ph (300 mph) this was usually
enough. In the battles that followed, it was not uncommon for German Schlachtgeschwader
pilots to fly seven or eight sorties a day. Towards the end of August fuel shortages kept the
German fighters units on the ground. To save fuel, animals, such as oxen were used to carry
fighters from dispersal to the take off point. Pilots were ordered to shut down the engine
immediately on landing. The Oberkommando der Luftwaffe (OKL – German Air Force High
Command) managed to scrape fuel together while the battles lasted, allowing some units to
fly five sorties per day.[54]

The Schlacht Fw 190s were hard hit. Among those operating the Fw 190 were SG 10, which
lost 59 Fw 190s in July 1944. The fighter units fared better. IV./JG 54 claimed 80 aerial kills
for 31 losses, 21 to enemy action. However, it seems from loss records that even experience
German units had lost more aircraft than they actually shot down in this period.[55] The jabos
maintained intense activity and succeeded in inflicting heavy damage to Soviet forces. On 11
July 1944 200 Soviet vehicles were claimed by Fw 190 units.[56] In Estonia, SG 3 and 4
claimed 400 Soviet vehicles destroyed on 28 July. The German air units helped slow down
the advance into the Baltic states.[57] In Poland the Lvov–Sandomierz Offensive had captured
bridgeheads over the Vistula river. The German air units tried to eliminate the foothold. On
28 August the Fw 190s of the Schlachtgeschwader along with Ju 87s claimed to have sunk 28
bridging ferries. The assaults failed to prevent the Soviets from continuing westward. Still,
the Fw 190s SG 2 and 77 took advantage of brief moments of air superiority to inflict heavy
losses of Soviet infantry, as at times the Red Army's advance was so fast that they outran
their air support, allowing the Germans a free hand.[58]

In East Prussia the Luftwaffe sent an 800-strong force under 4. Fliegerdivision. JG 54,
operating the Fw 190 fighter versions along with SG 4 supported the German Fourth Army
and enabled them to halt the Soviet attempt to crush the Courland pocket. On one day, 27
October, the Fw 190 fighter unit JG 54 claimed 57 aircraft shot down. SG 4 lost 17 Fw 190F
ground attack machines. On 28 October, Erich Rudorffer claimed 11 victories, reaching a
total of 209. Fw 190s of JG 54 claimed 600 victories between 14 September and 24
November, while the Soviet units reported a total loss of 779 aircraft.[59] The crisis on the
Eastern Front now required all available units to return to the theatre. The Battle of the Bulge
in the Western theatre was still ongoing, but with the Siege of Budapest and the Soviet winter
offensive about to strike across the Polish plain, Luftflotte 6 was rushed from the Ardennes
sector to Poland to meet the Soviet threat. It brought with it some 100 Fw 190s.[60]

Hungarian Fw 190 operations (November 1944–1945)

On 8 November 1944, Germany delivered sixteen Fw 190 F-8 fighters (G5+01 and G5+02)
to the Hungarian Royal Air Force for training. They were initially based in Börgönd, near
Lake Balaton, under the command of Lfl. Kdo 4, Fliegerführer 102 Hungarn/VIII
Fliegerkorps (HQ in Debrecen). A number of recruits from the Önálló Zuhanóbombazó
Osztály (independent dive bomber wing) based at same airfield were sent to
Flugzeugführerschule B2 in Neuruppin for ground attack and air combat training in the Fw
190. At the same time, Hungary established the 101. Csatarepülő Osztály as a specialized Fw
190 operational training unit. The Hungarian 190s were originally intended for use on the
Eastern front in offensive actions against Soviet armored units along with other Hungarian
dive bomber and anti-tank units. In the end, they were used only over Hungarian soil in
defensive operations against USAAF and Soviet Air force units. In addition, a small numbers
of Fw 190G fighter-bombers were used in air-to-ground operations.

Originally, these aircraft served with the 102. Vadászbombázó. This unit entered combat on
16 November 1944 under the command of Captain Lévay Győző. It would successfully
operate Fw 190s until the final days of the war. The fighters were also intended to collaborate
with Luftflotte 4 under the designation Ung.JSt.102/1 and /2 along with Hungarian Me
210Cas and Fw 190Gs operating from airfields in Poland during June 1944, but the course of
operations changed the plans to defensive actions.

Fw 190s were flown by Section Leader Horváth Sándor (aircraft ID W-521) and Sergeant F.
Timler, (aircraft IDs W-510 and W-520), who were awarded the Iron Cross 2nd Class with
Oak Leaves for downing an A-20 Boston over the Esztergom on 26 January 1945. Another
Fw 190, W-524, was based in Siedmiogrod, during the winter of 1944. On 7 March 1945, an
order from Fliegerkorps IV directed that Hungarian aircraft be painted with a 50 cm wide
yellow band on the nose and fuselage and a yellow rudder to aid in identification by other
Axis units.

In 1945, during the final months of the war, Fw 190s of the 102. Csatarepülő Osztály
together with the 102/1.Zuhanóbombázó század, 102/2 Zuhanóbombázó Osztály "Coconut"
(dive-bomber units equipped with Junkers Ju-87Ds), 102.Gyorsbombázó, 102/2.Szazad
"Tigris" (a dive bomber and anti tank unit operating Messerschmitt Me 210Ca-1s and
Henschel Hs 129Bs), and 101/1 század "Puma" (fighter squadron flying Bf 109Ds) defended
Hungary against fleets of Soviet and American heavy bombers and fighters.

Silesia to Berlin

A captured Mistel 3C; this combination was used to train Fw 190 pilots to fly Mistels and
used an Fw 190F-8 (note lack of wing armament) on top of a Junkers Ju 88G-10 nightfighter.
United States Army personnel are examining the aircraft.

In January 1945 the Soviets began a series of offensives in its drive to Berlin. The Lower
Silesian Offensive and Upper Silesian Offensives and the vital Vistula-Oder Offensive was
designed to bring the Red Army to the eastern border of Germany. The Soviets began their
offensive early, to take the pressure off the Western Allies in the Ardennes. For the Fw 190s
units, the initial stages were to prove tactically successful. The Soviets were forced to start
offensive action under severe weather conditions. Airfields were reduced to mud-baths owing
to heavy rains, and open country became impassable owing after use by large numbers of
vehicles. The Red Air Force suffered more losses to accidents than combat. The Soviet
armour was forced to use the few hard-surface roads to continue their advance. These routes
were easily detected by German Schlachtgeschwader. The Germans, by contrast, had hard
surface runways in German territory and large hangars for aircraft. On 26 January 800
vehicles, 14 tanks and 40 artillery pieces were claimed among the crammed highways. After
two weeks, the offensive slowed. Fw 190 units in particular exacted a heavy toll of Soviet
infantry; attacking in waves of seven to nine, unchallenged. Overall, the Germans claimed
2,000 vehicles and 51 tanks in the first three days of February. However, this came at a cost
of 107 aircraft in nearly 3,000 attacks. The largest concentration of German air forces since
1940 was amassed against the Soviets, which saw the Germans gain air supremacy briefly,
contributing to saving Berlin from capture sooner.[61] The rapid construction of concrete
runways allowed the Soviets to win back "aerial superiority". On 14 or 16 February 1945
Otto Kittel became the most successful Luftwaffe ace to be killed in action; Kittel had
achieved 267 victories on the Eastern Front, all but 39 in the Fw 190.[62]

By March and April the situation had become desperate for German forces. The Soviets had
reached the Oder and were encroaching upon Berlin. Fw 190s were now used in unusual
ways to destroy the Soviet bridgeheads across the Oder. Focke-Wulfs were attached the upper
fuselage of a Junkers Ju 88 "host" by struts which also contained control cables to allow the
Fw 190 pilot to fly the combination using his flight controls. The operational versions of the
Mistel replaced the cockpit section of the Ju 88 with a shaped, hollow charge warhead
weighing, in total, 3,500 kg – the weight of the explosives was 1,700 kg. The Fw 190 pilot
would approach to within a few kilometers of the target, aim the Ju 88 at the bridges, then
release his Fw 190 and escape while the Ju 88 flew into the target. These weapons, which, in
some versions, used a Bf 109F-4 instead of an Fw 190, were used against the vital Küstrin
bridgeheads. Küstrin was due east of Berlin, and if it could be held, a Soviet advance on
Berlin could be prevented. Several Fw 190 strike units from Kampfgeschwader 200 struck at
the bridges throughout April; the maximum effort on 16 April succeeded in inflicting damage
to the captured bridges, but none were destroyed. One Mistel was shot down by a patrol of
Supermarine Spitfires of the Canadian 411(RCAF) Squadron.[63] One Mistel did force a
partial collapse of the Steinau railway bridge earlier, on 31 March 1945.[64] On 26 April 1945,
one last Mistel attack was carried out; of the seven sent to hit the Oder bridges, just two Fw
190s returned.[65] On 1 May 1945, IV.Jagdgeschwader 3 flew its last combat, losing three out
of four Fw 190s over Berlin. On this date the Soviet 16th Air Army claimed seven Fw 190s,
its last victories of the war.[66]

North Africa and the Mediterranean

Fw 190A-4 of II./JG 2 flown by Group Commander Adolf Dickfeld, Tunisia 1942

The Fw 190 was also deployed to North Africa in the period from November 1942 to May
1943. After the end of the North African campaign, it continued to see action from bases in
Sicily.

The fighter was a late arrival in North Africa, making its combat debut on 16 November 1942
with Fw A-4/Trop. and A-5/Trop of EprobungsKomando 19 (EKdo 19) departed from
Benghazi, Libya at the time of the El Alamein campaign. Over the next six months, the FW
190 was flown by the units III.Gruppe/Zerstörergeschwader 2 (III./ZG 2), later changed to
III.Gruppe/Schnellkampfgeschwader 10 (III./SKG 10) (9./SKG 10/SKG 10 and 11/SKG 10
units based in la Fauconnerie and Sidi Ahmed,Tunisia) and, II.Gruppe/Jagdgeschwader 2
(II./JG 2) (6./JG 2 and 4./JG 2 units detached in Kairouan,Tunisia) among the Stab and
II.Gruppe/Schlacht Geschwader 2 (II./Sch.G 2 unit from Protville and El Aounia,Tunisia)
from Nov 1942 – May 1943.

These units were equipped with Fw 190 A/Trop standard fighters and A's provided with
Us/Rs modifications, but also received some examples of Fw 190s of F/Trop. among the
introduction of G/Trop. models also used in assorted types of roles in that stage of the war. In
particular, joining with III/SKG 10 and II/Sch.G 2's Fw 190s operated examples of
Messerschmitt Me 210A/C and Me 410A Hornisse heavy fighters, among examples of the
dedicated Henschel Hs 129B ground attack aircraft respectively during that period.

Many aerial victories were achieved and the Fw 190 fighter-bomber pilots demonstrated how
effective the Fw 190 could be against ground targets, the III.Gruppe/ZG 2 (renamed III./SKG
10 in December 1942) being particularly successful. This unit operated throughout the
Tunisian campaign, and attacked a variety of Allied targets including airfields, harbours,
tanks, vehicles, troop concentrations, anti-aircraft positions, and on one occasion, a British
submarine. The fighter pilots of II./JG 2 downed scores of British, American and French
aircraft, especially during the first three months of 1943, and Kurt Bühligen and Erich
Rudorffer became two of the top scorers in the Tunisian campaign.

Sicily

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Italian campaign

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Evaluation
German view

Many pilots flew both the Focke-Wulf Fw 190 and Messerschmitt Bf 109. Leutnant Fritz
Seyffardt, a 30 victory ace, was one of them. Later, he flew in Schlachtgeschwader 2 (Attack
Wing 2) and commented:

In 1942, I flew my first Fw 190; I was thrilled with this machine. During the war I flew the
Fw 190A, F and G models, and also the Messerschmitt Bf 109. The difference between the
Fw 190 and the Bf 109 was that there was more room in the Focke-Wulf's cockpit and the
controls were simpler — for example, landing flaps and trim were electric. Another
pronounced difference was the stability of the Fw 190. Thanks to its through-wing spars and
wide landing gear the machine was substantially more stable in flight, especially landing on
rough fields. At great height, engine performance was inadequate. Firepower was very
good.[67]
Hauptmann Heinz Lange, an ace with 70 victories said:

I first flew the Fw 190 on 8 November 1942 at Vyaz'ma in the Soviet Union. I was absolutely
thrilled. I flew every fighter version of it employed on the Eastern Front. Because of its
smaller fuselage, visibility was somewhat better out of the Bf 109. I believe the Fw 190 was
more manoeuvrable than the Messerschmitt — although the latter could make a tighter
horizontal turn, if you master the Fw 190 you could pull a lot of Gs [g force] and do just
about as well. In terms of control and feel, the 109 was heavier on the stick. Structurally, it
was distinctly superior to the Messerschmitt, especially in dives. The radial engine of the
Fw 190 was more resistant to enemy fire. Firepower, which varied with the particular series,
was fairly even in all German fighters. The central cannon of the Messerschmitt was naturally
more accurate, but that was really a meaningful advantage only in fighter-to-fighter combat.
The 109's 30 mm cannon frequently jammed, especially in hard turns — I lost at least six
kills this way.[68]

Lange continued:

Structurally, the Focke was distinctly superior to the Messerschmitt, especially in dives. The
radial engine of the Fw 190A was also more resistant to enemy fire. Its small landing gear
made the Bf 109 very sensitive to crosswinds and uneven ground on take off and landing. We
had unbelievably high aircraft losses and personnel injuries this way. In contrast, the landing
gear of the Focke was stable. When taxiing, visibility forward was worse out of the 190
during take off and landing because these were performed in a tail-low attitude, unlike the
109 which was fairly level at these times. A dangerous characteristic of the Focke-Wulf was
that in very tight high G-turns it would sometimes, suddenly and with no warning, whip into
a turn into the opposite direction. In a dogfight or near the ground, this could have a very bad
result. The Messerschmitt had leading edge slots that hindered this type of stall.[69] My
opinion of the Bf 109G, Fw 190A and Fw 190D-9, all of which I flew willingly, is that they
were superb aircraft for their day in terms of performance and reliability. I can say for me my
first choice of aircraft was the Fw 190D-9 and my second the [Fw 190] A; the Bf 109 ranks
third.[70]

General der Jagdflieger Adolf Galland offered another balanced evaluation:

The pilots liked the Fw 190 very much as far as handling, performance and armament was
concerned. Compared with the Bf 109 series of the time, the Fw 190 was superior, but this
did not hold true at altitudes above 8,000 metres (25,000 feet). Especially against bombers
the Fw 190 was by far superior because of its heavy armament, its lower vulnerability, and its
better protection for the pilot. All these features were favourable for bomber and
schlachtflieger operations.[71]

The evaluation was that the Bf 109 was superior in all around performance "at altitude"
[20,000 ft]. The drop in performance was a problem on the Western front during the Defense
of the Reich campaign, as most of the fighting took place above 20,000 feet. On the Eastern
Front this was not a problem, as the Soviets, like the Germans, undertook combat at low
altitude. In a climbing/diving dogfight (below 6,000 m with the Fw 190 A, at all altitudes
with the Fw 190 D), the Fw 190 could easily out perform the Bf 109.[72] There were some
problems. If the air speed fell below 127 mph (204 km/h) the Fw 190 would stall, drop its
port wing, and suddenly flip onto its back.[72] Pilots converting onto the Fw 190 were warned
of these advantages and limitations.[73]
Western Allied view

Eric "Winkle" Brown

British test pilot Eric "Winkle" Brown flew Fw 190A-4/U8 jabo version. Brown commented
the view from the cockpit was better than in the Spitfire, P-51 Mustang and the Bf 109 owing
to the nose down position of the aircraft in flight. The sloping frontal windscreen provided
50 mm of protection. A further 8 mm armoured seat and 13 mm head and shoulder armour
afforded the Fw 190 pilot great protection. Take off was easy; 10° of flap and power to
2,700 rpm and 23.5 lb in. boost made the run very similar to the Spitfire IX. Un-stick was
found to be 112 mph and the fighter had a habit of swinging to port. Speed in the climb was
set at 161 mph, a rate of 3,000 feet per minute. Brown praised the lack of trimming
requirements in flight. However, Brown criticised the lack of trim controls. If a member of
the ground crew had moved the tab, or it had been adjusted from another source, it could
result in an out-of-trim flight performance at high speeds. Brown praised the high rate of roll.
Aileron response was excellent from stall up until 400 mph (644 km/h), when they became
heavy. The elevators were heavy at all speeds, particularly above 350 mph (563 km/h) when
they became heavy enough to impose tactical restrictions on the fighter as regards to pullout
from low-level dives. The heaviness was accentuated because of nose down pitch which
occurred at high speeds when trimmed for low-speeds. Brown praised the fighter overall; its
control harmony [control surfaces working at once] was superb. The solid gun platform also
made it a potent dogfighter. Brown listed some limitations; it was difficult to read and fly on
instruments (why is not explained) and it had harsh stall characteristics. Stall speed was a
high 127 mph (204 km/h). Stall came without warning. The port wing drops violently that the
190 almost inverts itself. If it was pulled into a G-turn it would spin into the opposite banking
turn and an incipient spin was the result. Landing stall on the Fw 190 was much more easily
dealt with; the intense buffeting resulted in the wing dropping to starboard gently, at roughly
102 mph (164 km/h).[74]

Comparison: Fw 190A and Spitfire V

The British were keen to test captured Fw 190As during the war. The performance of the
German fighter series had caused concern to RAF Fighter Command. Against the Spitfire V,
the Fw 190 was found to be better in all respects with the exception of turning radius. At
2,000 ft, the Fw 190 was 25 to 30 mph faster; at 3,000 ft it was 30 to 35 mph faster. Its lowest
speed advantage was 20 mph faster at 15,000 ft. At all altitudes it remained the faster fighter.
The Fw 190 was also faster in the climb. If a Fw 190 was engaged by a Spitfire V, it could
use its superior roll rate to enter a dive in the opposite direction. Its dive speed would enable
it to clear the Spitfire. In defensive mode, the Spitfire could evade an attack if caught at low
speed only by using its advantage in turning circles. If travelling at maximum speed when
engaged, the Spitfire could gain speed in the dive, forcing a longer chase, and drawing the Fw
190 further away from its landing ground.[75]

Air Marshal Sholto Douglas expressed concerns that the Merlin-engine Spitfires were coming
to the end of their developmental life, whereas the Fw 190 was only just beginning its career.
At the time, he feared the enemy held the technological edge. Douglas determined that the
Fw 190 was superior to the Spitfire V and also concluded that the Spitfire IX was also
inferior in the climb and acceleration owing to negative G carburation. Douglas' fears would
prove overly-pessimistic. The Spitfire IX would prove a clear match for the Fw 190A and the
Griffon-engined Spitfire XIV would hold the edge on the type. In 1942 several tests were
conducted by RAF pilots at the Royal Aircraft Establishment.[76]

Comparison: Fw 190A and Spitfire IX

The Spitfire IX restored parity in speed; the Spitfire had an 8 mph advantage at 8,000 ft;
5 mph faster at 15,000 ft; and a 5 to 7 mph advantage at 25,000 ft. The Fw 190 retained speed
advantages at 2,000 ft and 18,000 ft where it held a lead of 7 to 8 and 3 mph respectively.[77]
In the climb, they were similar, the Spitfire being slightly faster. However, once the 22,000 ft
mark was reached, the Spitfire climbing rate increased, while the Fw 190s rapidly fell away.
The Fw 190 was faster in the dive, particularly in the initial stages. The Spitfire had difficulty
in following in the dive owing to the lack of negative G carburettor. The Fw 190 was more
manoeuvrable, with the exception of turning circle. The conclusion was the Spitfire IX
compared favourably with the Fw 190 provided the Spitfire had the initiative, it had
"undoubtedly a good chance of shooting the Fw 190 down".[75]

Comparison: Fw 190A and Spitfire XII

A test carried out with the Fw 190A and Spitfire XII, with the Griffon engine, suggested the
Spitfire had the "superior" acceleration and its speed was "appreciably" faster after brief
flights at 1,000 and 2,000 feet. The other speed altitude tests were not carried through owing
to weather conditions. Maneuverability was difficult to discern. The Spitfire could easily
outturn the Fw 190, but the pilot of the German fighter was reluctant to stall the aircraft at
low altitude. It is possible that the difference could have been less marked had the pilot made
the effort to make a tighter turn. The cockpit (which?) was judged to be well laid out; controls
were well harmonised and light; flying characteristics were rated as excellent and no
trimming was required; initial acceleration was good in dive and climbs; and the aileron
control enabled a rapid roll from one direction to the other. Limitations (of which?) were; the
rough running of the aircraft was disliked and can cause a lack of confidence in the engine.
This was unpleasant when flying over water or hostile areas. The engine (whose?) required
long warmups to allow the oil temperature to reach safe levels. The view from the cockpit
(whose?) made taxiing difficult. It was judged that the aircraft (which?) was not suitable for
quick takeoffs.[78]

Comparison: Fw 190A and Spitfire XIV

A short report indicated the Spitfire was 20 mph (32 km/h) faster from 0 to 5,000 ft (0 to
1,525 m) and 15,000 ft to 20,000 ft (4,573 to 6,100 m). At all other heights, the Spitfire had a
60 mph (97 km/h) speed advantage over the Fw 190A. The Spitfire had a considerably faster
rate of climb at all altitudes. In the dive the Fw 190A gained slightly in the initial stages. The
Spitfire could outturn the Fw 190, though in a right-hand turn this was less pronounced. The
Fw 190 was far faster in the roll. It was suggested that if a Spitfire XIV was in the defensive,
it should use its fast maximum climb and turning circle to escape. In the offensive the Spitfire
could "mix it", but should be aware of the Fw 190As fast roll rate and dive. If the Fw 190 was
allowed to do this, the Spitfire probably would not close the range until the Fw 190 pilot had
to pull out of the dive.[79]

Comparison: Fw 190D and Hawker Tempest

Shortly after the war the British became interested in the performance and evaluation of the
advanced German Fw 190 D-13. While at Flensburg the British Disarmament Wing wanted
to see how this fighter would perform against one of their best, a Hawker Tempest. Squadron
Leader Evans approached Major Heinz Lange and asked him to fly a mock combat against
one of their pilots. Lange accepted, even though he had only 10 flights in a D-9.[80] The mock
dogfight was conducted at an altitude of 10,000 ft (3,000 m), with only enough fuel for the
flight and no ammunition. In the end the machines were evenly matched. Major Lange
assessed that the outcome of such a contest greatly depended on the skills of the individual
pilot. At the time Lange was not aware that he was not flying a D-13 but rather a D-9. The
same "Yellow 10" (Wk. Nr. 836017) that was previously assigned to Geschwaderkommodore
Franz Götz was used in this evaluation. "Yellow 10" was further subjected to mock combat
when on 25 June 1945 Oberleutnant Günther Josten was asked to fly a comparison flight
against another Tempest.[80]

Soviet view

The Bf 109, called "the lean" (the Soviet nickname for the series) was widely considered by
Soviet airmen as a more agile and potent adversary than the Fw 190, which was viewed as
"heavy and slow..." especially when climbing.[81] The Fw 190F and G ground attack versions
essentially replaced the obsolete Ju 87 on the Eastern front during the latter part of the war.
These heavily armoured versions of the Fw 190, piloted by ex-Stuka air crew, were
indistinguishable in the air from the fighter versions and thus Soviet pilots may have
miscorrectly attributed characteristics of attack versions to pure fighter ones.

Soviet pilot Nikolai G. Golodnikov claimed the Fw 190 to be inferior to the Bf 109; "It did
not accelerate as quickly and in this aspect was inferior to most of our aircraft, except for the
P-40, perhaps." Goldonikov noted that German pilots appreciated the Fw 190 radial engine as
a shield, and frequently made head-on attacks in air-to-air combat. "The plane", noted
Golodnikov, "had extremely powerful weapons: four 20 mm guns and two machine guns.
Soon, however, the Germans started evading frontal attack against our "Cobras". We had a
37 mm gun, so no engine would save you, and one hit was enough to kill you."[82]

The general rule for Soviet airmen in the latter war years was to take advantage of their
turning ability, acceleration, and rate of climb to force the adversary into entering a horizontal
or vertical manoeuvre. Likewise, the fuel-injected Shvetsov ASh-82 radial-powered,
Lavochkin La-5FNs freely took up the challenge as an "energy or angles" fighter against all
Fw 190As, and as "angles" fighters against the Fw 190D, which was considered by the Soviet
pilots as a fighter that "burned as well as other aircraft, and was easier to hit."[83]

References
Notes

1.

 Andrews and Morgan 1987, p. 225.

  Delve 2007, p. 80.
  Price 1982, pp. 143, 144.
  Ramsay 1990, p. 147.
  Armin Faber
  BBC. Brief History of The Rafwaffe (Flight 1426). Sally Bennett
  Spencer 1989, pp. 49–60.
  Caldwell 1991, pp. 104–108.
  Weal 1996, p. 26.
  Caldwell 1991. p.
  Ramsay 1990, pp. 160–161, 168–170, 185.
  Typhoon performance Retrieved: 14 February 2008
  Ramsay 1990, pp. 252, 253.
  Weal 1996, pp. 72–74.
  Weal 1996, pp. 74–75.
  Weal 1996, p. 74.
  Manrho and Pütz 2007, pp. 278–284.
  Weal 1996, p. 36.
  Weal 1996, p. 38.
  Caldwell and Muller 2007, p. 104.
  Weal 1996. pp. 38–39.
  Weal 1996, p. 78.
  Forsyth 2009, pp. 58–59.
  Forsyth 2009, p. 59.
  Forsyth 2009, p. 73.
  Weal 1996, p. 55.
  Weal 1996, p. 77.
  Wings on my Sleeve p. 69
  Spick 1983, p. 111.
  Price 2009, p. 152.
  Weal 1998, p. 92.
  Weal 1998, p. 12.
  Weal 1996, pp. 12–16.
  Weal 1996, p. 16.
  Caygill 2002 pp. 31–32.
  Weal 1998, p. 8.
  Bergstrom 2007, p. 123.
  Weal 1996, p. 32.
  Bergstrom 2007, pp. 38–39.
  Bergstrom 2007, p. 40-41.
  Bergstrom 2007, pp. 48–49.
  Bergstrom 2007, p. 53.
  Bergstrom 2007, pp. 72–73.
  Bergstrom 2007, p. 86.
  Bergstrom 2007, pp. 102–115.
  Bergstrom 2007, p. 118.
  Bergstrom 2007, p. 119.
  Bergstrom 2008, p. 19.
  Bergstrom 2008, p. 28.
  Bergstrom 2008, pp. 34–35.
  Bergstrom 2008, p. 44.
  Bergstrom 2008, p. 54.
  Bergstrom 2008, p. 129.
  Price 2009, pp. 140—141.
  Bergstrom 2008, p. 73.
  Bergstrom 2008, pp. 76—77.
  Bergstrom 2008, pp. 78—79.
  Bergstrom 2008, p. 79.
  Bergstrom 2008, p. 86.
  Bergstrom 2008, p. 89.
  Bergstrom 2008, pp. 99–100.
  Bergstrom 2008, pp. 101–103.
  Bergstrom 2008, p. 114.
  Bergstrom 2008, p. 116.
  Bergstrom 2008, p. 122.
  Bergstrom 2008, p. 123.
  Weal 2003, p. 36.
  Weal 2003, p. 13.
  Spenser 1987, p. 39.
  Spenser 1987, p. 40.
  Spenser 1987, p. 46.
  Weal 2003, p. 10.
  Spick 1997, p. 87.
  Aeroplane magazine, October 2010, pp. 46—54.
  Price 2009, p. 51.
  Price 2009, p. 39.
  Price 2009, p. 49.
  Price 2009, pp. 54–55.
  Price 2009, p. 108.
  Crandall 2000, p. 17.
  Fw 190 vs La-5 Retrieved: 19 February 2008.
  Drabkin 2007, p. 135.

83.  Fw 190 D-9, Russian opinion. Retrieved: 19 February 2008.

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Books, 2004. ISBN 1-84013-639-1.

Grumman F6F Hellcat

From Wikipedia, the free encyclopedia
F6F Hellcat

Grumman F6F-3 Hellcats in tricolor

camouflage[1][Note 1]
Role Fighter aircraft
National origin United States
Manufacturer Grumman
First flight 26 June 1942
Introduction 1943
Retired 1960 Uruguayan Navy[2]
United States Navy
United States Marine
Primary users
Corps
Royal Navy
 French Navy
Produced 1942–45
Number built 12,275
Unit cost $35,000 in 1945[3]

The Grumman F6F Hellcat is an American carrier-based fighter aircraft of World War II.
Designed to replace the earlier F4F Wildcat and to counter the Japanese Mitsubishi A6M
Zero, it was the United States Navy's dominant fighter in the second half of the Pacific War.
The Hellcat competed with the faster Vought F4U Corsair for that role and prevailed, as the
Corsair had significant issues with carrier landings. The Corsair instead was primarily
deployed to great effect in land-based use by the U.S. Marine Corps.

Powered by a 2,000 hp Pratt & Whitney R-2800 Double Wasp, the same powerplant used for
both the Corsair and the United States Army Air Forces (USAAF) Republic P-47
Thunderbolt fighters, the F6F was an entirely new design, but it still resembled the Wildcat in
many ways.[4] Some military observers tagged the Hellcat as the "Wildcat's big brother".[5]

The F6F was best known for its role as a rugged, well-designed carrier fighter which was
able, after its combat debut in September 1943, to outperform the A6M Zero and help secure
air superiority over the Pacific Theater. A total of 12,275 were built in just over two years.[6]

Hellcats were credited with destroying a total of 5,223 enemy aircraft while in service with
the U.S. Navy, U.S. Marine Corps and the Royal Navy Fleet Air Arm.[7][Note 2] This was more
than any other Allied naval aircraft.[9] Postwar, the Hellcat was phased out of front line
service but remained in service as late as 1954 as a night fighter.

Contents
 1 Design and development
o 1.1 XF6F
o 1.2 Further development
 2 Operational history
o 2.1 U.S. Navy and Marines
 2.1.1 Sortie, kill and loss figures
o 2.2 British use
o 2.3 Postwar
 3 Variants
o 3.1 XF6F prototypes
o 3.2 Series production
 4 Operators
 5 Surviving aircraft
o 5.1 United Kingdom
o 5.2 United States
 6 Specifications (F6F-5 Hellcat)
 7 See also
 8 References
o 8.1 Notes
o 8.2 Citations
o 8.3 Bibliography
  9 External links

Design and development

XF6F

The unpainted XF6F-1 prior to its first flight

An F6F-3 aboard USS Yorktown has its Sto-Wing folding wings deployed for takeoff

Grumman had been working on a successor to the F4F Wildcat since 1938 and the contract
for the prototype XF6F-1 was signed on 30 June 1941. The aircraft was originally designed
to use the Wright R-2600 Twin Cyclone two-row, 14-cylinder radial engine of 1,700 hp
(1,268 kW) driving a three-bladed Curtiss Electric propeller.[10] Instead of the Wildcat's
narrow-track, hand-cranked main landing gear retracting into the fuselage that it had
inherited, little changed in design from the 1931-debuted Grumman FF-1 fighter biplane, the
Hellcat had wide-set, hydraulically actuated landing gear struts which rotated through 90°
while retracting backwards into the wings, much like that of the earlier Chance Vought F4U
Corsair, but with full wheel doors fitted to the struts that covered the entire strut and the
upper half of the main wheel when retracted, and twisted with the main gear struts during
retraction.[11] The wing was mounted lower on the fuselage and was able to be hydraulically
or manually folded, with each panel outboard of the undercarriage bay folding backwards
from pivoting on a specially oriented, Grumman-patented Sto-Wing diagonal axis pivoting
system much like the earlier F4F, with a folded stowage position parallel to the fuselage with
the leading edges pointing diagonally down.[12]

Throughout early 1942 Leroy Grumman, along with his chief designers Jake Swirbul and Bill
Schwendler, worked closely with the U.S. Navy's Bureau of Aeronautics (BuAer) and
experienced F4F pilots,[13] to develop the new fighter in such a way that it could counter the
Zero's strengths and help gain air command in the Pacific Theater of Operations.[14] On 22
April 1942, Lieutenant Commander Butch O'Hare toured the Grumman Aircraft company
and spoke with Grumman engineers, analyzing the performance of the F4F Wildcat against
the Mitsubishi A6M Zero in aerial combat.[15][Note 3] BuAer's LT CDR A. M. Jackson [Note 4]
directed Grumman's designers to mount the cockpit higher in the fuselage.[18] In addition, the
forward fuselage sloped down slightly to the engine cowling, affording the Hellcat's pilot
good visibility.[19]
Based on combat accounts of encounters between the F4F Wildcat and A6M Zero, on 26
April 1942, BuAer directed Grumman to install the more powerful 18-cylinder Pratt &
Whitney R-2800 Double Wasp radial engine — already powering Chance Vought's Corsair
design since its own beginnings in 1940 — in the second XF6F-1 prototype.[20] Grumman
complied by redesigning and strengthening the F6F airframe to incorporate the 2,000 hp
(1,500 kW) R-2800-10, driving a three-bladed Hamilton Standard propeller. With this
combination Grumman estimated the XF6F-3s performance would increase by 25% over that
of the XF6F-1.[5] The Cyclone-powered XF6F-1 (02981) first flew on 26 June 1942,
followed by the first Double Wasp-equipped aircraft, the XF6F-3 (02982), which first flew
on 30 July 1942. The first production F6F-3, powered by an R-2800-10, flew on 3 October
1942, with the type reaching operational readiness with VF-9 on USS Essex in February
1943.[21] [Note 5]

Further development

An early F6F-3 in Blue-Gray over Light Gull-Gray

The F6F series were designed to take damage and get the pilot safely back to base. A bullet-
resistant windshield and a total of 212 lb (96 kg) of cockpit armor was fitted, along with
armor around the oil tank and oil cooler. A 250 gal (946 l) self-sealing fuel tank was fitted in
the fuselage.[21] Standard armament on the F6F-3 consisted of six .50 in (12.7 mm) M2/AN
Browning air-cooled machine guns with 400 rounds per gun. A center-section hardpoint
under the fuselage could carry a single 150 gal (568 l) disposable drop tank, while later
aircraft had single bomb racks installed under each wing, inboard of the undercarriage bays;
with these and the center-section hard point late model F6F-3s could carry a total bomb-load
in excess of 2,000 lb (900 kg). Six 5 in (127 mm) HVARs (High Velocity Aircraft Rocket)
could be carried; three under each wing on "zero-length" launchers.[22][23]

Two night fighter sub-variants of the F6F-3 were developed: the 18 F6F-3E's were converted
from standard-3s and featured the AN/APS-4 radar in a pod mounted on a rack beneath the
right wing, with a small radar-scope fitted in the middle of the main instrument panel and
radar operating controls installed on the port side of the cockpit.[24] The later F6F-3N, first
flown in July 1943, was fitted with the AN/APS-6 radar in the fuselage, with the antenna dish
in a bulbous fairing mounted on the leading-edge of the outer right wing; approximately 200
F6F-3Ns were built.[25] Hellcat night fighters claimed their first victories in November
1943.[26] A total of 4,402 F6F-3s were built through until April 1944, when production was
changed to the F6F-5.[19]
An early production F6F-5 being tested with eight 5 in. HVAR rockets

The F6F-5 featured several improvements including a more powerful R-2800-10W engine
employing a water-injection system and housed in a slightly more streamlined engine
cowling, spring-loaded control tabs on the ailerons, and an improved, clear view windscreen,
with a flat armored-glass front panel replacing the F6F-3's curved plexiglass panel and
internal armor glass screen.[11][19] In addition, the rear fuselage and tail units were
strengthened, and, apart from some early production aircraft, the majority of the F6F-5's built
were painted in an overall gloss sea blue finish.[27] After the first few F6F-5s were built, the
small windows behind the main canopy were deleted.[28] The F6F-5N night fighter variant
was fitted with an AN/APS-6 radar in a fairing on the outer-starboard wing. A small number
of standard F6F-5s were also fitted with camera equipment for reconnaissance duties as the
F6F-5P.[29] While all F6F-5s were capable of carrying an armament mix of one 20 mm
(.79 in) M2 cannon in each of the inboard gun bays (220 rounds per gun), along with two
pairs of .50 in (12.7 mm) machine guns (each with 400 rounds per gun), this configuration
was only used on later F6F-5N night fighters.[30] The F6F-5 was the most common F6F
variant, with 7,870 being built.[19]

Other prototypes in the F6F series included the XF6F-4 (02981, a conversion of the XF6F-1
powered by an R-2800-27 and armed with four 20mm M2 cannon) which first flew on 3
October 1942 as the prototype for the projected F6F-4. This version never entered production
and 02981 was converted to an F6F-3 production aircraft.[31] Another experimental prototype
was the XF6F-2 (66244), an F6F-3 converted to use a Wright R-2600-15, fitted with a
Birman manufactured mixed-flow turbocharger, which was later replaced by a Pratt &
Whitney R-2800-21, also fitted with a Birman turbocharger.[32] The turbochargers proved to
be unreliable on both engines, while performance improvements were marginal. As with the
XF6F-4, 66244 was soon converted back to a standard F6F-3.[33] Two XF6F-6s (70188 and
70913) were converted from F6F-5s and used the 18-cylinder 2,100 hp (1,567 kW) Pratt and
Whitney R-2800-18W two-stage supercharged radial engine with water injection and driving
a Hamilton-Standard four-bladed propeller.[34] The XF6F-6s were the fastest version of the
Hellcat series with a top speed of 417 mph (671 km/h), but the war ended before this variant
could be mass-produced.[11][35]

The last Hellcat rolled out in November 1945, the total production being 12,275, of which
11,000 had been built in just two years.[36] This high production rate was credited to the
sound original design, which required little modification once production was under way.

Operational history
U.S. Navy and Marines

The U.S. Navy much preferred the more docile flight qualities of the F6F compared with the
Vought F4U Corsair, despite the superior speed of the Corsair. This preference was
especially noted during carrier landings, a critical success requirement for the Navy, in which
the Corsair was fundamentally flawed in comparison. The Corsair was thus released by the
Navy to the Marine Corps who, without the need to worry about carrier landings, used the
Corsair to immense effect in land-based sorties. The Hellcat remained the standard USN
carrier-borne fighter until the F4U series was finally cleared for U.S. carrier operations in
late-1944 (the carrier landing issues had by now been tackled largely thanks to use of Corsair
by the Royal Navy Fleet Air Arm).[37] In addition to its good flight qualities, the Hellcat was
easy to maintain and had an airframe tough enough to withstand the rigors of routine carrier
operations.[38] Like the Wildcat, the Hellcat was designed for ease of manufacture and ability
to withstand significant damage.

VF-82 Grumman F6F-5 ready for launch from USS Bennington off Okinawa in May 1945.
The majority of the F6F-5s built were painted overall Glossy Sea Blue.

The Hellcat first saw action against the Japanese on 1 September 1943 when fighters off the
USS Independence shot down a Kawanishi H8K "Emily" flying boat.[39] Soon after, on 23
and 24 November, Hellcats engaged Japanese aircraft over Tarawa, shooting down a claimed
30 Mitsubishi Zeros for the loss of one F6F.[39] Over Rabaul, New Britain, on 11 November
1943, Hellcats and F4U Corsairs were engaged in day-long fights with many Japanese
aircraft including A6M Zeros, claiming nearly 50 aircraft.[39]

When trials were flown against a captured A6M5 model Zero, they showed that the Hellcat
was faster at all altitudes. The F6F out-climbed the Zero marginally above 14,000 ft and
rolled faster at speeds above 235 mph. The Japanese fighter could out-turn its American
opponent with ease at low speed and enjoyed a slightly better rate of climb below 14,000 ft.
The trials report concluded:

Do not dogfight with a Zero 52. Do not try to follow a loop or half-roll with a pull-through.
When attacking, use your superior power and high speed performance to engage at the most
favourable moment. To evade a Zero 52 on your tail, roll and dive away into a high speed
turn.[40]

Hellcats were the major U.S. Navy fighter type involved in the Battle of the Philippine Sea,
where so many Japanese aircraft were shot down that Navy aircrews nicknamed the battle
"the Great Marianas Turkey Shoot". The F6F accounted for 75 percent of all aerial victories
recorded by the U.S. Navy in the Pacific.[41] Radar-equipped Hellcat night fighter squadrons
appeared in early 1944.

A formidable opponent for the Hellcat was the Kawanishi N1K, but it was produced too late
and in insufficient numbers to affect the outcome of the war.[42]

Sortie, kill and loss figures

U.S. Navy and Marine F6F pilots flew 66,530 combat sorties and claimed 5,163 kills (56% of
all U.S. Navy/Marine air victories of the war) at a recorded cost of 270 Hellcats in aerial
combat (an overall kill-to-loss ratio of 19:1 based on claimed but not confirmed kills).[43]
Claimed victories were often highly exaggerated during the war. Even so, the aircraft
performed well against the best Japanese opponents with a claimed 13:1 kill ratio against the
A6M Zero, 9.5:1 against the Nakajima Ki-84, and 3.7:1 against the Mitsubishi J2M during
the last year of the war.[44] The F6F became the prime ace-maker aircraft in the American
inventory, with 305 Hellcat aces. The U.S. successes were not only attributed to superior
aircraft, but also from 1942 onwards, they faced increasingly inexperienced Japanese aviators
as well as having the advantage of increasing numerical superiority.[Note 6] In the ground
attack role, Hellcats dropped 6,503 tons (5,899 tonnes) of bombs.[43]

The U.S. Navy's all-time leading ace, Captain David McCampbell USN (Ret), scored all his
34 victories in the Hellcat. He once described the F6F as "... an outstanding fighter plane. It
performed well, was easy to fly and was a stable gun platform. But what I really remember
most was that it was rugged and easy to maintain."[46]

During the course of World War II, 2,462 F6F Hellcats were lost to all causes; 270 in aerial
combat, 553 lost to anti-aircraft ground and shipboard fire, and 341 were lost to operational
causes. Of the total figure 1,298 were destroyed in training and ferry operations, normally
outside of the combat zones.[47]

British use

A section of Fleet Air Arm Hellcat F Mk.Is of 1840 Squadron in June 1944

The British Fleet Air Arm (FAA) received 1,263 F6Fs under the Lend-Lease Act; initially it
was known as the Grumman Gannet Mark I. The name Hellcat replaced it in early 1943 for
the sake of simplicity, the Royal Navy at that time adopting the use of the existing American
naval names for all the U.S.-made aircraft supplied to it, with the F6F-3 being designated
Hellcat F Mk.I, the F6F-5, the Hellcat F Mk.II and the F6F-5N, the Hellcat NF Mk.II.[Note
7]
They saw action off Norway, in the Mediterranean and in the Far East. A number were
fitted with photographic reconnaissance equipment similar to the F6F-5P, receiving the
designation Hellcat FR Mk.II.[48] The Pacific War being a naval war, the FAA Hellcats
primarily faced land based aircraft in the European and Mediterranean Theaters,[49][50] and as
a consequence experienced far fewer opportunities for air-to-air combat than their
USN/Marines counterparts; they claimed a total of 52 enemy aircraft kills during 18 aerial
combats from May 1944 to July 1945. 1844 Naval Air Squadron, on board HMS Indomitable
of the British Pacific Fleet was the highest scoring unit, with 32.5 kills.[51]

FAA Hellcats, as with other Lend-Lease aircraft, were rapidly replaced by British aircraft
after the end of the war, with only two of the 12 squadrons equipped with the Hellcat at VJ-
Day still retaining Hellcats by the end of 1945.[52] These two squadrons were disbanded in
1946.[52]

Postwar service: A bright orange F6F-3K target drone

Postwar

Postwar, the Hellcat was succeeded by the F8F Bearcat, which was smaller, more powerful
(powered by uprated Double Wasp radials) and more maneuverable, but entered service too
late to see combat in World War II.[53] The Hellcat was used for second-line USN duties,
including training. In late 1952, Guided Missile Unit 90 used F6F-5K drones, each carrying a
2000 lb bomb, to attack bridges in Korea; flying from USS Boxer, radio controlled from an
escorting AD Skyraider.[54] The French Aéronavale was equipped with F6F-5 Hellcats and
used them in Indochina. The Uruguayan Navy also used them until the early 1960s.[55]

The F6F-5 subtype also gained fame as the first aircraft used by the U.S. Navy's Blue Angels
official flight demonstration team at its formation in 1946.[56]

Variants
XF6F prototypes

XF6F-1
First prototype, powered by a two-stage 1,600 hp (1,500 kW) Wright R-2600-10
Cyclone 14 radial piston engine.
XF6F-2
The first XF6F-1 prototype revised and fitted with a turbocharged Wright R-2600-16
Cyclone radial piston engine. R-2600 replaced by turbo-charged R-2800-21.
XF6F-2 showing the later R-2800-21 installation with Birman turbo-charger.
XF6F-3
Second prototype fitted with a two-stage supercharged 2,000 hp (1,500 kW) Pratt &
Whitney R-2800-10 Double Wasp radial piston engine.
XF6F-4
One F6F-3 fitted with a two-speed turbocharged 2,100 hp (1,567 kW) Pratt &
Whitney R-2800-27 Double Wasp radial piston engine.
XF6F-6
Two F6F-5s that were fitted with the 2,100 hp (1,566 kW) Pratt & Whitney R-2800-
18W radial piston engine, and four-bladed propellers.

Series production

F6F-3 (British designations Gannet Mk. I then Hellcat Mk. I)

Single-seat fighter, fighter-bomber aircraft, powered by a 2,000 hp (1,500 kW) Pratt
& Whitney R-2800-10 Double Wasp radial piston engine.
F6F-3E
Night fighter version, equipped with an AN/APS-4 radar in a fairing on the starboard
outer wing.
F6F-3N
Another night fighter version, equipped with a newer AN/APS-6 radar in a fairing on
the starboard outer wing.
F6F-5 Hellcat (British Hellcat Mk. II)
Improved version, with a redesigned engine cowling, a new windscreen structure with
an integral bulletproof windscreen, new ailerons and strengthened tail surfaces;
powered by a 2,200 hp (1,640 kW) Pratt & Whitney R-2800-10W (-W denotes Water
Injection) radial piston engine.
F6F-5K Hellcat
A number of F6F-5s and F6F-5Ns were converted into radio-controlled target drones.

F6F-5N night fighter with AN/APS-6 radar and 2 20mm M2 cannon.

F6F-5N Hellcat (British Hellcat N.F. Mk II)
Night fighter version, fitted with an AN/APS-6 radar. Some were armed with two 20
mm (0.79 in) AN/M2 cannon in the inner wing bays and four 0.50 in (12.7 mm) M2
Browning machine guns in the outer.
F6F-5P Hellcat
Small numbers of F6F-5s were converted into photo-reconnaissance aircraft, with the
camera equipment being fitted in the rear fuselage.
Hellcat FR Mk II
This designation was given to British Hellcats fitted with camera equipment.
FV-1
Proposed designation for Hellcats to be built by Canadian Vickers; cancelled before
any built.[57]

Operators
France

 French Navy

United Kingdom

 Royal Navy

United States

 United States Navy

 United States Marine Corps

Uruguay

 Uruguayan Navy

Surviving aircraft
A relatively large number of Grumman F6Fs survive to this day, either in museums or in
flyable condition. In order of Bu.No. they are:[58]

United Kingdom

Airworthy
F6F-5

 80141 – The Fighter Collection in Duxford.[59]

On display
F6F-5

 79779 – Fleet Air Arm Museum in RNAS Yeovilton.[60]

United States
Chino Warbirds' F6F-3 painted as a Fleet Air Arm Hellcat Mk. I.
Airworthy
F6F-3

 41930 – Comanche Warbirds Inc. in Houston, Texas.[61]

F6F-5

 70222 – Commemorative Air Force (Southern California Wing) at Camarillo Airport

(former Oxnard AFB) in Camarillo, California.[62][63]
 78645 – Yanks Air Museum in Chino, California.[64][65]
 79863 – Flying Heritage Collection in Everett, Washington.[66][67]
 94204 – Lone Star Flight Museum in Galveston, Texas.[68][69]
 94473 – Palm Springs Air Museum in Palm Springs, California.[70][71]

On display
F6F-3

 25910 – National Naval Aviation Museum at NAS Pensacola in Pensacola, Florida.[72]

 41834 – Steven F. Udvar-Hazy Center of the National Air and Space Museum in
Chantilly, Virginia.[73]
 42874 – San Diego Aerospace Museum in San Diego, California.[74]
 66237 – National Naval Aviation Museum at NAS Pensacola in Pensacola, Florida.[75]

F6F-5

 70185 – Quonset Air Museum at Quonset State Airport (former NAS Quonset Point)
in Quonset Point, Rhode Island.[76]
 77722 – Naval Air Facility Washington at Joint Base Andrews (former Andrews
AFB) in Maryland.[77]
 79192 – New England Air Museum in Windsor Locks, Connecticut.[78]
 79593 – USS Yorktown/Patriots Point Naval & Maritime Museum in Mount Pleasant,
South Carolina.[79]
 79683 – Air Zoo in Kalamazoo, Michigan.[80]
 94203 – National Naval Aviation Museum at NAS Pensacola in Pensacola, Florida.[81]
 94263 – Cradle of Aviation Museum in New York. It is on loan from the USMC
Museum in Quantico, Virginia.[82]

Under restoration
F6F-3

 40467 – to airworthiness by Yanks Air Museum in Chino, California.[83][84]

 41476 – to airworthiness by Collings Foundation in Stow, Massachusetts.[85][86]
 43041 – in storage at the Fantasy of Flight in Polk City, Florida.[87]
 F6F-5

 94385 – to airworthiness by American Aircraft Sales LLC in Hayward, California.[88]

Specifications (F6F-5 Hellcat)

An F6F-5 flown by Air Group Commander (CAG), Cdr. Louis H. Bauer of Carrier Air Group
3 (CVG-3), leads a formation of CVG-3 aircraft in 1946.
Data from WWII Aircraft Performance[89]Jane’s Fighting Aircraft of World War II[90]Standard
Aircraft Characteristics[91]

General characteristics
 Crew: 1
 Length: 33 ft 7 in (10.24 m)
 Wingspan: 42 ft 10 in (13.06 m)
 Height: 13 ft 1 in (3.99 m)
 Wing area: 334 ft² (31 m²)
 Airfoil: NACA 23015.6 mod root; NACA 23009 tip
 Empty weight: 9,238 lb (4,190 kg)
 Loaded weight: 12,598 lb (5,714 kg)
  Max. takeoff weight: 15,415 lb (6,990 kg)
 *Fuel capacity: 250 gal (946 L) internal; up to 3 × 150 gal (568 L) external drop
tanks
 Zero-lift drag coefficient: 0.0211
 Drag area: 7.05 ft² (0.65 m²)
 Aspect ratio: 5.5
 Powerplant: 1 × Pratt & Whitney R-2800-10W "Double Wasp" two-row radial
engine with a two-speed two-stage supercharger, 2,200 hp (1,491 kW[92])
 Propellers: 3-blade Hamilton Standard
o Propeller diameter: 13 ft 1 in (4.0 m)

Performance
 Maximum speed: 330 kn (391 mph, 629 km/h)
 Stall speed: 73 kn (84 mph, 135 km/h)
 Combat radius: 820 nmi (945 mi, 1,520 km)
 Ferry range: 1,330 nmi (1,530 mi, 2,460 km)
 Service ceiling: 37,300 ft (11,370 m)
 Rate of climb: 3,500 ft/min (17.8 m/s)
 Wing loading: 37.7 lb/ft² (184 kg/m²)
 Power/mass: 0.16 hp/lb (260 W/kg)
 Time-to-altitude: 7.7 min to 20,000 ft (6,100 m)
 Lift-to-drag ratio: 12.2
 Takeoff roll: 799 ft (244 m)

Armament
 Guns:
o 6× 0.50 in (12.7 mm) M2 Browning machine guns, with 400 rounds per gun,
(All F6F-3, and most F6F-5) or
o 2 × 0.79 in (20 mm) AN/M2 cannon, with 225 rounds per gun and 4 × 0.50 in
(12.7 mm) Browning machine guns with 400 rounds per gun
 Rockets:
o 6 × 5 in (127 mm) HVARs or
o 2 × 11¾ in (298 mm) Tiny Tim unguided rockets
 Bombs: up to 4,000 lb (1,814 kg) full load, including:
o Bombs or Torpedoes: (Fuselage mounted on centreline rack)
 1 × 2,000 lb (907 kg) bomb or
 1 × Mk.13-3 torpedo;
o Underwing bombs: (F6F-5 had two additional weapons racks either side of
fuselage on wing centre-section)
 2 × 1,000 lb (450 kg) or
 4 × 500 lb (227 kg)
 8 × 250 lb (110 kg)

See also
 Alexander Vraciu, who had 19 victories on Hellcats flying with VF-6 (9) and VF-16
(10) during World War II.
  David McCampbell, the top U.S. Navy ace of World War II with all of his 34
victories in the Hellcat, commander of Air Group 15 during World War II and
recipient of the Medal of Honor.
 Eugene A. Valencia, Jr., top scoring ace of VF-9 during World War II with 23
victories while flying Hellcats.

Related development

 Grumman F4F Wildcat

 Grumman F8F Bearcat

Aircraft of comparable role, configuration and era

 Focke-Wulf Fw-190D
 Kawanishi N1K
 Kawasaki Ki-100
 Lavochkin La-7
 Mitsubishi A7M
 Nakajima Ki-84
 North American P-51D Mustang
 Republic P-47 Thunderbolt
 Vought F4U Corsair

Related lists

 List of aircraft of the Fleet Air Arm

 List of aircraft of the United States during World War II
 List of aircraft of World War II
 List of fighter aircraft

References
Notes

1.

 The insignia red outline around the national markings indicate that this picture was taken
circa June–September 1943.
  This can be broken down as 5,163 in the Pacific and eight more during the invasion of
Southern France, plus 52 with the FAA during World War II.[8]
  On the previous day, while receiving the Medal of Honor from President Franklin D.
Roosevelt, O'Hare was asked by the President what was needed in a new naval fighter;
O'Hare's response was "something that would go upstairs faster."[16]
  Jackson emphasized to Grumman, "you can't hit 'em if you can't see 'em"[17]
  Late production F6F-3s were powered by the same water-injected R-2800 used by the
F6F-5.
  Quote: "... flown by 305 aces, most of any U.S. fighter in World War II."[45]

7.  meaning Fighter Mark I, Fighter Mark II and Night Fighter Mark II respectively
Citations

1.

 "U.S. Naval Aircraft Marking." U.S. Naval Historical Center. Retrieved: 11 March 2008.
  "Uruguayan Navy." aeroflight. Retrieved: 27 May 2012.
  Ferguson 2005, pp. 149–175.
  Thruelsen 1976, p. 135.
  Sullivan 1979, p. 4.
  Kinzey 1996, p. 4.
  Tillman 1996, p. 81.
  Tillman 1996, pp. 78–79.
  Murray, Williamson (2002). War In The Air 1914–45 (2002 Paperback ed.). Wellington
House, London: Cassell. p. 202. ISBN 0-304-36210-7.
  Kinzey 1996, p. 16.
  Taylor 1969, p. 503.
  Kinzey 1987, p. 14.
  Thruelsen 1976, p. 166.
  Ewing 2004, p. 182.
  Ewing 2004, p. 86.
  Ewing and Lundstrom 2004, pp. 155–156.
  Tillman 1979, p. 6.
  Francillon 1989, p. 200.
  Kinzey 1996, p. 6.
  Ewing and Lundstrom 2004, pp. 155, 156.
  Kinzey 1987, p. 6.
  Sullivan 1979, pp. 24, 30, 33.
  Parsch, Andreas. "5 inch FFAR/HVAR." designation-systems.net, 2010. Retrieved: 28
October 2012.
  Kinzey 1996, pp. 30–31.
  Kinzey 1996, pp. 28–29.
  Green 1975, p. 91.
  Kinzey 1996, pp. 6–7.
  Kinzey 1996, p. 7.
  Green 1975, pp. 93–94.
  Kinzey 1987, p. 27.
  Kinzey 1996, p. 32.
  White 2001, pp. 260, 508.
  Kinzey 1996, pp. 17–18.
  Kinzey 1996, pp. 50–51.
  Sullivan 1979, p. 46.
  Winchester 2004, p. 110.
  Styling 1995, p. 67.
  Tillman 1996, p. 6.
  Dean 1997, p. 559.
  Spick 1983, p. 118.
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  "Fact Sheets: Kawanishi N1K2-Ja Shiden Kai." National Museum of the US Air Force.
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  Barber 1946, Table 2.
  Barber 1946, Table 28.
  "Airpower Classics." Air Force Magazine, April 2006, p. 98.
  Kinzey 1987, p. 58.
  OPNAV-P-23V No. A129, 17 June 1946, p. 15.
  Green 1975, p. 93.
  Thruelsen 1976, p. 181.
  Tillman 1996, p. 96.
  Tillman 1996, p. 78.
  Thetford 1994, p. 217.
  O'Leary 1980, pp. 147–148.
  Jackson 1998, p. 126.
  Donald, 1995, p. 145.
  "Historical aircraft of the Blue Angels." Blue Angels. Retrieved" 31 March 2015.
  Norton 2008, p. 38.
  Krist 2006, pp. 91–92.
  "Grumman F6F Hellcat/Bu. 80141." The Fighter Collection. Retrieved: 11 April 2012.
  "Grumman F6F Hellcat/Bu. 79779." Fleet Air Arm Museum. Retrieved: 11 April 2012.
  "FAA Registry: N30FG" Federal Aviation Administration Retrieved: 16 May 2011.
  "FAA Registry: N1078Z" Federal Aviation Administration. Retrieved: 16 May 2011.
  "Grumman F6F Hellcat/Bu. 70222." CAF Southern California Wing. Retrieved 23
February 2014.
  "FAA Registry: N9265A" Federal Aviation Administration Retrieved: 16 May 2011.
  "Grumman F6F Hellcat/Bu. 78645." Yanks Air Museum. Retrieved: 23 February 2014.
  "FAA Registry: N79863" Federal Aviation Administration Retrieved: 16 May 2011.
  "Grumman F6F Hellcat/Bu. 79863." Flying Heritage Collection. Retrieved: 23 February
2014.
  "FAA Registry: N4998V" Federal Aviation Administration Retrieved: 16 May 2011.
  "Grumman F6F Hellcat/Bu. 94204." Archived 5 November 2014 at the Wayback
Machine. Lone Star Flight Museum. Retrieved: 23 February 2014.
  "FAA Registry: N4964W" Federal Aviation Administration Retrieved: 2 June 2011.
  "Grumman F6F Hellcat/Bu. 94473." Palm Springs Air Museum. Retrieved: 23 February
2014.
  "Grumman F6F Hellcat/Bu. 25910." National Naval Aviation Museum. Retrieved: 11
March 2014.
  "Grumman F6F Hellcat/Bu. 41834." National Air & Space Museum. Retrieved: 13
December 2010.
  "Grumman F6F Hellcat/Bu. 42874." San Diego Aerospace Museum. Retrieved: 11 April
2012.
  "Grumman F6F Hellcat/Bu. 66237." National Naval Aviation Museum. Retrieved: 11
April 2012.
  "Grumman F6F Hellcat/Bu. 70185." Quonset Air Museum. Retrieved: 03 September
2013.
  "Grumman F6F Hellcat/Bu. 77722." aerialvisuals.ca. Retrieved: 25 February 2015.
  "Grumman F6F Hellcat/Bu. 79192." New England Air Museum. Retrieved: 11 April
2012.
  "Grumman F6F Hellcat/Bu. 79593." Patriots Point Museum. Retrieved: 11 April 2012.
  "Grumman F6F Hellcat/Bu. 79683." AirZoo. Retrieved: 04 September 2013.
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April 2012.
  "Grumman F6F Hellcat/Bu. 94263." Cradle of Aviation Museum. Retrieved: 11 April
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  "Grumman F6F Hellcat/Bu. 40467." Yanks Air Museum. Retrieved: 12 May 2017.
  "FAA Registry: N467RL" Federal Aviation Administration. Retrieved: 12 May 2017.
  "FAA Registry: N41476" Federal Aviation Administration. Retrieved: 21 July 2014.
  "Grumman F6F Hellcat/Bu. 41476." Collings Foundation. Retrieved: 25 February 2015.
  "FAA Registry: N7537U." Federal Aviation Administration. Retrieved: 16 May 2011.
  "FAA Registry: N7861C" Federal Aviation Administration Retrieved: 26 August 2014.
  "F6F Performance". wwiiaircraftperformance.org. WWII Aircraft Performance.
Retrieved 23 November 2015.
  Bridgman 1946, pp. 233–234.
  Standard Aircraft Characteristics: F6F-5 Hellcat. NAVAER 1335A.

92.  Mondey 2006, p. 145.

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External links

Wikimedia Commons has media related to Grumman F6F Hellcat.

 "Meet the Hellcat (1943)" on YouTube

 Final flight test report of F6F-3, USN Air Station, Patuxent River (pdf file)
 F6F Hellcat Performance Trials, Aircraft and Armament Experimental Establishment
(A&AEE), Boscombe Down
 Performance test, each 1,00th aircraft; F6F-5 No 58310, USN Air Station, Patuxent
River (pdf file)
 USN & USMC Aircraft Serial and Bureau Nos. 1911 to present
 "How The Hellcat Got That Way", Popular Science, December 1943, World War
Two article which is large and detailed

Vought F4U Corsair

From Wikipedia, the free encyclopedia
F4U Corsair
 A restored F4U-4 Corsair in Korean War-era
U.S. Marine Corps markings
Role Carrier-based fighter-bomber
National origin United States
Manufacturer Chance Vought
First flight 29 May 1940
Introduction 28 December 1942
1953 (United States)
Retired
1979 (Honduras)
United States Navy
United States Marine Corps
Primary users
Royal Navy
Royal New Zealand Air Force
Produced 1942–53[1]
Number built 12,571
Variants Goodyear F2G Corsair

The Vought F4U Corsair is an American fighter aircraft that saw service primarily in World
War II and the Korean War. Demand for the aircraft soon overwhelmed Vought's
manufacturing capability, resulting in production by Goodyear and Brewster: Goodyear-built
Corsairs were designated FG and Brewster-built aircraft F3A. From the first prototype
delivery to the U.S. Navy in 1940, to final delivery in 1953 to the French, 12,571 F4U
Corsairs were manufactured,[2] in 16 separate models, in the longest production run of any
piston-engined fighter in U.S. history (1942–53).[3][4][5]

The Corsair was designed as a carrier-based aircraft but its difficult carrier landing
performance rendered it unsuitable for Navy use until the carrier landing issues were
overcome by the Royal Navy Fleet Air Arm. The Corsair thus came to and retained
prominence in its area of greatest deployment: land based use by the U.S. Marines.[6] The role
of the dominant U.S. carrier based fighter in the second part of the war was thus filled by the
Grumman F6F Hellcat, powered by the same Double Wasp engine first flown on the Corsair's
first prototype in 1940.[7] The Corsair served to a lesser degree in the U.S. Navy. In addition
to its use by the U.S. and British, the Corsair was also used by the Royal New Zealand Air
Force, the French Naval Aviation and other, smaller, air forces until the 1960s. Some
Japanese pilots regarded it as the most formidable American fighter of World War II,[8] and
the U.S. Navy counted an 11:1 kill ratio with the F4U Corsair.[9]
After the carrier landing issues had been tackled, it quickly became the most capable carrier-
based fighter-bomber of World War II.[10] The Corsair served almost exclusively as a fighter-
bomber throughout the Korean War and during the French colonial wars in Indochina and
Algeria.[11]

Contents
 1 Development
 2 Design
o 2.1 Engine considerations
o 2.2 Landing gear and wings
o 2.3 Technical issues
o 2.4 Design modifications
o 2.5 Performance
 3 Operational history
o 3.1 World War II
 3.1.1 U.S. service
 3.1.1.1 Carrier landing issues and release to the U.S. Marine
Corps
 3.1.1.2 Marine Corps combat
 3.1.1.3 Field modifications for USMC Corsairs
 3.1.1.4 Fighter-bomber
 3.1.1.5 Navy service
 3.1.1.6 Sortie, kill and loss figures
 3.1.2 Royal Navy
 3.1.2.1 Enhancement for carrier suitability
 3.1.2.2 Deployment
 3.1.3 Royal New Zealand Air Force
 3.1.4 Luftwaffe and Japanese Corsairs
o 3.2 Korean War
o 3.3 Aéronavale
 3.3.1 First Indochina War
 3.3.2 Suez Crisis
 3.3.3 Algerian War
 3.3.4 Tunisia
 3.3.5 French experiments
o 3.4 "Football War"
o 3.5 Legacy
 4 Variants
o 4.1 Super Corsair variants
 5 Operators
 6 Surviving aircraft
 7 Specifications F4U-4
 8 Notable appearances in media
 9 See also
 10 References
o 10.1 Notes
o 10.2 Citations
o 10.3 Bibliography
 11 Further reading
  12 External links

Development
In February 1938 the U.S. Navy Bureau of Aeronautics published two requests for proposal
for twin-engined and single-engined fighters. For the single-engined fighter the Navy
requested the maximum obtainable speed, and a stalling speed not higher than 70 miles per
hour (110 km/h). A range of 1,000 miles (1,600 km) was specified.[12] The fighter had to
carry four guns, or three with increased ammunition. Provision had to be made for anti-
aircraft bombs to be carried in the wing. These small bombs would, according to thinking in
the 1930s, be dropped on enemy aircraft formations.

The XF4U-1 prototype in 1940/41, showing its more forward cockpit location

In June 1938, the U.S. Navy signed a contract with Vought for a prototype bearing the
factory designation V-166B,[13] the XF4U-1, BuNo 1443. The Corsair design team was
headed up by Rex Beisel. After mock-up inspection in February 1939, construction of the
XF4U-1 powered by an XR-2800-4 prototype of the Pratt & Whitney Double Wasp twin-
row, 18-cylinder radial engine, rated at 1,805 hp (1,346 kW) went ahead quickly, as the very
first airframe ever designed from the start to have a Double Wasp engine fitted for flight.[14]
When the prototype was completed it had the biggest and most powerful engine, largest
propeller and probably the largest wing on any naval fighter to date.[15] The first flight of the
XF4U-1 was made on 29 May 1940, with Lyman A. Bullard, Jr. at the controls. The maiden
flight proceeded normally until a hurried landing was made when the elevator trim tabs failed
because of flutter.[16][17]

On 1 October 1940, the XF4U-1 became the first single-engine U.S. fighter to fly faster than
400 mph (640 km/h) by setting an average ground speed of 405 miles per hour (652 km/h)
during a northeastwards flight from Stratford to Hartford.[18] The USAAC's twin engine
Lockheed P-38 Lightning had flown over 400 mph in January–February 1939.[19] The XF4U-
1 also had an excellent rate of climb but testing revealed that some requirements would have
to be rewritten. In full-power dive tests, speeds of up to 550 miles per hour (890 km/h) were
achieved but not without damage to the control surfaces and access panels and, in one case,
an engine failure.[20] The spin recovery standards also had to be relaxed as recovery from the
required two-turn spin proved impossible without resorting to an anti-spin chute.[19] The
problems clearly meant delays in getting the design into production.

Reports coming back from the war in Europe indicated that an armament of two .30 in
(7.62 mm) synchronized engine cowling-mount machine guns, and two .50 in (12.7 mm)
machine guns (one in each outer wing panel) was insufficient. The U.S. Navy's November
1940 production proposals specified heavier armament.[21] The increased armament consisted
of three .50 caliber machine guns mounted in each wing panel. This improvement greatly
increased the ability of the Corsair to effectively shoot down enemy aircraft.

Formal U.S. Navy acceptance trials for the XF4U-1 began in February 1941. The Navy
entered into a letter of intent on 3 March 1941, received Vought's production proposal on 2
April and awarded Vought a contract for 584 F4U-1 fighters, which were given the name
"Corsair" — inherited from the firm's late-1920s Vought O2U naval biplane scout which first
bore the name — on 30 June of the same year. The first production F4U-1 performed its
initial flight a year later, on 24 June 1942.[22][23] It was a remarkable achievement for Vought;
compared to land-based counterparts, carrier aircraft are "overbuilt" and heavier, to withstand
the extreme stress of deck landings.

Design

2,000 hp (1,500 kW) Pratt & Whitney R-2800-8 in a Goodyear FG-1 Corsair

Engine considerations

The F4U incorporated the largest engine available at the time: the 2,000 hp (1,500 kW) 18-
cylinder Pratt & Whitney R-2800 Double Wasp radial. To extract as much power as possible,
a relatively large Hamilton Standard Hydromatic three-blade propeller of 13 feet 4 inches
(4.06 m) was used.

Landing gear and wings

Landing gear on an F4U-4 Corsair.

To accommodate a folding wing the designers considered retracting the main landing gear
rearward but, for the chord of wing that was chosen, it was difficult to make the landing gear
struts long enough to provide ground clearance for the large propeller. Their solution was an
inverted gull wing, which considerably shortened the required length of the main gear legs.[24]
The anhedral of the wing's center-section also permitted the wing and fuselage to meet at the
optimum angle for minimizing drag, without using wing root fairings.[24] The bent wing,
however, was heavier and more difficult to construct, offsetting these benefits.

The Corsair's aerodynamics were an advance over those of contemporary naval fighters. The
F4U was the first U.S. Navy aircraft to feature landing gear that retracted into a fully
enclosed wheel well. The landing gear oleo struts — each with their own strut door enclosing
them when retracted — rotated through 90° during retraction, with the wheel atop the lower
end of the strut when retracted; a pair of rectangular doors enclosed each wheel well, leaving
a streamlined wing.[25] This swiveling, aft-retracting landing gear design was common to the
Curtiss P-40 (and its predecessor, the Curtiss P-36), as adopted for the F4U Corsair's main
gear and its erstwhile Pacific War counterpart, the Grumman F6F Hellcat. The oil coolers
were mounted in the heavily anhedraled center-section of the wings, alongside the
supercharger air intakes, and used openings in the leading edges of the wings, rather than
protruding scoops. The large fuselage panels were made of aluminum[26] and were attached to
the frames with the newly developed technique of spot welding, thus mostly eliminating the
use of rivets. While employing this new technology, the Corsair was also the last American-
produced fighter aircraft to feature fabric as the skinning for the top and bottom of each outer
wing, aft of the main spar and armament bays, and for the ailerons, elevators and rudder. The
elevators were also constructed from plywood.[27] The Corsair, even with its streamlining and
high speed abilities, could fly slowly enough for carrier landings with full flap deployment of
60°.

Technical issues

In part because of its advances in technology and a top speed greater than existing Navy
aircraft, numerous technical problems had to be solved before the Corsair entered service.
Carrier suitability was a major development issue, prompting changes to the main landing
gear, tail wheel and tailhook. Early F4U-1s had difficulty recovering from developed spins,
since the inverted gull wing's shape interfered with elevator authority. It was also found that
the Corsair's right wing could stall and drop rapidly and without warning during slow carrier
landings.[28] In addition, if the throttle were suddenly advanced (for example, during an
aborted landing) the left wing could stall and drop so quickly that the fighter could flip over
with the rapid increase in power.[29] These potentially lethal characteristics were later solved
through the addition of a small, 6 in (150 mm)-long stall strip to the leading edge of the outer
right wing, just inboard of the gun ports. This allowed the right wing to stall at the same time
as the left.[30]
An early F4U-1 showing the "birdcage" canopy with rearwards production cockpit location.

Other problems were encountered during early carrier trials. The combination of an aft
cockpit and the Corsair's long nose made landings hazardous for newly trained pilots. During
landing approaches it was found that oil from the hydraulic cowl flaps could spatter onto the
windscreen, badly reducing visibility, and the undercarriage oleo struts had bad rebound
characteristics on landing, allowing the aircraft to bounce out of control down the carrier
deck.[30] The first problem was solved by locking the top cowl flap down permanently, then
replacing it with a fixed panel. The undercarriage bounce took more time to solve but
eventually a "bleed valve" incorporated in the legs allowed the hydraulic pressure to be
released gradually as the aircraft landed. The Corsair was not considered fit for carrier use
until the wing stall problems and the deck bounce could be solved.

Meanwhile, the more docile and simpler-to-build F6F Hellcat had begun entering service in
its intended carrier-based use. Compared to the Hellcat, the Navy regarded the Corsair as
fundamentally flawed for their requirements. While slower than the Corsair, the Hellcat was
preferred by the Navy since the Hellcat was simpler to land on a carrier.[citation needed] The
Hellcat's success combined with the Corsair's carrier landing issues meant the Navy released
the Corsair to the U.S. Marine Corps. With no requirement for carrier landings, the Marine
Corps deployed the Corsair to widespread and devastating effect from land bases.

Corsair deployment aboard U.S. carriers was delayed until late 1944, by which time the
carrier landing problems had been tackled by the British.[N 1]

Design modifications

Production F4U-1s featured several major modifications compared with the XF4U-1. A
change of armament to six wing-mounted .50 in (12.7 mm) M2 Browning machine guns
(three in each outer wing panel) and their ammunition (400 rounds for the inner pair, 375
rounds for the outer)[32] meant that the location of the wing fuel tanks had to be changed. In
order to keep the fuel tank close to the center of gravity, the only available position was in the
forward fuselage, ahead of the cockpit. Accordingly, as a 237 gal (897 l) self-sealing fuel
tank replaced the fuselage mounted armament, the cockpit had to be moved back by 32 in
(810 mm) and the fuselage lengthened.[24] In addition, 150 lb of armor plate was installed,
along with a 1.5 in (38 mm) bullet-proof windscreen which was set internally, behind the
curved Plexiglas windscreen. The canopy could be jettisoned in an emergency, and half-
elliptical planform transparent panels, much like those of certain models of the Curtiss P-40,
were inset into the sides of the fuselage's turtledeck structure behind the pilot's headrest,
providing the pilot with a limited rear view over his shoulders. A rectangular Plexiglas panel
was inset into the lower center section to allow the pilot to see directly beneath the aircraft
and assist with deck landings.[N 2] The engine used was the more powerful R-2800-8 (B
series) Double Wasp which produced 2,000 hp (1,491 kW). On the wings the flaps were
changed to a NACA slotted type and the ailerons were increased in span to increase the roll
rate, with a consequent reduction in flap span. IFF transponder equipment was fitted in the
rear fuselage. These changes increased the Corsair's weight by several hundred pounds.[33]

Performance

The performance of the Corsair was superior to most of its contemporaries. The F4U-1 was
considerably faster than the Grumman F6F Hellcat and only 13 mph (21 km/h) slower than
the Republic P-47 Thunderbolt;[34][35][36] all three were powered by the R-2800. But while the
P-47 achieved its highest speed at 30,020 feet (9,150 m) with the help of an intercooled
turbocharger,[37] the F4U-1 reached its maximum speed at 19,900 ft (6,100 m),[38] and used a
mechanically supercharged engine.[39]

Operational history
World War II

U.S. service

Carrier landing issues and release to the U.S. Marine Corps

The U.S. Navy received its first production F4U-1 on 31 July 1942, but getting it into service
proved difficult. The framed "birdcage" style canopy provided inadequate visibility for deck
taxiing. Even more seriously, the machine had a nasty tendency to "bounce" on touchdown,
which could cause it to miss the arresting hook and slam into the crash barrier, or even go out
of control. The long "hose nose" visibility problem and the enormous torque of the Double
Wasp engine also created operational problems.

Carrier qualification trials on the escort carrier USS Sangamon, on 25 September 1942,
caused the U.S. Navy to release the type to the United States Marine Corps.[40] Early Navy
pilots spoke disparagingly of the F4U as the "hog", "hosenose" or "bent-wing widow
maker".[41] At the time the U.S. Navy still had the Grumman F6F Hellcat, which did not have
the performance of the F4U but was a far better deck landing aircraft. The Marines needed a
better fighter than the F4F Wildcat. For them, it was not as important that the F4U could be
recovered aboard a carrier, as they usually flew from land bases. Growing pains aside,
Marine Corps squadrons readily took to the radical new fighter. The type was declared "ready
for combat" at the end of 1942, though only qualified to operate from land bases until carrier
qualification issues were worked out.[42]
Vought F4U-1A Corsair, BuNo 17883, of Gregory "Pappy" Boyington, the commander of
VMF-214, Vella Lavella end of 1943

Marine Corps combat

Early F4U-1s of VF-17

From February 1943 onward, the F4U operated from Guadalcanal and ultimately other bases
in the Solomon Islands. A dozen USMC F4U-1s of VMF-124, commanded by Major William
E. Gise, arrived at Henderson Field (code name "Cactus") on 12 February. The first recorded
combat engagement was on 14 February 1943, when Corsairs of VMF-124 under Major Gise
assisted P-40s and P-38s in escorting a formation of Consolidated B-24 Liberators on a raid
against a Japanese aerodrome at Kahili. Japanese fighters contested the raid and the
Americans got the worst of it, with four P-38s, two P-40s, two Corsairs and two Liberators
lost. No more than four Japanese Zeros were destroyed. A Corsair was responsible for one of
the kills, albeit due to a midair collision. The fiasco was referred to as the "Saint Valentine's
Day Massacre".[43][44] Despite the debut, the Marines quickly learned how to make better use
of the aircraft and started demonstrating its superiority over Japanese fighters. By May, the
Corsair units were getting the upper hand, and VMF-124 had produced the first Corsair ace,
Second Lieutenant Kenneth A. Walsh, who would rack up a total of 21 kills during the
war.[45] He remembered:

I learned quickly that altitude was paramount. Whoever had altitude dictated the terms of the
battle, and there was nothing a Zero pilot could do to change that — we had him. The F4U
could outperform a Zero in every aspect except slow speed manoeuvrability and slow speed
rate of climb. Therefore you avoided getting slow when combating a Zero. It took time but
eventually we developed tactics and deployed them very effectively... There were times,
however, that I tangled with a Zero at slow speed, one on one. In these instances I considered
myself fortunate to survive a battle. Of my 21 victories, 17 were against Zeros, and I lost five
aircraft in combat. I was shot down three times and I crashed one that ploughed into the line
back at base and wiped out another F4U.[46]

VMF-113 was activated on 1 January 1943 at Marine Corps Air Station El Toro as part of
Marine Base Defense Air Group 41. They were soon given their full complement of 24 F4U
Corsairs. On 26 March 1944, while escorting four B-25 bombers on a raid over Ponape, they
recorded their first enemy kills, downing eight Japanese aircraft. In April of that year, VMF-
113 was tasked with providing air support for the landings at Ujelang. Since the assault was
unopposed, the squadron quickly returned to striking Japanese targets in the Marshall Islands
for the remainder of 1944.

Corsairs were flown by the "Black Sheep" Squadron (VMF-214, led by Marine Major
Gregory "Pappy" Boyington) in an area of the Solomon Islands called "The Slot". Boyington
was credited with 22 kills in F4Us (of 28 total, including six in an AVG P-40, although his
score with the AVG has been disputed).[47] Other noted Corsair pilots of the period included
VMF-124's Kenneth Walsh, James E. Swett, and Archie Donahue, VMF-215's Robert M.
Hanson and Don Aldrich, and VF-17's Tommy Blackburn, Roger Hedrick, and Ira Kepford.
Nightfighter versions equipped Navy and Marine units afloat and ashore.

One particularly unusual kill was scored by Marine Lieutenant R. R. Klingman of VMF-312
(the "Checkerboards"), over Okinawa. Klingman was in pursuit of a Kawasaki Ki-45 Toryu
("Nick") twin-engine fighter at extremely high altitude when his guns jammed due to the gun
lubrication thickening from the extreme cold. He flew up and chopped off the Ki-45's tail
with the big propeller of the Corsair. Despite missing five inches (127 mm) off the end of his
propeller blades, he managed to land safely after this aerial ramming attack. He was awarded
the Navy Cross.[48]

At war's end, Corsairs were ashore on Okinawa, combating the kamikaze, and also were
flying from fleet and escort carriers. VMF-312, VMF-323, VMF-224, and a handful of others
met with success in the Battle of Okinawa.[49]

Field modifications for USMC Corsairs

Since Corsairs were being operated from shore bases, while still awaiting approval for U.S.
carrier operations, a number of FG-1As were built without their hydraulic wing folding
mechanisms being installed, hoping to improve performance by reducing aircraft weight,
with the added benefit of minimizing complexity.[50] (These Corsairs’ wings could still be
manually folded.[51]) USMC aircraft historian Jack Elliot’s research has determined that only
about 60 FG-1As were manufactured before these modifications were terminated because
there was little performance advantage, while there were real logistical challenges for
Goodyear.[52] A second option was to remove the folding mechanism in the field using a kit,
which could be done for Vought and Brewster Corsairs as well. On Dec 6, 1943, the Bureau
of Aeronautics issued guidance on weight-reduction measures for the F4U-1, FG-1, and F3A.
Corsair squadrons operating from land bases were authorized to remove catapult hooks,
arresting hook, and associated equipment, which eliminated 48 pounds of unnecessary
weight.[53] While there is no data to indicate to what extent these modifications where
incorporated, there are numerous photos in evidence of USMC Corsairs, of various
manufacturers and models, on islands in the Pacific without tailhooks installed.[54]
A Corsair fires its rockets at a Japanese stronghold on Okinawa

Fighter-bomber

Corsairs also served well as fighter-bombers in the Central Pacific and the Philippines. By
early 1944, Marine pilots were beginning to exploit the type's considerable capabilities in the
close-support role during amphibious landings. Charles Lindbergh flew Corsairs with the
Marines as a civilian technical advisor for United Aircraft Corporation in order to determine
how best to increase the Corsair's payload and range in the attack role and to help evaluate
future viability of single- versus twin-engine fighter design for Vought.[55] Lindbergh
managed to get the F4U into the air with 4,000 pounds (1,800 kg) of bombs, with a 2,000
pounds (910 kg) bomb on the centerline and a 1,000 pounds (450 kg) bomb under each
wing.[56] In the course of such experiments, he performed strikes on Japanese positions during
the battle for the Marshall Islands.[55]

By the beginning of 1945, the Corsair was a full-blown "mudfighter", performing strikes with
high-explosive bombs, napalm tanks, and HVARs. It proved versatile, able to operate
everything from Bat glide bombs to 11.75 in (300 mm) Tiny Tim rockets.[57] The aircraft was
a prominent participant in the fighting for the Palaus, Iwo Jima and Okinawa.

Navy service

Despite the decision to issue the F4U to Marine Corps units, two Navy units, VF-12 (October
1942) and later VF-17 (April 1943) were equipped with the F4U. By April 1943, VF-12 had
successfully completed deck landing qualification.[58] VF-12 soon abandoned its aircraft to
the Marines. VF-17 kept its Corsairs, but was removed from its carrier, USS Bunker Hill, due
to perceived difficulties in supplying parts at sea.[59] In November 1943, while operating as a
shore-based unit in the Solomon Islands, VF-17 reinstalled the tail hooks so its F4Us could
land and refuel while providing top cover over the task force participating in the carrier raid
on Rabaul. The squadron's pilots landed, refueled, and took off from their former home,
Bunker Hill and the USS Essex on 11 November 1943.[60]

Twelve USMC F4U-1s arrived at Henderson Field (Guadalcanal) on 12 February 1943. The
U.S. Navy did not get into combat with the type until September 1943. The work done by the
Royal Navy's FAA meant those models qualified the type for U.S. carrier operations first.
The U.S. Navy finally accepted the F4U for shipboard operations in April 1944, after the
longer oleo strut was fitted, which eliminated the tendency to bounce.[61] The first US Corsair
unit to be based effectively on a carrier was the pioneer USMC squadron VMF-124, which
joined Essex. They were accompanied by VMF-213. The increasing need for fighter
protection against kamikaze attacks resulted in more Corsair units being moved to carriers.[62]

Sortie, kill and loss figures

U.S. figures compiled at the end of the war indicate that the F4U and FG flew 64,051
operational sorties for the U.S. Marines and U.S. Navy through the conflict (44% of total
fighter sorties), with only 9,581 sorties (15%) flown from carrier decks.[63] F4U and FG pilots
claimed 2,140 air combat victories against 189 losses to enemy aircraft, for an overall kill
ratio of over 11:1.[64] Against the best Japanese opponents, the aircraft claimed a 12:1 kill
ratio against Mitsubishi A6M and 6:1 against the Nakajima Ki-84, Kawanishi N1K-J and
Mitsubishi J2M combined during the last year of the war.[65] The Corsair bore the brunt of
U.S. fighter-bomber missions, delivering 15,621 short tons (14,171 metric tons) of bombs
during the war (70% of total bombs dropped by U.S. fighters during the war).[64]

Corsair losses in World War II were as follows:-

 By aerial combat: 189

 By enemy ground and ship-board anti-aircraft fire: 349
 Operational losses during combat missions: 230
 Operational losses during non-combat flights: 692
 Destroyed aboard ships or on the ground: 164[64]

Royal Navy

Enhancement for carrier suitability

FAA Corsair Is at NAS Quonset Point, 1943.

In the early days of World War II, Royal Navy fighter requirements had been based on
cumbersome two-seat designs, such as the Blackburn Skua (and its turreted derivative the
Blackburn Roc) and the Fairey Fulmar, since it was expected that they would encounter only
long-range bombers or flying boats and that navigation over featureless seas required the
assistance of a radio operator/navigator. The Royal Navy hurriedly adopted higher-
performance single-seater aircraft such as the Hawker Sea Hurricane and the less robust
Supermarine Seafire, but neither of these aircraft had sufficient range to operate at a distance
from a carrier task force. The Corsair was welcomed as a much more robust and versatile
alternative.[66]
In November 1943, the Royal Navy received the first batch of 95 Vought F4U-1s, which
were given the designation of "Corsair I". The first squadrons were assembled and trained on
the U.S. East coast and then shipped across the Atlantic. The Royal Navy put the Corsair into
carrier operations immediately. They found its landing characteristics dangerous, suffering a
number of fatal crashes, but considered it as the best option they had.

In Royal Navy service, because of the limited hangar deck height in several classes of British
carrier, many Corsairs had their outer wings "clipped" by 8 in (200 mm) to clear the
deckhead.[67] The change in span brought about the added benefit of improving the sink rate,
reducing the F4U's propensity to "float" in the final stages of landing.[67] Despite the clipped
wings and the shorter decks of British carriers, Royal Navy aviators found landing accidents
less of a problem than they had been to U.S. Navy aviators, thanks to the curved approach
they used: British units solved the landing visibility problem by approaching the carrier in a
medium left-hand turn, which allowed the pilot to keep the carrier's deck in view over the
anhedral in the left wing root. This technique was later adopted by U.S. Navy and Marine
fliers for carrier use of the Corsair.[68]

The Royal Navy developed a number of modifications to the Corsair that made carrier
landings more practical. Among these are a bulged canopy (similar to the Malcolm Hood),
raising the pilot's seat 7 in (180 mm)[69] and wiring shut the cowl flaps across the top of the
engine compartment, diverting the oil and hydraulic fluid around the sides of the fuselage.[25]

Deployment

The Royal Navy initially received 95 “bird-cage” F4U-1s from Vought which were
designated Corsair Mk I in Fleet Air Arm service.[70] Next from Vought came 510 “blown-
canopy” F4U-1A/-1Ds, which were designated Corsair Mk II (the final 150 equivalent to the
F4U-1D, but not separately designated in British use).[71] 430 Brewster Corsairs (334 F3A-1
and 96 F3A-1D), more than half of Brewster’s total production, were delivered to Britain as
the Corsair Mk III.[72] 857 Goodyear Corsairs (400 FG-1/-1A and 457 FG-1D) were delivered
and designated Corsair Mk IV.[73] The Mk IIs and Mk IVs were the only versions to be used
in combat.[74]

The Royal Navy cleared the F4U for carrier operations well before the U.S. Navy and
showed that the Corsair Mk II could be operated with reasonable success even from escort
carriers. It was not without problems; one was excessive wear of the arrester wires, due both
to the weight of the Corsair and the understandable tendency of the pilots to stay well above
the stalling speed. A total of 2,012 Corsairs were supplied to the United Kingdom.[40]

Fleet Air Arm (FAA) units were created and equipped in the United States, at Quonset Point
or Brunswick and then shipped to war theaters aboard escort carriers. The first FAA Corsair
unit was 1830 NAS, created on the first of June 1943, and soon operating from
HMS Illustrious. At the end of the war, 18 FAA squadrons were operating the Corsair.
British Corsairs served both in Europe and in the Pacific. The first, and also most important,
European operations were the series of attacks (Operation Tungsten) in April, July and
August 1944 on the German battleship Tirpitz, for which Corsairs from HMS Victorious and
HMS Formidable provided fighter cover.[75] It appears the Corsairs did not encounter aerial
opposition on these raids.
From April 1944, Corsairs from the British Pacific Fleet took part in a several major air raids
in South East Asia beginning with Operation Cockpit, an attack on Japanese targets at Sabang
island, in the Dutch East Indies.

In July and August 1945, Corsair naval squadrons 1834, 1836, 1841 and 1842 took part in a
series of strikes on the Japanese mainland, near Tokyo. These squadrons operated from
Victorious and Formidable.[76] On 9 August 1945, days before the end of the war, Corsairs
from Formidable attacked Shiogama harbor on the northeast coast of Japan. Royal Canadian
Navy Volunteer Reserve pilot, Lieutenant Robert Hampton Gray, of 1841 Squadron was hit
by flak but pressed home his attack on a Japanese destroyer, sinking it with a 1,000 lb
(450 kg) bomb but crashing into the sea. He was posthumously awarded Canada's last
Victoria Cross, becoming the second fighter pilot of the war to earn a Victoria Cross as well
as the final Canadian casualty of World War II.[77] [N 3]

1831 NAS Corsair aboard HMS Glory, off Rabaul, 1945, with added "bars" based on their
June 28, 1943 adoption by the U.S. Navy

The U.S. Navy national insignia from June 28, 1943 onwards, the source of the added "bars"
for the British roundels used by SEAC in the Pacific.

FAA Corsairs originally fought in a camouflage scheme with a Dark Slate Grey/Extra Dark
Sea Grey disruptive pattern on top and Sky undersides, but were later painted overall dark
blue. As it had become imperative for all Allied aircraft in the Pacific Theater of World War
II to abandon all use of any "red devices" in their national insignia — to prevent any chance
of misidentification with Japanese military aircraft, all of which bore the circular, all-red
Hinomaru insignia (often nicknamed a "meatball" by Allied aircrew) that is still in use to this
day, the main Allied force in the Pacific, the United States, had all areas of red color removed
(specifically removing the red center to the roundel) and removed any sort of national
fin/rudder markings, which at that time had seven horizontal red stripes, from the American
national aircraft insignia scheme by May 6, 1942. The British did likewise around the same
timeframe, starting with a simple paintover with white paint, of their "Type C" roundel's red
center, at about the time the U.S. Navy removed the red-center from their roundel. Later, a
shade of slate gray center color replaced the white color on the earlier roundel. When the
Americans starting using the added white "bars" to either side of their blue/white star roundel
on June 28, 1943; SEAC British Corsairs, most all of which still used the earlier blue/white
Type C roundel with the red center removed, added similar white "bars" to either side of their
blue-white roundels to emulate the Americans.

In all, out of 18 carrier-based squadrons, eight saw combat, flying intensive ground
attack/interdiction operations and claiming 47.5 aircraft shot down.[78]

At the end of World War II, under the terms of the Lend-Lease agreement, the aircraft had
either to be paid for or to be returned to the U.S. As the UK did not have the means to pay for
them, the Royal Navy Corsairs were pushed overboard into the sea in Moreton Bay off
Brisbane, Australia.[79][better source needed]

Royal New Zealand Air Force

Equipped with obsolete Curtiss P-40s, Royal New Zealand Air Force (RNZAF) squadrons in
the South Pacific performed impressively compared to the American units they operated
alongside, in particular in the air-to-air role. The American government accordingly decided
to give New Zealand early access to the Corsair, especially as it was not initially being used
from carriers. Some 424 Corsairs equipped 13 RNZAF squadrons, including No. 14
Squadron RNZAF and No. 15 Squadron RNZAF, replacing Douglas SBD Dauntlesses as
well as P-40s.[80] Most of the F4U-1s[N 4] were assembled by Unit 60 with a further batch
assembled and flown at RNZAF Hobsonville. In total there were 336 F4U-1s and 41 F4U-
1Ds used by the RNZAF during the Second World War. Sixty FG-1Ds arrived late in the
war.[81]

RNZAF Corsairs with a Royal Australian Air Force CAC Boomerang on Bougainville, 1945.

The first deliveries of lend-lease Corsairs began in March 1944 with the arrival of 30 F4U-1s
at the RNZAF Base Depot Workshops (Unit 60) on the island of Espiritu Santo in the New
Hebrides. From April, these workshops became responsible for assembling all Corsairs for
the RNZAF units operating the aircraft in the South West Pacific; and a Test and Despatch
flight was set up to test the aircraft after assembly. By June 1944, 100 Corsairs had been
assembled and test flown.[80] The first squadrons to use the Corsair were 20 and 21 Squadrons
on Espiritu Santo, operational in May 1944. The organization of the RNZAF in the Pacific
and New Zealand meant that only the pilots and a small staff belonged to each squadron (the
maximum strength on a squadron was 27 pilots): squadrons were assigned to several
Servicing Units (SUs, composed of 5-6 officers, 57 NCOs, 212 airmen) which carried out
aircraft maintenance and operated from fixed locations:[82] hence F4U-1 NZ5313 was first
used by 20 Squadron/1 SU on Guadalcanal in May 1944; 20 Squadron was then relocated to
2 SU on Bougainville in November.[83] In all there were ten front line SUs plus another three
based in New Zealand. Because each of the SUs painted its aircraft with distinctive
markings[84] and the aircraft themselves could be repainted in several different colour
schemes, the RNZAF Corsairs were far less uniform in appearance compared with their
American and FAA contemporaries.[85] By late 1944, the F4U had equipped all ten Pacific-
based fighter squadrons of the RNZAF.[81]

By the time the Corsairs arrived, there were very few Japanese aircraft left in New Zealand's
allocated sectors of the Southern Pacific, and despite the RNZAF squadrons extending their
operations to more northern islands, they were primarily used for close support of American,
Australian, and New Zealand soldiers fighting the Japanese. At the end of 1945, all Corsair
squadrons but one (No. 14) were disbanded. That last squadron was based in Japan, until the
Corsair was retired from service in 1947.[86]

No. 14 Squadron was given new FG-1Ds and in March 1946 transferred to Iwakuni, Japan as
part of the British Commonwealth Occupation Force.[87] Only 1 airworthy example of the 437
aircraft procured survives: FG-1D NZ5648/ZK-COR, owned by the Old Stick and Rudder
Company at Masterton, NZ.[88]

Luftwaffe and Japanese Corsairs

On 18 July 1944, a British Corsair F4U-1A, JT404 of 1841 Naval Air Squadron, was
involved in anti-submarine patrol from HMS Formidable en route to Scapa after Operation
Mascot (an attack on the German battleship Tirpitz). It flew in company with a Fairey
Barracuda. Due to technical problems the Corsair made an emergency landing in a field on
Hamarøy north of Bodø, Norway. The pilot, Lt Mattholie, was taken prisoner and the aircraft
captured undamaged. Luftwaffe interrogators failed to get the pilot to explain how to fold the
wings so as to transport the aircraft to Narvik. The Corsair was ferried by boat for further
investigation. Later the Corsair was taken to Germany and listed as one of the captured
enemy aircraft (Beuteflugzeug) based at Erprobungsstelle Rechlin, the central German
military aviation test facility and the equivalent of the Royal Aircraft Establishment, for 1944
under repair. This was probably the only Corsair captured by the Germans.[89]

In 1945, U.S. forces captured an F4U Corsair near the Kasumigaura flight school. The
Japanese had repaired it, covering damaged parts on the wing with fabric and using spare
parts from crashed F4Us. It seems Japan captured two force-landed Corsairs fairly late in the
war and may have even tested one in flight.[N 5]

Korean War

A United States Navy F4U-5NL Corsair equipped with the air intercept radar (right wing)
and a 154-gallon drop tank in the Geneseo Airshow, in July 9, 2006
During the Korean War, the Corsair was used mostly in the close-support role. The AU-1
Corsair was developed from the F4U-5 and was a ground-attack version which normally
operated at low altitudes: as a consequence the Pratt & Whitney R-2800-83W engine used a
single-stage, manually controlled supercharger, rather than the two-stage automatic
supercharger of the -5.[90] The versions of the Corsair used in Korea from 1950 to 1953 were
the AU-1, F4U-4B, -4P and -5N and 5-NL.[91] There were dogfights between F4Us and
Soviet-built Yakovlev Yak-9 fighters early in the war, but when the enemy introduced the
Mikoyan-Gurevich MiG-15, the Corsair was outmatched: on 10 September 1952, a MiG-15
made the mistake of getting into a turning contest with a Corsair piloted by Marine pilot
Captain Jesse G. Folmar, with Folmar shooting the MiG down with his four 20 mm cannon.
In turn, four MiG-15s shot down Folmar minutes later; Folmar bailed out and was quickly
rescued with little injury.[92]

F4U-5N and -5NL Corsair night fighters were used to attack enemy supply lines, including
truck convoys and trains, as well as interdicting night attack aircraft (such as the Polikarpov
Po-2 "Bedcheck Charlies", which were used to harass United Nations forces at night). The
F4Us often operated with the help of C-47 'flare ships' which dropped hundreds of 1,000,000
candlepower magnesium flares to illuminate the targets.[93] For many operations detachments
of U.S. Navy F4U-5Ns were posted to shore bases. The leader of one such unit, Lieutenant
Guy Bordelon of VC-3 Det D (Detachment D), off USS Princeton, become the Navy's only
ace in the war, in addition to being the only American ace in Korea that used a piston engined
aircraft.[94] Bordelon, nicknamed "Lucky Pierre", was credited with three Lavochkin La-9s or
La-11s and two Yakovlev Yak-18s between 29 June and 16/17 July 1952.[95] Navy and
Marine Corsairs were credited with a total of 12 enemy aircraft.

More generally, Corsairs performed attacks with cannons, napalm tanks, various iron bombs
and unguided rockets. The 5 inch HVAR was a reliable standby; sturdy Soviet-built armor
proved resistant to the HVAR's punch, which led to a new 6.5 in (16.5 cm) shaped charge
antitank warhead being developed. The result was called the "Anti-Tank Aircraft Rocket
(ATAR)." The 11 inch (29.85 cm) "Tiny Tim" was also used in combat, with two under the
belly.[96]

Lieutenant Thomas J. Hudner, Jr., flying an F4U-4 of VF-32 off the USS Leyte, was awarded
the Medal of Honor for crash landing his Corsair in an attempt to rescue his squadron mate,
Ensign Jesse L. Brown, whose aircraft had been forced down by antiaircraft fire near
Changjin. Brown, who did not survive the incident, was the U.S. Navy's first African
American naval aviator.[97][98][99]

Aéronavale

Main article: Aéronavale

After the war, the French Navy had an urgent requirement for a powerful carrier-born close-
air support aircraft to operate from the French Navy's four aircraft carriers that it acquired in
the late 1940s (Two former U.S. Navy and two Royal Navy carriers were transferred).
Secondhand US Navy Douglas SBD Dauntless dive-bombers of Flotille 3F and 4F were used
to attack enemy targets and support ground forces in the north of Indo-China. Former US
Grumman F6F-5 Hellcats and Curtiss SB2C Helldivers replaced the Dauntless in attacking
roads, bridges and providing close air support. A new and more capable aircraft was
needed.[citation needed]
Early F4U-7 Corsair in flight in black and white with the former flashes of the French Naval
Aviation.

First Indochina War

The last production Corsair was the "F4U-7", which was built specifically for the French
naval air arm, the Aéronavale. The XF4U-7 prototype did its test flight on 2 July 1952 with a
total of 94 F4U-7s built for the French Navy's Aéronavale (79 in 1952, 15 in 1953), with the
last of the batch, the final Corsair built, rolled out on 31 January 1953.[1] The F4U-7s were
actually purchased by the U.S. Navy and passed on to the Aéronavale through the U.S.
Military Assistance Program (MAP). The French Navy used its F4U-7s during the second
half of the First Indochina War in the 1950s (12.F, 14.F, 15.F Flotillas),[1] where they were
supplemented by at least 25 ex-USMC AU-1s passed on to the French in 1954, after the end
of the Korean War.[100]

On 15 January 1953, Flotille 14F, based at Karouba Air Base near Bizerte in Tunisia, became
the first Aéronavale unit to receive the F4U-7 Corsair. Flotille 14F pilots arrived at Da Nang
on 17 April 1954, but without their aircraft. The next day, the carrier USS Saipan delivered
25 war-weary ground attack Ex-USMC AU-1 Corsairs (flown by VMA-212 at the end of the
Korean War). During three months operating over Dien Bien Phu and Viêt-Nam, the Corsairs
flew 959 combat sorties totaling 1,335 flight hours. They dropped some 700 tons of bombs
and fired more than 300 rockets and 70.000 20mm rounds. Six aircraft were damaged and
two shot down by Viet Minh.[citation needed]

In September 1954, F4U-7 Corsairs were loaded aboard the Dixmude and brought back to
France in November. The surviving Ex-USMC AU-1s were taken to the Philippines and
returned to the U.S. Navy. In 1956, Flotille 15F returned to South Vietnam, equipped with
F4U-7 Corsairs.[101]

Suez Crisis

The 14.F and 15.F Flotillas also took part in the Anglo-French-Israeli seizure of the Suez
Canal in October 1956, code-named Operation Musketeer. The Corsairs were painted with
yellow and black recognition stripes for this operation. They were tasked with destroying
Egyptian Navy ships at Alexandria but the presence of U.S. Navy ships prevented the
successful completion of the mission. On 3 November, 16 F4U-7s attacked airfields in the
Delta, with one corsair shot down by anti-aircraft fire. Two more Corsairs were damaged
when landing back on the carriers. The Corsairs engaged in Operation Musketeer dropped a
total of 25 tons of bombs, fired more than 500 rockets and 16,000 20mm rounds.[citation needed]

Algerian War
As soon as they disembarked from the carriers that took part in Operation Musketeer, at the
end of 1956, all three Corsair Flotillas, moved to Telergma and Oran airfields in Algeria from
where they provided CAS and helicopter escort. They were joined by the new "Flottille 17F",
established at Hyères in April 1958.[citation needed]

French F4U-7 Corsairs (with some loaned AU-1s) of the 12F, 14F, 15F and 17F Flotillas
conducted missions during the Algerian War between 1955 and 1962. Between February and
March 1958, several strikes and CAS missions were launched from the "Bois-Belleau", the
only carrier involved in the Algeria War.[1]

Former Argentine F4U-5NL in Aeronavale 14.F flotilla colors in 2006

Tunisia

France recognized Tunisian independence and sovereignty in 1956 but continued to station
military forces at Bizerte and planned to extend the airbase. In 1961, Tunisia asked France to
evacuate the base. Tunisia imposed a blockade on the base on 17 July, hoping to force its
evacuation. This resulted in a battle between militiamen and the French military which lasted
three days. French paratroopers, escorted by Corsairs of the 12F and 17F Flotillas, were
dropped to reinforce the base and the Aéronavale launched air strikes on Tunisian troops and
vehicles between 19–21 July, carrying out more than 150 sorties. Three Corsairs were
damaged by ground fire.[citation needed]

French experiments

In early 1959, the Aéronavale experimented with the Vietnam War-era SS.11 wire-guided
anti-tank missile on F4U-7 Corsairs.[102][103] The 12.F pilots trained for this experimental
program were required to "fly" the missile at approximatively two kilometers from the target
on low altitude with a joystick using the right hand while keeping track of a flare on its tail,
and piloting the aircraft using the left hand;[102] an exercise that could be very tricky in a
single-seat aircraft under combat conditions. Despite reportedly effective results during the
tests, this armament was not used with Corsairs during the ongoing Algerian War.[102]

The Aéronavale used 163 Corsairs (94 F4U-7s and 69 AU-1s), the last of them used by the
Cuers-based 14.F Flotilla were out of service by September 1964,[1] with some surviving for
museum display or as civilian warbirds. By the early 1960s, two new modern aircraft carriers,
the Clemenceau and the Foch, had entered service with the French Navy and with them a new
generation of jet-powered combat aircraft.[87]

"Football War"

Corsairs flew their final combat missions in 1969 during the so-called "Football War"
between Honduras and El Salvador, in service with both air forces.
Lynn Garrison in F4U-7 133693 – N693M leads Corsair IIs of VA-147, over NAS Lemoore,
California, 7 July 1967 prior to first deployment to Vietnam on USS Ranger. The A-7A "NE-
300" is the aircraft of the Air Group Commander (CAG) of Attack Carrier Air Wing 2
(CVW-2)

The conflict was allegedly triggered, though not really caused, by a disagreement over a
football (soccer) match. Captain Fernando Soto of the Honduran Air Force shot down three
Salvadoran Air Force aircraft on 17 July 1969. In the morning he shot down a Cavalier
Mustang, killing the pilot. In the afternoon, he shot down two FG-1s; the pilot of the second
aircraft may have bailed out, but the third exploded in the air, killing the pilot. These combats
were the last ones among propeller-driven aircraft in the world and also making Soto the only
pilot credited with three kills in an American continental war. El Salvador did not shoot down
any Honduran aircraft.[104] At the outset of the Football War, El Salvador enlisted the
assistance of several American pilots with P-51 and F4U experience. Bob Love, a Korean
war ace, Chuck Lyford, Ben Hall and Lynn Garrison are believed to have flown combat
missions, but it has never been confirmed. Lynn Garrison had purchased F4U-7 133693 from
the French MAAG office when he retired from French naval service in 1964. It was
registered N693M and was later destroyed in a 1987 crash in San Diego, California.[105]

Legacy

The Corsair entered service in 1942. Although designed as a carrier fighter, initial operation
from carrier decks proved to be troublesome. Its low-speed handling was tricky due to the left
wing stalling before the right wing. This factor, together with poor visibility over the long
nose (leading to one of its nicknames, "The Hose Nose"), made landing a Corsair on a carrier
a difficult task. For these reasons, most Corsairs initially went to Marine Corps squadrons
who operated off land-based runways, with some early Goodyear-built examples (designated
FG-1A) being built with fixed wings[N 6].[40] The USMC aviators welcomed the Corsair with
open arms as its performance was far superior to the contemporary Brewster Buffalo and
Grumman F4F-3 and -4 Wildcat.

Moreover, the Corsair was able to outperform the primary Japanese fighter, the A6M Zero.
While the Zero could outturn the F4U at low speed, the Corsair was faster and could outclimb
and outdive the A6M.[106]

This performance advantage, combined with the ability to take severe punishment, meant a
pilot could place an enemy aircraft in the killing zone of the F4U's six .50 (12.7 mm) M2
Browning machine guns and keep him there long enough to inflict major damage. The 2,300
rounds carried by the Corsair gave just under 30 seconds of fire from each gun, which, fired
in three to six-second bursts, made the F4U a devastating weapon against aircraft, ground
targets, and even ships.

Corsair on display at the National Air and Space Museum, Steven F. Udvar-Hazy Center

Beginning in 1943, the Fleet Air Arm (FAA) also received Corsairs and flew them
successfully from Royal Navy carriers in combat with the British Pacific Fleet and in
Norway.[107] These were clipped-wing Corsairs, the wingtips shortened 8 in (20 cm) to clear
the lower overhead height of RN carriers. FAA also developed a curving landing approach to
overcome the F4U's deficiencies.[108]

Underside of a Corsair

Infantrymen nicknamed the Corsair "The Sweetheart of the Marianas" and "The Angel of
Okinawa" for its roles in these campaigns. Among Navy and Marine aviators, the aircraft was
nicknamed "Ensign Eliminator" and "Bent-Wing Eliminator" because it required many more
hours of flight training to master than other Navy carrier-borne aircraft. It was also called
simply "U-bird" or "Bent Wing Bird".[2] Although Allied World War II sources frequently
make the claim that the Japanese called the Corsair the "Whistling Death", Japanese sources
do not support this, and it was mainly known as the Sikorsky.[109]

The Corsair has been named the official aircraft of Connecticut due to its connection with
Sikorsky Aircraft.[110]

Variants
An early F4U-1 in flight.

During World War II, Corsair production expanded beyond Vought to include Brewster and
Goodyear models. Allied forces flying the aircraft in World War II included FAA and
RNZAF. Eventually, more than 12,500 F4Us would be built, comprising 16 separate
variants.[4]

F4U-1 (Corsair Mk I Fleet Air Arm): The first production version of the Corsair with the
distinctive "bird cage" canopy and low seating position.[N 7] The differences over the XF4U-1
were as follows:

 Six .50 in (12.7 mm) Browning AN/M2 machine guns were fitted in the outer wing
panels, displacing fuel tanks.
 An enlarged 237 gal (897 l) fuel tank was fitted ahead of the cockpit, in place of the
fuselage armament. The cockpit was moved back by 32 in (810 mm).
 The fuselage was lengthened by 1 ft 5 in (0.43 m).
 The more powerful R-2800-8 Double Wasp was fitted.
 150 pounds (68 kg) of armor plate was fitted to the cockpit and a 1.5 in (38 mm)
bullet-resistant glass screen was fitted behind the curved windscreen.
 IFF transponder equipment was fitted.
 Curved transparent panels were incorporated into the fuselage behind the pilot's
headrest.
 The flaps were changed from deflector type to NACA slotted.
 The span of the ailerons was increased while that of the flaps was decreased.
 One 62 gal (234 l) auxiliary fuel cell (not a self-sealing type) was installed in each
wing leading edge, just outboard of the guns.

In Fleet Air Arm service the F4U-1 was given the service name Corsair Mk I.[111] Vought
also built a single F4U-1 two-seat trainer; the Navy showed no interest.[112]

F4U-1A (Corsair Mk II Fleet Air Arm): The designation F4U-1A does not appear in lists of
Corsair Bureau Numbers and was not officially used, being applied post-war to differentiate
mid-to-late production F4U-1s from the early production variant.[33][113] Mid-to-late
production Corsairs incorporated a new, taller and wider clear-view canopy with only two
frames — very close to what the Malcolm hood did for British fighter aircraft — along with a
simplified clear view windscreen; the new canopy design meant that the semi-elliptical
Plexiglas rear-view dorsal turtledeck "flank" windows could be omitted. The pilot's seat was
raised 7 in (180 mm) which, combined with the new canopy and a lengthened tailwheel strut,
allowed the pilot better visibility over the long nose. In addition to these changes the clear
view panels under the cockpit were also omitted. These Corsairs introduced a 6 in (150 mm)-
long stall strip just outboard of the gun ports on the right wing leading edge and improved
undercarriage oleo struts which eliminated bouncing on landing, making these the first
"carrier capable" F4Us. Though the Royal Navy had been successfully operating the Corsair
Mk I since 1 June 1943 when No. 1830 Squadron was commissioned and assigned to HMS
Illustrious.[114] F4U-1s in many USMC squadrons had their arrester hooks removed.[N 8]
Additionally, an experimental R-2800-8W engine with water injection was fitted on one of
the late F4U-1As. After satisfactory results, many F4U-1As were fitted with the new
powerplant. The aircraft carried 237 gal (897 l) in the main fuel tank, located in front of the
cockpit, as well as an unarmored, non-self-sealing 62 gal (235 l) fuel tank in each wing. This
version of the Corsair was the first to be able to carry a drop tank under the center-section.
With drop tanks fitted, the fighter had a maximum ferry range of just over 1,500 mi
(2,400 km).

In British service, the aircraft type was modified with "clipped" wings (8 in (200 mm) was
cut off each wingtip) for use on British aircraft carriers,[111] under the designation Corsair Mk
II.[115]

A F3A-1 in a dive

F3A-1 (Corsair Mk III Fleet Air Arm): This was the designation for the Brewster-built
F4U-1. Just over 700 were built before Brewster was forced out of business. Poor production
techniques and ineffective quality control meant that these aircraft were red-lined for speed
and prohibited from aerobatics after several lost their wings. This was later traced to poor
quality wing fittings. None of the Brewster-built Corsairs reached front line units.[116] In Fleet
Air Arm service all Brewster-built Corsairs were designated Corsair III.[117]

FG-1 (-1A & -1D) (Corsair Mk IV Fleet Air Arm): This is the designation for Corsair’s that
were license built by Goodyear, to the same specifications as Vought’s Corsairs.[118] The first
Goodyear built FG-1 flew in February 1943[119] and Goodyear began delivery of FG-1
Corsairs in April 1943.[120] The company continued production until the end of the war and
delivered 4,006 FG-1 series Corsairs, including sixty FG-1Ds to the RNZAF[121] and 857
(400 FG-1/-1A and 457 FG-1D) to the Royal Navy as Corsair Mk IVs.[122] While the total
number of FG-1/-1A produced is known, the exact number of each type is not, due to the
History Cards being lost.[123]

It is often incorrectly reported that all FG-1/-1A Corsairs were “land-based” or “fixed wing”
aircraft built for the USMC, when in fact all FG-1/-1A/-1D Corsairs had wings capable of
folding for carrier storage.[124] 104 FG-1As were delivered to the Royal Navy and operated
from carriers as the Corsair IV.[125] Additionally, about 20 percent of accounted for FG-1A
losses, were assigned to USN squadrons.[126]
F4U-1B: This was an unofficial post-war designation used to identify F4U-1s modified for
FAA use.[33]

F4U-1C: The prototype F4U-1C, BuNo50277, appeared in August 1943 and was based on an
F4U-1. A total of 200 of this variant were built July–November 1944; all were based on the
F4U-1D and were built in parallel with that variant.[80] Intended for ground-attack as well as
fighter missions, the F4U-1C was similar to the F4U-1D but its six machine guns were
replaced by four 20 millimeter (0.79 in) AN/M2 cannons with 231 rounds of ammunition per
gun.[127] The F4U-1C was introduced to combat during 1945, most notably in the Okinawa
campaign. Aviators preferred the standard armament of six .50 in (12.7 mm) machine guns
since they were already more than powerful enough to destroy most Japanese aircraft, and
had more ammunition and a higher rate of fire.[128] The weight of the Hispano cannon and
their ammunition affected the flight performance, especially its agility, but the aircraft was
found to be especially potent in the ground attack role.

A Goodyear-built FG-1D, with the later single-piece "blown" canopy used by the F4U-1D.

F4U-1D (Corsair Mk II Fleet Air Arm): Built in parallel with the F4U-1C, but was
introduced in April 1944. It had the new -8W water-injection engine. This change gave the
aircraft up to 250 hp (190 kW) more power, which, in turn, increased performance. Speed
was increased from 417 mph (671 km/h) to 425 mph (684 km/h). Due to the U.S. Navy's
need for fighter-bombers, it had a payload of rockets double the -1A's, as well as twin-rack
plumbing for an additional belly drop tank. These modifications necessitated the need for
rocket tabs (attached to fully metal-plated underwing surfaces) and bomb pylons to be bolted
onto the fighter, causing extra drag. The extra fuel carried by the two drop tanks would still
allow the aircraft to fly relatively long missions despite the heavy, un-aerodynamic loads. A
single piece "blown" clear-view canopy was adopted as standard equipment for the -1D
model, and all later F4U production aircraft. Additional production was carried out by
Goodyear (FG-1D) and Brewster (F3A-1D). In Fleet Air Arm service, both the Vought
manufactured F4U-1A and F4U-1Ds were designated Corsair Mk II.[129]

F4U-1P: A rare photo reconnaissance variant.[130]

F4U-2s aboard USS Intrepid (CV-11). The radome on the right outer wing is just visible.

XF4U-2: Special night fighter variant, equipped with two auxiliary fuel tanks.[131]
F4U-2: Experimental conversion of the F4U-1 Corsair into a carrier-borne night fighter,
armed with five .50 in (12.7 mm) machine guns (the outboard, right gun was deleted), and
fitted with Airborne Intercept (AI) radar set in a radome placed outboard on the starboard
wing. Since Vought was preoccupied with more important projects, only 32 were converted
from existing F4U-1s by the Naval Aircraft Factory and another two by front line
units.[132][133] The type saw combat with VF(N)-101 aboard USS Enterprise and USS Intrepid
in early 1944, VF(N)-75 in the Solomon Islands and VMF(N)-532 on Tarawa.

An XF4U-3 in 1946.

XF4U-3: Experimental aircraft built to hold different engines in order to test the Corsair's
performance with a variety of power plants. This variant never entered service. Goodyear
also contributed a number of airframes, designated FG-3, to the project. A single sub-variant
XF4U-3B with minor modifications was also produced.[134] XF4U-3B, planned procurement
for the FAA.[131]

XF4U-4: New engine and cowling.[131]

F4U-4: The last variant to see action during World War II, deliveries to the U.S. Navy of the
F4U-4 began late in 1944, and this version fully equipped naval squadrons four months
before the end of hostilities. It had the 2,100 hp (1,600 kW) dual-stage-supercharged -18W
engine. When the cylinders were injected with the water/alcohol mixture, power was boosted
to 2,450 hp (1,830 kW). The aircraft required an air scoop under the nose and the unarmored
wing fuel tanks of 62 gal (234 l) capacities were removed for better maneuverability at the
expense of maximum range. The propeller was changed to a four blade type. Maximum speed
was increased to 448 miles per hour (721 km/h) and climb rate to over 4,500 ft/min
(1,180 m/min) as opposed to the 2,900 ft/min (884 m/min) of the F4U-1A.[135] The "4-Hog"
retained the original armament and had all the external load (i.e., drop tanks, bombs)
capabilities of the F4U-1D. The windscreen was now flat bullet-resistant glass to avoid
optical distortion, a change from the curved Plexiglas windscreens with the internal plate
glass of the earlier Corsairs.[citation needed] Vought also tested the two F4U-4Xs (BuNos 49763
and 50301, prototypes for the new R2800) with fixed wing-tip tanks (the Navy showed no
interest) and an Aeroproducts six-blade contraprop (not accepted for production).[136]
An F4U-4 of VF-1b on board USS Midway, 1947–1948.

F4U-4B: 300 F4U-4s ordered with alternate gun armament of four 20 millimetres (0.79 in)
AN/M3 cannon.[137]

F4U-4E and F4U-4N: Developed late in WWII, these night fighters featured radar radomes
projecting from the right wingtip. The -4E was fitted with the APS-4 search radar, while the -
4N was fitted with the APS-6 type. In addition, these aircraft were often refitted with four
20mm M2 cannons similar to the F4U-1C. Though these variants would not see combat
during WWII, the night fighter variants would see great use during the Korean war.[138]

F4U-4K: Experimental drone.[131]

F4U-4P: As with the -1P, a rare photo reconnaissance variant.[130]

XF4U-5: New engine cowling, other extensive changes.[131]

A VMF(N)-513 F4U-5N at Wonsan during the Korean War, 1950.

F4U-5: A 1945 design modification of the F4U-4, first flown on 21 December 1945, was
intended to increase the F4U-4 Corsair's overall performance and incorporate many Corsair
pilots' suggestions. It featured a more powerful Pratt and Whitney R-2800-32(E) engine with
a two-stage supercharger,[139] rated at a maximum of 2,760 hp (2,060 kW). Other
improvements included automatic blower controls, cowl flaps, intercooler doors and oil
cooler for the engine, spring tabs for the elevators and rudder, a completely modernized
cockpit, a completely retractable tail wheel, and heated cannon bays and pitot head. The
cowling was lowered two degrees to help with forward visibility, but perhaps most striking as
the first variant to feature all-metal wings (223 units produced).[140][141] Maximum speed was
408 knots (470 mph) and max rate of climb at sea level 4,850 feet per minute.[142]

F4U-5N: Radar equipped version (214 units produced)

F4U-5NL: Winterized version (72 units produced,[143] 29 modified from F4U-5Ns (101
total)). Fitted with rubber de-icing boots on the leading edge of the wings and tail.[144]

F4U-5P: Long-range photo-reconnaissance version (30 units produced)

A factory-fresh AU-1, 1952.

F4U-6: Re-designated AU-1, this was a ground-attack version produced for the U.S. Marine
Corps.

F4U-7 : AU-1 developed for the French Navy.

FG-1E: Goodyear FG-1 with radar equipment.[131]

FG-1K: Goodyear FG-1 as drone.[131]

FG-3: Turbosupercharger version converted from FG-1D.

FG-4:Goodyear F4U-4, never delivered.[131]

AU-1:U.S. Marines attack variant with extra armor to protect the pilot and fuel tank, and the
oil coolers relocated inboard to reduce vulnerability to ground fire. The supercharger was
simplified as the design was intended for low-altitude operation. Extra racks were also fitted.
Fully loaded for combat the AU-1 weighed 20% more than a fully loaded F4U-4, and was
capable of carrying 8,200 lb of bombs. The AU-1 had a maximum speed of 238 miles per
hour at 9,500 ft, when loaded with 4,600 lb of bombs and a 150-gallon drop-tank. When
loaded with eight rockets and two 150-gallon drop-tanks, maximum speed was 298 mph at
19,700 ft. When not carrying external loads, maximum speed was 389 mph at 14,000 ft. First
produced in 1952 and used in Korea, and retired in 1957. Re-designated from F4U-
6.[145][146][147]

Corsair Mk I: The Royal Navy’s Fleet Air Arm designation for its initial 95 Vought F4U-1s.
These were all early “bird-cage” Corsairs.[148]

Corsair Mk II: The Fleet Air Arm designation for Corsairs received from Vought. 360
“blown canopy” F4U-1As and 150 F4U-1D equivalent aircraft were delivered.[149]

Corsair Mk III: The Fleet Air Arm designation for Brewster manufactured Corsairs. 430
Brewster Corsairs (334 F3A-1 and 96 F3A-1D), more than half of Brewster’s total
production, were delivered to the FAA.[150]
Corsair Mk IV: The Fleet Air Arm designation for Goodyear manufactured Corsairs. 857
Goodyear Corsairs (400 FG-1/-1A and 457 FG-1D) were delivered.[151]

Super Corsair variants

Main article: Goodyear F2G Corsair

In March 1944, Pratt & Whitney requested a F4U-1 Corsair from Vought Aircraft for
evaluation of their new P&W R-4360, Wasp Major 4-row 28-cylinder "corncob" radial
engine. The F2G-1 and F2G-2 were significantly different aircraft. F2G-1 featured a manual
folding wing and 14 ft (4.3 m) propeller, while the F2G-2 had hydraulic operated folding
wings, 13 ft (4.0 m) propeller and carrier arresting hook for carrier use.[152] There were five
pre-production XF2G-1s BuNo 14691, 14692, 14693 (Race 94), 14694 (Race 18), and 14695.
There were ten production F2Gs. Five F2G-1s BuNo 88454 (Museum of Flight in Seattle,
Washington), 88455, 88456, 88457 (Race 84), 88458 (Race 57) and five F2G-2s BuNo
88459, 88460, 88461, 88462, and 88463 (Race 74). Five F2Gs were sold as surplus and went
on to racing success after the war (indicated by the "Race" number after the BuNo), winning
the Thompson trophy races in 1947 and 1949. The only surviving F2G-1s are BuNos 88454
and 88458 (Race 57). The only surviving F2G-2 was BuNo 88463 (Race 74). It was
destroyed in a crash September 2012 after having a full restoration completed in July
2011.[152]

Operators

Argentine F9F Cougar and F4U Corsairs, 1960s

Corsair FG-1D (Goodyear built F4U-1D) in the Royal New Zealand Air Force markings
Argentina

 Argentine Navy
o Argentine Naval Aviation operated 26 F4U-5/5N/5NL Corsairs from 1956 to
1968 from ARA Independencia[153]

El Salvador
  Air Force of El Salvador operated 25 F4U/FG-1D from 1957 to 1976[154]

France

 French Navy operated 25 AU-1 and 94 F4U-7 from 1954 to 1964

o Aeronavale
 French Aéronavale 12.F Flotilla[102]
 French Aéronavale 14.F Flotilla[102]
 French Aéronavale 15.F Flotilla[102]
 French Aéronavale 17.F Flotilla

Honduras

 Honduran Air Force operated 19 from 1956 to 1979

FAH-609
New Zealand

 Royal New Zealand Air Force operated 368 F4U-1 and 60 FG-1D from 1944 to 1949
o No. 14 Squadron RNZAF
o No. 15 Squadron RNZAF
o No. 16 Squadron RNZAF
o No. 17 Squadron RNZAF
o No. 18 Squadron RNZAF
o No. 19 Squadron RNZAF
o No. 20 Squadron RNZAF
o No. 21 Squadron RNZAF
o No. 22 Squadron RNZAF
o No. 23 Squadron RNZAF
o No. 24 Squadron RNZAF
o No. 25 Squadron RNZAF
o No. 26 Squadron RNZAF

United Kingdom

 Royal Navy Fleet Air Arm operated 2,012 Corsairs of all types during World War 2,
including 95 Corsair I (F4U-1), 510 Corsair II (F4U-1A), 430 Corsair III (F3A-1D)
and 977 Corsair IV (FG-1D)[155]
o Fleet Air Arm

United States
  United States Navy
 United States Marine Corps

Surviving aircraft
Main article: List of surviving Vought F4U Corsairs

According to the FAA there are 45 privately owned F4Us in the U.S.[156] Also there is a F4U-
4 Corsair with serial number 96995 owned by the Flying Bulls.[157]

Specifications F4U-4

AU-1 Corsair Standard Aircraft Characteristics

Data from F4U-4 Detail Specification;[158] F4U-4 Airplane Characteristics and Performance[159]

General characteristics
 Crew: One
 Length: 33 ft 8 in (10.26 m)
 Wingspan: 41 ft 0 in (12.50 m)
 Height: 14 ft 9 in (4.50 m)
 Empty weight: 9,205 lb (4,175 kg)
 Powerplant: 1 × Pratt & Whitney R-2800-18W radial engine, 2,380 hp (1,770 kW)
 Propellers: 4-bladed

Performance
 Maximum speed: 446 mph (718 km/h; 388 kn)
 Stall speed: 89 mph (143 km/h; 77 kn)
 Range: 1,005 mi (873 nmi; 1,617 km)
 Combat range: 328 mi (285 nmi; 528 km)
 Service ceiling: 41,500 ft (12,600 m)
 Rate of climb: 4,360 ft/min (22.1 m/s)

Armament
  Guns:
o 6 × 0.50 in (12.7 mm) M2 Browning machine guns, 400 rounds per gun or
o 4 × 0.79 in (20 mm) AN/M3 cannon, 231 rounds per gun
 Rockets: 8 × 5 in (12.7 cm) high velocity aircraft rockets and/or
 Bombs: 4,000 pounds (1,800 kg)

Notable appearances in media

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citations to reliable sources. Unsourced material may be challenged and removed.
(February 2015) (Learn how and when to remove this template message)

 Flying Leathernecks (1951) starring John Wayne, was about a Marine Corps squadron
flying Corsairs while developing close-support tactics.
 The exploits of Marine Corps squadron VMF-214, which flew the Corsair in the
Pacific during the war, were depicted in the popular 1976 made-for-television movie
Baa Baa Black Sheep (also released as Flying Misfits) and the follow-up television
series Baa Baa Black Sheep, also called Black Sheep Squadron, which aired from
1976 to 1978. The television series featured six genuine flying Corsairs, but the
storylines were fictional. See also Pappy Boyington.
 The Disney Cars Toons short "Air Mater" (2013) and the spin-off movies Planes
(2013) and Planes: Fire & Rescue (2014), features a F4U Corsair named Skipper
Riley voiced by Stacey Keach.

See also

 Aviation portal

 United States Navy portal

LTV A-7 Corsair II

Related development

 F2G "Super Corsair"

 W.A.R. F4U Corsair

Aircraft of comparable role, configuration and era

 Focke-Wulf Fw 190
 Grumman F6F Hellcat
 Grumman F8F Bearcat
 Republic P-47 Thunderbolt
 Hawker Sea Fury
 Kawanishi N1K
 Nakajima Ki-84

Related lists
  List of aircraft of World War II
 List of aircraft of the United States during World War II
 List of military aircraft of the United States

References
Notes

1.

 A landing technique using a curving approach that kept the LSO (landing signal officer) in
view while coming aboard was developed by the Royal Navy and was adopted by the U.S.
Navy.[31]
  F2A Buffalos and F4F Wildcats used similar glazed panels. Prior to the F4U-4, Corsair
cockpits did not have a complete floor.
  Although P/O Andrew Mynarski's Victoria Cross was actually awarded in 1946, it
commemorated an action in 1944.
  Although these are often call F4U-1As, apparently this was not an official wartime
designation but was one applied postwar to indicate that there were production line
modifications. The same comment applies to the -1B.[33]
  A photograph exists of a F4U-1 being examined on the ground by Japanese airmen.
  The wings were not actually “fixed”. The hydraulic wing folding hardware was simply
not installed. The wings could still be manually folded.
  A later version of this canopy incorporated a small rear view mirror in a transparent
blister.

8.  Although F4Us operated by the Marines were seldom seen with folded wings it did
not mean that this facility was deactivated; the only version of the Corsair built
without folding wings were some of those manufactured by Goodyear.

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World War, Volume Four: Fighters. Garden City, New York: Doubleday &
Company, 1973, pp. 188–194. ISBN 0-385-03259-5.
 Green, William and Gordon Swanborough. "Chance Vought F4U Corsair". WW2
Aircraft Fact Files: U.S. Navy and Marine Corps Fighters. London: Macdonald and
Jane's Publishers Ltd., 1976, pp. 16–29. ISBN 0-356-08222-9.
 Grossnick, Roy A. and William J. Armstrong. United States Naval Aviation, 1910–
1995. Annapolis, Maryland: Naval Historical Center, 1997. ISBN 0-16-049124-X.
 Guyton, Boone T. Whistling Death: The Test Pilot's Story of the F4U Corsair. Atglen,
Pennsylvania: Schiffer Publishing Ltd., 1996. ISBN 0-88740-732-3.
 The Illustrated Encyclopedia of Aircraft. London: Aerospace Publishing/Orbis
Publishing, 1985.
 Jablonski, Edward. Airwar. New York: Doubleday & Co., 1979. ISBN 0-385-14279-
X.
 Johnsen, Frederick A. F4U Corsair. New York: Crown Publishers, 1983. ISBN 0-
517-55007-5.
 Kinzey, Bert. F4U Corsair Part 2: F4U-4 Through F4U-7: Detail and Scale Vol 56.
Carrolton, Texas: Squadron Signal Publications, 1998. ISBN 1-888974-09-5
 Kristy, Ben. Aviation Curator, National Museum of the Marine Corps, Quantico,
Virginia. Emailed remarks regarding FG-1A Corsairs. February 25, 2013
 Maloney, Edward T. and Uwe Feist. Chance Vought F4U Corsair, Vol. 11. Fallbrook,
California: Aero Publishers, Inc., 1967. ISBN 0-8168-0540-7.
 March, Daniel J. “British Warplanes of World War II”. Westport, CT: AIRtime
Publishing Inc., 1998. ISBN 1-880588-28-5
 Mondey, David. The Hamlyn Concise Guide to American Aircraft of World War II.
London: Octopus Publishing Group Ltd., 1982. ISBN 0-7537-1461-2.
 Moran, Gerard P., Aeroplanes Vought, 1917–1977. Terre Haute, Indiana: Aviation
Heritage Books, Sunshine House, Inc., 1978. ISBN 0-911852-83-2.
 Morris, David. Corsair KD431: The Time Capsule Fighter. Stroud, UK: Sutton
Publishing Ltd., 2006. ISBN 0-7509-4305-X.
  Musciano, Walter A. Corsair Aces: The Bent-wing Bird Over the Pacific. New York:
Arco Publishing Company, Inc., 1979. ISBN 0-668-04597-3.
 Núñez, Padin and Jorge Félix. Vought F4U-5,-5N & 5NL Corsair (serie Aeronaval
Nro.18) (in Spanish). Buenos Aires, Argentina: Museo de la Aviacón Naval, Instituto
Aeronaval, 2004.
 Okumiya, Masatake and Jiro Horikoshi, with Martin Caidin. Zero! New York: E.P.
Dutton & Co., 1956.
 O'Leary, Michael. United States Naval Fighters of World War II in Action. Poole,
Dorset, UK: Blandford Press, 1980. ISBN 0-7137-0956-1.
 Pautigny, Bruno (translated from the French by Alan McKay). Corsair: 30 Years of
Filibustering 1940–1970. Paris: Histoire & Collections, 2003. ISBN 2-913903-28-2.
 Pilots Manual for F4U Corsair. Appleton, Wisconsin: Aviation Publications, 1977
(reprint). ISBN 0-87994-026-3.
 Pilot's Notes for Corsair I-IV: Air Publications 2351A, B, C & D-P.N.. London: Air
Ministry, August 1944.
 Russell, Warren P. Chance Vought F4U-1/F4U-1D and Goodyear FG-1D Corsair:
NZPAF, RNZAF Aircraft colour schemes. Invercargill, New Zealand: New Zealand
Aero Products, 1984. ISBN 0-473-00245-0
 Sakaida, Henry. Imperial Japanese Navy Aces 1937–45 – Osprey Aircraft of the Aces
22. Botley, Oxford: Osprey Publishing, 1998, ISBN 978-1855327276.
 Sherrod, Robert. History of Marine Corps Aviation in World War II. Washington,
D.C.: Combat Forces Press, 1952. No ISBN.
 Shettle, M.L. Marine Corps Air Stations of World War II. Bowersville, Georgia:
Schaertel Publishing Co., 2001. ISBN 0-9643388-2-3.
 Styling, Mark. Corsair Aces of World War 2 (Osprey Aircraft of the Aces No 8).
London: Osprey Publishing, 1995. ISBN 1-85532-530-6.
 Sullivan, Jim. F4U Corsair in action. Carrollton, TX: Squadron/Signal Publications,
1977. ISBN 0-89747-028-1.
 Sullivan, Jim. F4U Corsair in action. Carrollton, TX: Squadron/Signal Publications,
2010. ISBN 978-0-89747-623-2.
 Swanborough, Gordon and Peter M. Bowers. United States Navy Aircraft since 1911.
London: Putnam, Second edition, 1976. ISBN 0-370-10054-9.
 Thetford, Owen. British Naval Aircraft since 1912. London: Putnam, Fourth edition,
1978. ISBN 0-370-30021-1.
 Thompson, Warren. "Marine Corsairs in Korea". International Air Power Review,
Volume 11, Winter 2003/2004, Norwalk, CO: AirTime Publishing, 2004. ISBN 1-
880588-60-9.
 Thompson, Warren. F4U Corsair Units of the Korean War: Osprey Combat Aircraft
78. Botley, Oxford UK: Osprey Publishing, 2009. ISBN 978-1-84603-411-4
 Tillman, Barrett. Corsair — The F4U in World War II and Korea. Annapolis,
Maryland: Naval Institute Press, 1979. ISBN 1-55750-994-8.
 Tillman, Barrett. Vought F4U Corsair. Warbird Tech Series, Vol. 4. North Branch,
Minnesota: Speciality Press, 1996. ISBN 0-933424-67-1.
 Veronico, Nick and John M. and Donna Campbell. F4U Corsair. St. Paul, Minnesota:
Motorbooks International, 1994. ISBN 0-87938-854-4.
 Wilson, Randy. "From Bent-winged Bird to Whistling Death." The Dispatch.
Midland, Texas: Confederate Air Force, 1996.

Further reading
  Núñez Padin, Jorge Felix. Vought F4U-5, -5N & -5NL Corsair (Serie Aeronaval,
Volume 27). Bahía Blanca, Argentina: Fuerzas Aeronavales, 2009. ISBN 978-987-
20557-9-0.

External links

Wikimedia Commons has media related to Vought F4U Corsair.

 VBF-85 Historical web site; F4U-1D, F4U-1C, FG-1D

 CorsairExperience.com: Interviews with Corsair pilots
 AviationHistory: Vought F4U Corsair
 WWII Aircraft performance: Includes a large collection of official test data for F4U
& FG series Retrieved: 20 February 2009.
 "Flying the Vought F4U "Corsair" Fighter (1944)" on YouTube

Survivor links

 AeroWeb: List of survivor F4Us on display

 AeroWeb: List of survivor FG1s on display
 Brewster F3A Corsair on display
 Warbird Registry — listings of existing Corsairs
 Hi-res spherical panoramas inside the cockpit, access panels, tail wheel and arrestor
hook bays of the Collings Foundation's F4U-5NL

Imperial Japanese Navy Air Service

From Wikipedia, the free encyclopedia
See also: Japan Maritime Self-Defense Force aviation
Imperial Japanese Navy Air
Service (IJNAS)
大日本帝國海軍航空隊
(Dai-Nippon Teikoku Kaigun Koku Tai)

Rising Sun Flag

Active 1912–1945
 Country Empire of Japan
Allegiance Emperor of Japan
Imperial Japanese
Branch
Navy
Type Naval aviation
World War I
Engagements Sino-Japanese War
World War II
Commanders
Ceremonial chief Hirohito
Notable Chuichi Nagumo, Minoru
commanders Genda, Mitsuo Fuchida
Insignia

Roundel

A formation of Japanese bombers taking anti-aircraft fire, seen from the Australian cruiser,
HMAS Hobart.

The Imperial Japanese Navy Air Service (大日本帝國海軍航空隊 Dai-Nippon Teikoku

Kaigun Kōkū-tai) was the air arm of the Imperial Japanese Navy during World War II. The
organization was responsible for the operation of naval aircraft and the conduct of aerial
warfare in the Pacific War.

It was controlled by the Navy Staff of the Imperial Japanese Navy and the Navy Ministry.
The Imperial Japanese Navy Air Service was equal in function to the Royal Navy's Fleet Air
Arm (FAA), the Italian Navy's Aviazione Navale, or the Soviet Navy's Morskaya Aviatsiya.

The Imperial Japanese Navy Aviation Bureau (Kaigun Kōkū Hombu) of the Ministry of the
Navy of Japan was responsible for the development and training.

The Japanese military acquired their first aircraft in 1910 and followed the development of air
combat during World War I with great interest. They initially procured European aircraft but
quickly built their own and launched themselves onto an ambitious aircraft carrier building
program. They launched the world's first purpose-built aircraft carrier, Hōshō, in 1922.
Afterwards they embarked on a conversion program of several excess battlecruisers and
battleships into aircraft carriers. The IJN Air Service had the mission of national air defence,
deep strike, naval warfare, and so forth. It retained this mission to the end.

The Japanese pilot training program was very selective and rigorous, producing a high-
quality and long-serving pilot corps, who ruled the air in the Pacific during early World War
II. However, the long duration of the training program, combined with a shortage of gasoline
for training, did not allow the Navy to rapidly provide qualified replacements in sufficient
numbers. Moreover, the Japanese, unlike the U.S. or Britain, proved incapable of altering the
program to speed up training of the recruits they got. The resultant decrease in quantity and
quality, among other factors, resulted in increasing casualties toward the end of the war.

Japanese navy aviators, like their army counterparts, preferred maneuverable aircraft, leading
to lightly built but extraordinarily agile types, most famously the A6M Zero, which achieved
its feats by sacrificing armor and self-sealing fuel tanks. Aircraft with armor and self-sealing
fuel tanks, such as the Kawanishi N1K-J and the Mitsubishi A7M would not enter service
until late 1944-1945, which at this point, was too late.

Contents
 1 History
o 1.1 Origins
o 1.2 Siege of Tsingtao
o 1.3 Interwar Years
o 1.4 Sino-Japanese War
o 1.5 World War II
 1.5.1 Aircraft strength 1941
 1.5.2 World War II Aircraft
 2 Organization
o 2.1 Carrier aviation flotillas
o 2.2 Eleventh Air Fleet and land-based air fleets
o 2.3 Strength
o 2.4 Naval Air Group identification
 2.4.1 And before 31 October 1942
 2.4.2 And after 1 November 1942
o 2.5 Squadron identification
 2.5.1 And after 1 March 1944
 3 Naval Aircraft identification System
 4 See also
 5 References
o 5.1 Notes
o 5.2 Citations
o 5.3 Bibliography
 6 Further reading
 7 External links

History
Origins
Japanese seaplane carrier Wakamiya.

In 1912, the Royal Navy had informally established its own flying branch, the Royal Naval
Air Service. The Japanese admirals, whose own Navy had been modeled on the Royal Navy
and whom they admired, themselves proposed their own Naval Air Service. The Japanese
Navy had also observed technical developments in other countries and saw that the airplane
had potential. The following year, in 1913 a Navy transport ship, the Wakamiya was
converted into a seaplane tender, a number of aircraft were also purchased.

Siege of Tsingtao

Main article: Siege of Tsingtao

Three Maurice Farman seaplanes of Japan

Japanese floatplane of World War I.

IJN aircraft carrier Hōshō in 1922

On 23 August 1914, as a result of its treaty with Great Britain, Japan declared war on
Germany. The Japanese, together with a token British force, then laid siege to the German
held territory of Kiaochow and its administrative capital Tsingtao on the Shandong peninsula.
During the siege, starting from September, Maurice Farman seaplanes onboard (two active
and two reserve) the Wakamiya conducted reconnaissance and aerial bombardments on
German positions and ships. On 30 September the Wakamiya was later damaged by a mine,
but the seaplanes (by transferring to land) continued to be used against the German defenders
until their surrender on 7 November 1914. The Wakamiya conducted the world's first naval-
launched aerial raids in history[N 1] and was in effect the first aircraft carrier of the Imperial
Japanese Navy.[N 2] By the end of the siege the aircraft had conducted 50 sorties and dropped
200 bombs, although damages to German defenses were light.[2]

Interwar Years

The Japanese navy had closely monitored the progress of aviation of the three Allied naval
powers during World War I and concluded that Britain had made the greatest advances in
naval aviation[3]

Mitsubishi B1M torpedo bomber.

The Sempill Mission was a British aeronaval technical mission led by Captain Sempill and
sent to Japan in September 1921, with the objective of helping the Imperial Japanese Navy
develop its aeronaval forces. The mission consisted of a group of 29 British instructors,
headed by Captain William Sempill, and stayed in Japan for 18 months.[4] The British
government hoped it would lead to lucrative an arms deal. The Japanese were trained on
several British aircraft, such as the Gloster Sparrowhawk, in various techniques such as
torpedo bombing, flight control and carrier landing and take-offs; skills that would later be
employed in the shallow waters of Pearl Harbor in December 1941.[5] The mission also
brought the plans of the most recent British aircraft carriers, such as the HMS Argus and the
HMS Hermes, which influenced the final stages of the development of the carrier Hōshō. The
Hōshō became the first designed aircraft carrier from the keel up to be built.

The military in Japan were also aided in their quest to build up their naval forces by Sempill
who had become a Japanese spy. Over the next 20 years, the British Peer provided the
Japanese with secret information on the latest British aviation technology. His espionage
work helped Japan rapidly develop its military aircraft and its technologies before the Second
World War.[6]

Under the Washington Naval Treaty two incomplete battlecruisers were allowed to be rebuilt
as carriers, for the Japanese; the Akagi and the Amagi. However the Amagi was damaged
during an earthquake in 1923 and the Kaga became a replacement. With these two carriers
much of Imperial Japanese Navy's doctrines and operating procedures were established.

Sino-Japanese War

Main article: Second Sino-Japanese War

This section needs expansion. You can help by adding to it. (June 2008)
From the onset of hostilities in 1937 until forces were diverted to combat the Americans in
1941, the Imperial Japanese Navy Air Service played a key role in military operations on the
Chinese mainland. Despite the fierce rivalry between military branches, in the fall of 1937
General Matsui Iwane, the Army general in command of the theater, admitted the superiority
of the Naval Air Services. His combat troops relied on the Navy for air support.[7]

Aircraft attacked Chinese positions in Shanghai and surrounding areas, naval bombers such
as the Mitsubishi G3M and Mitsubishi G4M were used to bomb Chinese cities. Japanese
fighter planes, notably the Mitsubishi Zero, gained tactical air superiority; control of the skies
over China belonged to the Japanese. Unlike other naval airforces, the IJNAS was
responsible for strategic bombing and operated long ranged bombers.

The Japanese strategic bombing was mostly done against Chinese big cities, such as
Shanghai, Wuhan and Chonging, with around 5,000 raids from February 1938 to August
1943.

The bombing of Nanjing and Guangzhou, which began on 22 and 23 September 1937, called
forth widespread protests culminating in a resolution by the Far Eastern Advisory Committee
of the League of Nations. Lord Cranborne, the British Under-Secretary of State For Foreign
Affairs, expressed his indignation in his own declaration.

“
Words cannot express the feelings of profound horror with which the news of
these raids had been received by the whole civilized world. They are often
directed against places far from the actual area of hostilities. The military
objective, where it exists, seems to take a completely second place. The main
object seems to be to inspire terror by the indiscriminate slaughter of
civilians...»[8] ”
World War II

Identification chart for Japanese military planes during WWII, both IJNAS and IJAAS.
IJNAS planes taking off for Pearl Harbor

1st Air Fleet Aichi D3A dive bombers preparing to bomb American naval base in Pearl
Harbor, Hawaii

Carrier Shōkaku preparing to launch the attack on Pearl Harbor.

At the beginning of the Pacific war the Navy Air Service consisted of five naval air fleets[9]
In April, 1941 the First Air Fleet was created, concentrating the Navy's carriers into a single
powerful striking unit[10] The Japanese had a total of ten aircraft carriers: six fleet carriers,
three smaller carriers, and one training carrier. The 11th Air Fleet (Imperial Japanese Navy):
contained most of the Navy's land based strike aircraft.

On December 7, 1941, the Imperial Japanese Navy attacked Pearl Harbor, crippling the U.S
Pacific Fleet by destroying over 188 aircraft and only losing 29 of their own aircraft. On
December 10, land based bombers of the 11th Airfleet were also able to sink HMS Prince of
Wales and HMS Repulse. There were also air raids on the Philippines and Darwin in northern
Australia.

In these battles, the Japanese veterans of the Chinese war did well against inexperienced
Allied pilots flying obsolescent aircraft. However, their advantage did not last. In the Battle
of the Coral Sea, the Battle of Midway, and again in the Guadalcanal Campaign, the Japanese
lost many veteran pilots. Because the Japanese pilot training program was unable to increase
its production rate, those veterans could not be replaced. Meanwhile, the American pilot
training program went from strength to strength. The American aircraft industry rapidly
increased production rates of new designs that rendered their Japanese opponents
obsolescent. Examination of crashed or captured Japanese aircraft revealed that they achieved
their superior range and maneuverability by doing without cockpit armor and self-sealing fuel
tanks. Flight tests showed that they lost maneuverability at high speeds. American pilots were
trained to take advantage of these weaknesses. The outdated Japanese aircraft and poorly
trained pilots suffered great losses in any air combat for the rest of the war, particularly in the
Great Marianas Turkey Shoot. In the Battle of Leyte Gulf a few months later, the First Air
Fleet was used only as a decoy force to draw the main American fleet away from Leyte. The
remnants of Japanese naval aviation were then limited to land-based operations, increasingly
characterized by kamikaze attacks on American invasion fleets.

From 16 December 1941 to 20 March 1945 IJN aviation casualties killed were 14,242
aircrew and 1,579 officers.

Aircraft strength 1941

The IJNAS had over 3,089 aircraft in 1941 and 370 trainers.[citation needed]

 1,830 first line aircraft including:

o 660 fighters, 350 Mitsubishi Zeros[11]
o 330 Carrier based strike aircraft
o 240 land based twin engined bombers
o 520 seaplanes (includes fighters and reconnaissance) and flying boats.

World War II Aircraft

Fighters:

 Mitsubishi A5M (Navy Type 96 Carrier Fighter) Claude

 Mitsubishi A6M (Navy Type 0 Carrier Fighter) Zeke
 Kawanishi N1K-J/N1K2-J (Navy Land-based Interceptor Fighter 'Shiden'/'Shiden
Kai') George
 Mitsubishi J2M (Navy-Land based Interceptor Fighter 'Raiden') Jack
 Nakajima J1N1-S (Navy Night Fighter 'Gekko') Irving

Bombers:

 Yokosuka P1Y (Navy bomber 'Ginga') Frances

 Mitsubishi G4M (Navy Type 1 Land-based Attack Bomber) Betty
 Mitsubishi G3M (Navy Type 96 Land-based Attack Bomber 'Rikko') Nell

Torpedo & Dive Bombers:

 Aichi D1A (Navy Type 94/96 Carrier Bomber) Susie

 Aichi D3A (Navy Type 99 Carrier Bomber) Val
 Yokosuka D4Y (Navy Type 33 Carrier Bomber 'Suisei') Judy
 Nakajima B5N (Navy Type 97 Carrier Attack Bomber) Kate
  Nakajima B6N (Navy Type 11 Carrier Attack Bomber 'Tenzan') Jill
 Yokosuka B4Y (Navy Type 96 Carrier Attack Bomber) Jean

Float planes & Flying Boats

 Aichi E13A (Navy Type 0 Reconnaissance Seaplane) Jake

 Yokosuka E14Y (Navy Type 0 Small Reconnaissance Seaplane) Glen
 Aichi E16A (Navy Type 16 Reconnaissance Seaplane 'Zuiun') Paul
 Mitsubishi F1M (Navy Type 0 Observation Seaplane) Pete
 Nakajima E8N (Navy Type 95 Reconnaissance Seaplane) Dave
 Kawanishi E7K (Navy Type 94 Reconnaissance Seaplane) Alf
 Kawanishi H8K (Navy Type 2 Large Flying Boat) Emily
 Kawanishi H6K (Navy Type 97 Large Flying Boat) Mavis
 Kawanishi N1K1 (Navy Fighter Seaplane 'Kyōfū') Rex
 Nakajima A6M2-N (Navy Type 2 Interceptor/Fighter-Bomber Seaplane) Rufe

Reconnaissance Planes:

 Nakajima C6N (Navy Carrier Reconnaissance Plane 'Saiun') Myrt

Trainers:

 Mitsubishi A5M4-K (Navy Type 2 Training Fighter)

Transports:

 Mitsubishi L4M1 (Navy Type 0 Transport) Topsy

 Nakajima L1N1 (Navy Type 97 Transport) Thora
 Nakajima G5N (Navy Experimental 13-Shi Attack Bomber 'Shinzan') Liz (used as
transports)

Organization
Carrier aviation flotillas

Main article: 1st Air Fleet of the Imperial Japanese Navy

Mitsubishi A6M2 "Zero" Model 21 on the flight deck of carrier Shokaku, 26 October 1942,
Battle of the Santa Cruz Islands.

The elite of the pilots were the carrier-based air groups (Kōkūtai, later called koku sentai)
whose size (from a handful to 80 or 90 aircraft) was dependent on both the mission and type
of aircraft carrier that they were on. Fleet carriers had three types of aircraft: fighters,
level/torpedo planes, and dive bombers. Smaller carriers tended to have only two types,
fighters and level/torpedo planes. The carrier-based Kōkūtai numbered over 1,500 pilots and
just as many aircraft at the beginning of the Pacific War.

Eleventh Air Fleet and land-based air fleets

The IJN also maintained a shore-based system of naval air fleets called Koku Kantai and area
air fleets called homen kantai containing mostly twin-engine bombers and seaplanes. The
senior command was the Eleventh Naval Air Fleet, commanded by Vice Admiral Nishizō
Tsukahara. Land based aircraft provided the bulk of Japan's naval aviation up to the eve of
World War II.[12]

Strength

Each naval air fleet contained one or more naval air flotillas (commanded by Rear Admirals)
each with two or more naval air groups. Each naval air group consisted of a base unit and 12
to 36 aircraft, plus four to 12 aircraft in reserve. Each naval air group consisted of several
hikotai (squadron/s) of nine, 12 or 16 aircraft; this was the main IJN Air Service combat unit
and was equivalent to a chutai in the Imperial Japanese Army Air Service. Each hikotai was
commanded by a Lieutenant (j.g.), Warrant Officer, or experienced Chief Petty Officer, while
most pilots were non-commissioned officers. There were usually four sections in each
hikotai, and each section (shotai) with three or four aircraft; by mid-1944 it was common for
a shotai to have four aircraft. There were over 90 naval air groups at the start of the Pacific
War, each assigned either a name or a number. The named naval air groups were usually
linked to a particular navy air command or a navy base. They were usually numbered when
they left Japan.

Imperial Japanese Military

Administration
Imperial General Headquarters
Components
Imperial Japanese Army
(Dai Nippon Teikoku Rikugun)
Imperial Japanese Army Air Service
Railways and Shipping Section
Uniforms
Imperial Japanese Navy
(Dai Nippon Teikoku Kaigun)
Imperial Japanese Navy Air Service
Imperial Japanese Navy Land Forces
Major battles
List of ships
List of aircraft
Main admirals
 Rank insignia
Army rank insignia
Naval rank insignia
History of the Japanese Military
Military History of Japan during World War II

Naval Air Group identification

And before 31 October 1942

 Place name; Standing air group (常設航空隊, Jōsetsu-Kōkūtai).

 Numbered name; Special setting air group (特設航空隊, Tokusetsu-Kōkūtai).

And after 1 November 1942

 Numbered name; Category 'A' air group (甲航空隊, Kō Kōkūtai) as combatant unit.
o Example
 12th Kōkūtai is Training (bomber) group.
 121st Kōkūtai is reconnaissance aircraft group.
 762nd Kōkūtai is land-based torpedo bomber group.
 1081st Kōkūtai is military airlift group.
o Regulation table

Ten's digit (competent

Value Hundred's digit (classification) One's digit
authorities)
0 Training group
Yokosuka Naval
1 Reconnaissance aircraft group
District
2 Fighter group (carrier fighter)
3 Fighter group (interceptor fighter)
Kure Naval District
4 Float reconnaissance aircraft group
Carrier dive bomber group, carrier
5 Odd number is standing
torpedo bomber group
air group.
Carrier air group, submarine- Even number is special
6 Sasebo Naval District
launched floatplane group setting air group.
Land-based bomber group, land-
7
based attack bomber group
8 Flying boat group
Maritime patrol aircraft (Maritime
9 Maizuru Naval District
Escort) group
10 Military airlift group

 Place name; Category 'A' air group as training unit, evaluation unit.
o Example
 Atsugi Kōkūtai
  Kasumigaura Kōkūtai
 Takuma Kōkūtai
 Yokosuka Kōkutai
 Region name; Category 'B' air group (乙航空隊, Otsu Kōkūtai) as air base guard unit.
o Example
 Kantō Kōkutai
 Mariana Kōkutai
 Hitō Kōkutai

Squadron identification

And after 1 March 1944

 Regulation table

Squadron
Classification Aircraft type (role)
number
Type 'A' Fighter or carrier fighter (甲戦
1–400
Kōsen)
Fighter Squadron
Type 'B' Fighter (乙戦 Otsusen, interceptor
(戦闘飛行隊 Sentō Hikōtai) 401–800
fighter)
801–1000 Type 'C' Fighter (丙戦 Heisen, night fighter)
1–200 Carrier dive-bomber
Attack Squadron
201–400 Carrier attack-bomber
(攻撃飛行隊 Kōgeki
401–600 Land-based bomber
Hikōtai)
601–800 Land-based attack-bomber
1–200 Reconnaissance aircraft
Reconnaissance Squadron 201–300 Flying boat
(偵察飛行隊 Teisatsu 301–600 Reconnaissance seaplane
Hikōtai) 601–800 (missing number)
801–1000 Maritime patrol aircraft
Transport Squadron
(挺進飛行隊 Teishin 1–100 Transport
Hikōtai)

Naval Aircraft identification System

Main article: Japanese military aircraft designation systems

The IJN had, at the beginning of the Pacific War, three aircraft designation systems:[13] The
Experimental Shi （試）numbers, the Type numbering system and an aircraft designation
system broadly similar to that used by the U.S. Navy from 1922 until 1962.
Each new design was first given an experimental Shi number, based upon the current
Japanese imperial year of reign. The Mitsubishi Zero so started its career as Navy
Experimental 12-Shi Carrier Fighter （海軍十二試艦上戦闘機）.[14]

Upon entering production the aircraft was given a Type number. The 'Zero' was so fully
known as Navy Type 0 Carrier Fighter （海軍零式艦上戦闘機）, as the Zero was
accepted in 1940, or 2600 in the Japanese calendar.[15]

The aircraft was also given a "short designation" consisting of a group of Roman letters and
numbers.

 The first letter (sometimes two) indicated the basic type or purpose of the aircraft.
 Second came a series number indicating the number of major sub-types produced for
that type of aircraft. (Unlike USN practice, the digit "1" was not ignored in this
system and was included.)
 Third was the second letter which was the manufacturer's code, and included some
non-Japanese companies.

(G4M designated attack bomber (G), the fourth in the Navy's sequence, designed or produced
by Mitsubishi, while G5N would be the next attack bomber in sequence, built by Nakajima.)

 Fourth was a number indicating the version of the aircraft.

The first production version of the 'Zero' thus became A6M1.

Japanese Navy Air Service short designation system, data from[16][17]

Letter Type Manufacturer
Aichi (Aichi Tokei Denki and Aichi
A Carrier Fighter
Kokuki)/North American Aviation (US)
Carrier Attack Bomber (Torpedo or
B Boeing Aircraft (US)
Level Bomber)
C Carrier Reconnaissance Consolidated Aircraft (US)
D Carrier Bomber (Dive Bomber) Douglas Aircraft (US)
E Reconnaissance Seaplane -
F Observation Seaplane -
Hitachi Kokuki/Grumman Aircraft Engineering
G Attack Bomber (land based)
(US)
Hiro (Dai-Juichi Kaigun Koskusho)/Hawker
H Flying Boat (Reconnaissance)
Aircraft (UK)
He - Ernst Heinkel Flugzeugwerke (Germany)
Nihon Kogata Hikoki/Junkers Flugzeug und
J Land-based Fighter
Moterenwerke (Germany)
K Trainer Kawanishi Kokuki
L Transport -
M Special Floatplane Mitsubishi Jukogyo
MX Special Purpose Aircraft -
N Float Fighter Nakajima Hikoki
P Bomber (land based) Nihon Hikoki
Patrol Plane (Anti-Submarine
Q -
Warfare)
R Land-based Reconnaissance -
S Night Fighter Sasebo (Dai-Nijuichi Kaigun Kokusho)
Si - Showa Hikoki
V - Vought-Sikorsky (US)
W - Watanabe Tekkosho/Kyushu Hikoki
Y - Yokosuka (Dai-Ichi Kaigun Koku Gijitsusho)
Z - Mizuno Guraida Seisakusho

Further minor changes were indicated by adding letters after the subtype number as in the
Type/Model scheme above. The first two letters and the series number remained the same for
the service life of each design.

In a few cases, when the designed role of an aircraft changed, the new use was indicated by
adding a dash and a second type letter to the end of the existing short designation (e.g., the
H6K4 was the sixth flying boat (H6) designed by Kawanishi (K), fourth version of that
design (4). When the plane was equipped primarily as a troop or supply transport, its
designation was H6K4-L.)

See also
 List of military aircraft of Japan
 Imperial Japanese Navy Aviation Bureau
 Imperial Japanese Army Air Service
 List of A6M Reisen operators
 List of Japanese Navy Air Force aces (Mitsubishi A6M)
 Daitai Transport Unit
 List of radar models of the Imperial Japanese Navy
 List of bombs used by the Imperial Japanese Navy
 List of weapons on Japanese combat aircraft
 List of Aircraft engines in use of Japanese Navy Air Force
 Japanese marine paratroopers of World War II
 Giretsu special forces operations
 WWII Battle of Japan (Air War)

References
Notes

1.

 Wakamiya is "credited with conducting the first successful carrier air raid in history"[1]
 2.  "Nevertheless, the Wakamiya has the distinction of being the first aircraft carrier of
the Imperial Navy".[1]

Citations

1.

 Source:GlobalSecurity.org
  Peattie 2007, p. 9.
  Peattie 2007, p. 17.
  Peattie 2007, p. 19.
  "The Highland peer who prepared Japan for war". The Daily Telegraph. 6 January
2002.
  Day, Peter (3 January 2002). "British aviation pioneer was a spy for Japan". Daily
Telegraph. Retrieved 2012-05-21.
  Peattie 2007, p. 103.
  Gilbert 1989, p. 135.
  Air Units of the Imperial Japanese Navy, Globalsecurity.com
  Tagaya 2003, p. 5.
  Sweet creative, 2009. p. 199.
  Peattie 2007, p. 29.
  Francillon 1979, p. 50.
  Francillon 1979, p. 546.
  Francillon 1979, p. 52.
  Francillon 1979, pp. 51-52, 549-557.

17.  Thorpe 1977, p. 15.

Bibliography

 Francillon, Ph.D., René J. Japanese Aircraft of the Pacific War. London: Putnam &
Company Ltd., 1970. ISBN 0-370-00033-1 (2nd edition 1979, ISBN 0-370-30251-6).
 Gilbert, Martin (ed.). Illustrated London News: Marching to War, 1933-1939. New
York: Doubleday, 1989.
 Peattie, Mark R. Sunburst: The Rise of Japanese Naval Air Power, 1909-1941.
Annapolis, MD: US Naval Institute Press, 2007. ISBN 978-1-59114-664-3.
 Stille, Mark. Imperial Japanese Navy Aircraft Carriers, 1921-45. Botley,
Oxfordshire, UK: Osprey Publishing, 2005. ISBN 1-84176-853-7.
 Tagaya, Osamu. Imperial Japanese Navy Aviator, 1937-45. Botley, Oxfordshire, UK:
Osprey Publishing, 2003. ISBN 1-84176-385-3.
 Tagaya, Osamu. Mitsubishi Type 1 "Rikko" 'Betty' Units of World War 2. Botley,
Oxfordshire, UK: Osprey Publishing, 2001. ISBN 978-1-84176-082-7.

Further reading
 Thorpe, Donald W. Japanese Naval Air Force Camouflage and Markings World War
II. Fallbrook, CA: Aero Publishers, Inc., 1977. ISBN 0-8168-6583-3 (hardcover,
paperback ISBN 0-8168-6587-6).
  Tagaya, Osamu: "The Imperial Japanese Air Forces", In: Higham & Harris. Why Air
Forces Fail: The Anatomy of Defeat. University Press of Kentucky
 Sweet creative (ed.). Zerosen no himitsu. PHP kenkyusho, 2009. ISBN 978-4-569-
67184-0.
 Assignment of naval air group numbers (海軍航空隊番号附与標準, Kaigun
Kōkūtai-bangō fuyo Hyōjun), 1 November 1942, Naval Minister's Secretariat,
Ministry of the Navy
 Senshi Sōsho, Asagumo Simbun (Japan)
o Vol. 39, Combined Fleet #4, "First part of the Third step Operations", 1970
o Vol. 45, Combined Fleet #6, "Latter part of the Third step Operations", 1971
o Vol. 71, Combined Fleet #5, "Middle part of the Third step Operations", 1974
o Vol. 77, Combined Fleet #3, "Until February 1943", 1974
o Vol. 80, Combined Fleet #2, "Until June 1942", 1975
o Vol. 91, Combined Fleet #1, "Until outbreak of war", 1975
o Vol. 93, Combined Fleet #7, "Last part of the War", 1976
o Vol. 95, History and summary of the Imperial Japanese Navy Air Service,
1976

External links
 http://www.combinedfleet.com/kaigun.htm (see the section of Japanese Navy
Aircraft)
 http://www.warbirdpix.com/ (link with somes photos of Axis Aircraft (German,
Italian and Japanese Army and Navy)
 http://www.j-aircraft.org/xplanes/ (about advanced Japanese Army and Navy aircraft)
 https://web.archive.org/web/20091027182301/http://uk.geocities.com/sadakichi09/
(over Japanese Navy and Army armaments, vehicles, Aircraft, electronic warfare and
somes local special Japanese weapon technology )
 http://www.j-aircraft.com/captured/ (somes captured aircraft or aircraft in evaluations)
 http://www.j-aircraft.com/ (general resources of Japanese aircraft)

Kawanishi N1K
From Wikipedia, the free encyclopedia
(Redirected from N1K)
N1K/N1K-J
 Kawanishi N1K2-J Shiden Kai
Role Fighter
Manufacturer Kawanishi Aircraft Company
N1K1: 6 May 1942 [1]
First flight N1K1-J: 27 December 1942 [2]
N1K2-J: 31 December 1943 [3]
Introduction 1943
Retired 1945
Imperial Japanese Navy Air
Primary user
Service
Number built 1,532 [4]

The Kawanishi N1K Kyōfū (強風 "strong wind", Allied reporting name "Rex") was an
Imperial Japanese Navy floatplane fighter. The Kawanishi N1K-J Shiden (紫電 "Violet
Lightning") was an Imperial Japanese Navy Air Service land-based version of the N1K.
Assigned the Allied codename "George", the N1K-J was considered by both its pilots and
opponents to be one of the finest land-based fighters flown by the Japanese during World
War II.[5][6]

The Shiden Kai possessed heavy armament as well as surprisingly good manoeuvrability, due
to a mercury switch that automatically extended the flaps during turns. These "combat" flaps
created more lift, thereby allowing tighter turns. Unlike the A6M Zero, the Shiden Kai could
compete against the best late-war fighters, such as the F6F Hellcat, the F4U Corsair and P-51
Mustang.[7]

Contents
 1 Design and development
 2 Operational history
o 2.1 343 Kōkūtai
 3 Variants
 4 Production
 5 Survivors
o 5.1 Gallery
 6 Specifications (N1K1-J)
 7 See also
 8 References
o 8.1 Notes
o 8.2 Bibliography
 9 External links

Design and development

Kawanishi N1K1 "Rex" floatplane fighter photographed by the Japanese Navy prior to 1945

Kawanishi's N1K was originally built as a single pontoon floatplane fighter to support
forward offensive operations where no airstrips were available, but by 1943 when the aircraft
entered service, Japan was firmly on the defensive, and there was no more need for a fighter
to fulfil this role.

The requirement to carry a bulky, heavy float essentially crippled the N1K against
contemporary American fighters. Kawanishi engineers, however, had proposed in late 1941
that the N1K would be the basis of a formidable land-based fighter too, and a land-based
version was produced as a private venture by the company. This version flew on 27
December 1942, powered by a Nakajima NK9A Homare 11 radial engine, replacing the less
powerful Mitsubishi MK4C Kasei 13 of the N1K. The aircraft retained the mid-mounted
wing of the floatplane, and combined with the large propeller necessitated a long, stalky main
landing gear. A unique feature was the aircraft's combat flaps that adjusted their angle in
response to acceleration; thus freeing up the pilot's concentration and reducing the chance of
stalling in combat. The N1K did have temperamental flight characteristics, however, that
required an experienced touch at the controls.[8]

The Nakajima Homare was powerful, but had been rushed into production before it was
sufficiently developed, and proved troublesome. Another problem was that, due to poor heat
treatment of the wheels, their failure on landing would result in the landing gear being torn
off. Apart from engine problems and the landing gear the flight test program showed that the
aircraft was promising. Prototypes were evaluated by the Navy, and since the aircraft was
faster than the Zero and had a much longer range than the Mitsubishi J2M Raiden, it was
ordered into production as the N1K1-J, the -J indicating a land-based fighter modification of
the original floatplane fighter.

Only four days after the Shiden's first test flight, a complete redesign was begun, the N1K2-J.
The new design addressed the N1K1-J's major defects, primarily the mid-mounted wing and
long landing gear. The wings were moved to a low position, which permitted the use of
shorter, conventional undercarriage. The fuselage was lengthened and the tail redesigned. The
production of the entire aircraft simplified: over a third of the parts used in the previous
Shiden could still be used in its successor while construction made more use of non-critical
materials.[9] The N1K1 redesign was approximately 250 kg (550 lb) lighter, faster and more
reliable than its predecessor. As no alternative existed, the Homare engine was retained even
though reliability problems persisted. A prototype of the new version flew on 1 January 1944.
After completing Navy trials in April the N1K2-J was rushed into production. The variant
was named the "Shiden-Kai" (紫電改), with Kai meaning modified.

Operational history
Kawanishi N1K2-J, probably N1K4-J Shiden Kai Model 32. Only two prototypes were built.

The N1K Shiden entered service in early 1944. The original N1K1 and the N1K2 Shiden-Kai
released later that year were among the rare Japanese aircraft that offered pilots an even
chance against late-war American designs such as the F6F Hellcat and the F4U Corsair,[10]
and either could be a formidable weapon in the hands of an ace. In February 1945 Lieutenant
Kaneyoshi Muto, flying a N1K2-J as part of a group of at least 10 expert Japanese pilots,
faced seven U.S. Navy Hellcats of VF-82 in the sky over Japan. His group shot down four
Hellcats with no loss to themselves.[11] After the action reporters fabricated a story in which
Muto was the sole airman facing 12 enemy aircraft.[12] A close friend of Lieutenant
Kaneyoshi Muto, ace pilot Saburō Sakai, states in his autobiography that a one-versus-twelve
combat did take place, but with Muto at the controls of a Zero fighter.[13]

The N1K1-J aircraft were used very effectively over Formosa (Taiwan), the Philippines, and,
later, Okinawa. Before production was switched to the improved N1K2-J, 1,007 aircraft were
produced, including prototypes. Production difficulties and damage resulting from B-29 raids
on factories led to only 415 of the superior N1K2-J fighters being produced.

The N1K2-J Shiden-Kai proved to be one of the best dogfighting aircraft produced by either
side. Along with high speed the Shiden-Kai offered pilots an agile aircraft with a roll rate of
82°/sec at 386 km/h (240 mph) backing four powerful 20 mm cannons in the wings. As a
bomber interceptor the N1K2-J fared less well, hampered as it was by a poor rate of climb
and reduced engine performance at high altitude.[14][15]

343 Kōkūtai

Captured Kawanishi N1K2-Js having their Homare engines run up by former IJNAS
groundcrew

The N1K2-J Shiden-Kai offered a formidable if demanding aircraft in limited quantities. As a

result, the planes were distributed to elite units such as the IJN 343rd Air Group (343 Kōkūtai
Naval Fighter Group) constituted on 25 December 1944 and commanded by Minoru Genda.
The new 343rd Kōkūtai claimed Japan's finest fighter pilots such as Muto and Genda. The
unit was issued the best available equipment and new Nakajima C6N Saiun, codenamed
"Myrt" long-range reconnaissance aircraft.

On 18 March 1945 one of the "Myrts"' managed to spot U.S. carriers en route to Japan. The
following morning, Shiden aircraft flown by the group intercepted 300 American aircraft.
Many of the 343 Kōkūtai Shiden force were N1K2s. When the Shidens encountered
Grumman F6F Hellcats from the VBF-17 group, three aircraft were lost on both sides in the
initial attack: one Hellcat and two Shidens were shot down by enemy ground fire, two
fighters collided in mid-air, and one Hellcat crashed while trying to land. Another Shiden
dived on a Hellcat group and downed another one. In the end the Hikōtai lost six fighters
versus eight VBF-17 fighters on the other side.

The Shiden's bulletproof glass

Another noted encounter pitted the N1K against the Vought F4U Corsair. Two Corsairs from
the VBF-10 group, accidentally separated from their main formations, were attacked by
Shidens from the 343rd. Four N1K2s were shot down. The Corsairs managed to return to
their carrier, USS Bunker Hill. A second encounter took place when pilots flying Shidens
initially mistook Corsairs from the VFM-123 for Hellcats and attacked. A 30-minute aerial
duel ensued in which three Corsairs were shot down and another five were damaged. Three
other F4Us returned to their carriers but were so heavily damaged that the planes were
scrapped. No Shidens were lost to Corsairs in that aerial battle. Losses for the Japanese N1K
pilots did occur in related action, however. Two Shidens were shot down upon returns for
landing by Hellcats of VF-9, while many more Shidens were destroyed by American fighters
over another airfield where, low on fuel, their pilots tried to land. At the end of the day the
343rd claimed 52 kills and the US groups 63. The actual losses were 15 Shidens and 13
pilots, a "Myrt" with its three-man crew, and nine other Japanese fighters. The U.S. also took
heavy losses: 14 fighters and seven pilots, plus 11 more attack aircraft. Five days later an
unofficial award was sent to 343 Kōkūtai for the valour shown on 19 March.

On 12 April 1945 another fierce battle involved 343°, during Kikusui N.2. The Japanese
recorded several kills but suffered 12 losses out of 34 aircraft. On 4 May another 24 Shidens
were sent in Kikusui N.5.
In every encounter with enemy fighters the Shiden, especially the Kai version, proved to be a
capable dogfighter with a potent combination of firepower, agility, and rugged structure. The
premier unit flying the Shiden, 343 Kōkūtai, remained operational until overwhelming unit
losses obliged the group to stand down. The 343rd was disbanded on 14 August 1945 when
the Emperor ordered surrender.

Variants
N1K1 Kyofu

 N1K1: Standard type as floatplane, which was used from early 1943.
 N1K2: Reserved name for an intended model with larger engine, not built.

N1K1-J Shiden

 N1K1-J Prototypes: development of fighter hydroplane N1K1 Kyofu, with 1,820 hp

Homare 11 engine.
 N1K1-J Shiden Model 11: Navy Land Based Interceptor, first production model with
1,990 hp Homare 21 engine and revised cover, armed with two 7.7 mm Type 97
machine guns and two 20 mm Type 99 cannons. Modified total-vision cockpit.
 N1K1-Ja Shiden Model 11A: without frontal 7.7 mm Type 97s, only four 20 mm
Type 99s in wings.
 N1K1-Jb Shiden Model 11B: similar to Model 11A amongst load two 250 kg bombs,
revised wing weapons.
 N1K1-Jc Shiden Model 11C: definitive fighter-bomber version, derived from Model
11B. Four bomb racks under wings.
 N1K1-J KAIa Experimental version with auxiliary rocket. One Model 11 conversion.
 N1K1-J KAIb Conversion for dive bombing. One 250 kg bomb under belly and six
rockets under wings.

N1K2-J Shiden-KAI

 N1K2-J Prototypes: N1K1-Jb redesigned. Low wings, engine cover and landing gear
modified. New fuselage and tail, 8 built.
 N1K2-J Shiden KAI Model 21: Navy Land Based Interceptor, first model of series
with a Nakajima Homare 21 engine.
 N1K2-Ja Shiden KAI Model 21A: Fighter Interceptor version: 21-18 Ja 2000hp
Homare engine with a low wing and larger prop design with four 250 kg ground
bombs. Operational speed around 42000ft 442 mph with WEP-War Emergency
power. Fixed problem with teething pains of N1K2 J at high altitude.
 N1K2-K Shiden Kai Rensen 1, Model A: Fighter Trainer, modified from N1K-J
Series with two seats, operative or factory conversions.

Further variants

 N1K3-J Shiden KAI 1, Model 31: Prototypes: Engines displaced to ahead, two
13.2 mm Type 3 machine guns in front, 2 built.
 N1K3-A Shiden KAI 2, Model 41: Prototypes: Carrier-based version of N1K3-J, 2
built.
  N1K4-J Shiden KAI 3, Model 32: Prototypes: 2,000 hp Homare 23 engine, 2 built.
 N1K4-A Shiden KAI 4, Model 42: Prototype: Experimental conversion of N1K4-J
example with equipment for use in carriers, 1 built.
 N1K5-J Shiden KAI 5, Model 25: High-Altitude Interceptor version with Mitsubishi
HA-43 (MK9A) with 2,200 takeoff hp, project only.

Production
N1K1 Production: Kawanishi Kokuki K.K.[16]
Year Jan. Feb. Mar. Apr. May June July Aug. Sept. Oct. Nov. Dec. Annual
1942 1 0 1 0 1 3
1943 2 1 0 1 0 0 5 8 9 11 13 15 65
1944 9 10 10 29
Total 97

 First prototype completed in April 1942, and made its maiden flight on 6 May 1942.[1]
 Pre-production started with eight prototypes and service trials aircraft completed from
August 1942 to December 1942, and with a further five, in the following year.[17]

N1K1-J Production: Kawanishi Kokuki K.K.[16]

Year Jan. Feb. Mar. Apr. May June July Aug. Sept. Oct. Nov. Dec. Annual
1943 4 6 11 14 16 20 71
1944 17 40 65 93 17 71 90 92 106 100 82 51 824
1945 24 30 30 15 7 6 112
Total 1,007

 Pre-production started with nine prototypes and service trials aircraft completed from
July 1943 to Aug. 1943.[4]

N1K2-J Production: Kawanishi Kokuki K.K.[16]

Year Jan. Feb. Mar. Apr. May June July Aug. Sept. Oct. Nov. Dec. Annual
1943 1 1
1944 1 1 1 2 1 1 3 2 1 6 7 31 67
1945 35 47 58 80 81 20 12 5 338
Total 406

 Pre-production started with eight prototypes and service trials aircraft completed from
Dec. 1943 to May. 1944.[4]

Total Production:
According to USSBS Report: 1,509 [16]
According to Francillon: 1,532 [4]
Figure includes: 97 N1K1, 1,007 N1K1-J and 406
N1K2-J builds.
Figure includes: 97 N1K1, 1,007 N1K1-J and 423
 N1K2-J + K builds, with 2 N1K3-J, 2 N1K4-J, 1
N1K4-A prototypes.

Survivors
At least three Shiden Kai aircraft survive in American museums. One is at the National
Museum of Naval Aviation in Pensacola, Florida.

The second N1K2-Ja (s/n 5312), a fighter-bomber variant equipped with wing mounts to
carry bombs, is on display in the Air Power gallery at the National Museum of the United
States Air Force, at Wright-Patterson Air Force Base near Dayton, Ohio. This aircraft was
displayed outside for many years in a children's playground in San Diego, suffering
considerable corrosion, and had become seriously deteriorated. In 1959 it was donated to the
Museum through the cooperation of the San Diego Squadron of the Air Force Association.[18]
In October 2008 the aircraft was returned to display following an extensive eight year
restoration. Many parts had to be reverse engineered by the Museum's restoration staff. Four
different aircraft serial numbers were found on parts throughout the airframe, indicating
reassembly from three different wrecks brought back to the U.S. for examination, or wartime
assembly or repair from parts obtained from three different aircraft. Serial number 5312 was
found in the most locations, and is the number now cited. The N1K2-Ja is painted as an
aircraft in the Yokosuka Kōkūtai, an evaluation and test unit.[19]

The third example is owned by the National Air and Space Museum but was restored by the
Champlin Fighter Museum at Falcon Field, Mesa, Arizona, in return for the right to display
the aircraft at Falcon Field for 10 years after restoration. It currently is on display at the
National Air and Space Museum's Steven F. Udvar-Hazy Center [20]

An authentic Shiden-Kai from the 343 squadron is displayed at a local museum in Shikoku,
Japan. After the aircraft was damaged in battle, its pilot landed on July 24, 1945 in the waters
of the Bungo Channel, but he was never found; by the time of the aircraft's recovery from the
seabed in the 1970s, he could be identified only as one of six pilots from the 343 squadron
who disappeared that day. Photographs of the six—including Takashi Oshibuchi, commander
of the 701 Hikōtai, and Kaneyoshi Muto—are displayed under the aircraft engine.

Gallery

The 343 Kōkūtai's Shiden-Kai, discovered on November 18, 1978 in Jyoen Hisayoshi Bay.
The aircraft is displayed at Nanreku Misho Koen, Ehime Prefecture, Japan.[21] It is possible
that the one was flown by ace-pilot Kaneyoshi Muto.





Specifications (N1K1-J)
Data from TAIC 107 A1 Report[22]

General characteristics
 Crew: 1
 Length: 9.3 m (30 ft 7 in)
 Wingspan: 12.0 m (39 ft 4 in)
 Height: 3.9 m (13 ft 0 in)
 Wing area: 23.5 m2 (253 ft2)
 Empty weight: 2,656 kg (5,855 lb)
 Loaded weight: 4,000 kg (8,820 lb)
 Max. takeoff weight: 4,860 kg (10,710 lb)
 Powerplant: 1 × Nakajima Homare NK9H radial engine, 1,850 hp (1,380 kW)

Performance

 Maximum speed: 656 km/h (408mph) (6100m（20000ft）)

 Range: 1,716 km / 2,395 km (1,066 mi; 1,488 mi (2,395 km) ferry)
 Service ceiling: 10,800 m (35,500 ft)
 Rate of climb: 20.3 m/s (4065 ft/min)
 Wing loading: 166 kg/m2 (34 lb/ft2)
 Power/mass: 0.305 kW/kg (0.226 hp/lb)

Armament
 4× 20 mm Type 99 Model 2 Mk 4 cannon in wings. 200 rounds per gun (up from 100
rounds per gun internally and 70 rounds per gun in underwing boots for the early
N1K1-J). The 20×101 mm round had an effective range of 1,000 m (3,280 ft) and a
muzzle velocity of 700 m/s (2,297 ft/s). The 128 g shell had 6–8% HE. Rate of fire
was about 500 rounds/min per gun. The guns were harmonized to converge at 200 m
(656 ft).
 2× 250 kg (551 lb) bombs
 1× 400 L (105 gal) drop tank

See also
Aircraft of comparable role, configuration and era

 Focke-Wulf Fw 190
 Grumman F6F Hellcat
 Kawasaki Ki-100
 Lavochkin La-7
 Mitsubishi J2M
 Nakajima Ki-84
 North American P-51 Mustang
 Republic P-47 Thunderbolt
Related lists

 List of aircraft of Japan during World War II

 List of aircraft of World War II
 List of fighter aircraft
 List of military aircraft of Japan

References
Notes

1.

 Francillon, 1979, p. 318

  Francillon 1979, p. 321.
  Francillon 1979, p. 325.
  Francillon, 1979, p. 329
  Francillon 1971, p. 58.
  Francillon 1979, p. 323.
  "Fact Sheets: Kawanishi N1K2-Ja Shiden Kai." National Museum of the US Air Force.
Retrieved: 23 November 2015.
  Sakai, Saburo (1957). Samurai. p. 304. ISBN 950-15-0163-9.
  Green 1960, p. 114.
  "Fact Sheets: Kawanishi N1K2-Ja Shiden Kai." National Museum of the US Air Force.
Retrieved: 23 November 2015.
  Angelucci and Matricardi 1978, p. 171.
  Tillman 2010, p. 117.
  Sakai, Saburo (1957). "31". Samurai. p. 321. ISBN 950-15-0163-9.
  Francillon 1971, pp. 57–58.
  Francillon 1979, p. 325.
  USSBS, Appendix C., p. 12-13
  Francillon, 1979, p. 319
  United States Air Force Museum Guidebook 1975, p. 48.
  Werneth 2008, p. 18.
  National Air and Space Museum, Kawanishi N1K2-Ja Shiden Kai
  Pacific Wrecks, IJN 343 Kōkūtai, N1K2-J Model 21

22.  Archives of M. Williams, TAIC 107 A1 Report: George 11

Bibliography

 Angelucci, Enzo and Paolo Matricardi. World Aircraft: World War II, Volume II
(Sampson Low Guides). Maidenhead, UK: Sampson Low, 1978. ISBN 0-562-00096-
8.
 Francillon, PhD., René J. Japanese Aircraft of the Pacific War. London: Putnam &
Company Ltd., 1970. second edition 1979. ISBN 0-370-30251-6.
 Francillon, PhD., René J. Kawanishi Kyofu, Shiden and Shiden Kai Variants (Aircraft
in Profile 213). Windsor, Berkshire, UK: Profile Publications Ltd., 1971.
  Galbiati, Fabio. "Battaglia Aerea del 19 Marzo su Kure.(in Italian)." Storia Militare
magazine, Albertelli edizioni, N.166, July 2007.
 Green, William. Famous Fighters of the Second World War. Garden City, NY:
Doubleday & Company, 1960.
 Green, William. Warplanes of the Second World War, Volume Three: Fighters.
London: Macdonald & Co. (Publishers) Ltd., 1961 (seventh impression 1973).
ISBN 0-356-01447-9.
 "Corporation Report III: Kawanishi Aircraft Company, Ltd." United States Strategic
Bombing Survey Aircraft Division., Washington, D.C. 1947.
 Koseski, Krystian. Kawanishi N1K1/N1k2-J "Shiden/Kai" (in Polish). Warszawa,
Poland: Wydawnictwo Susei, 1991. ISBN 83-900216-0-9.
 Mondey, David. The Hamlyn Concise Guide to Axis Aircraft of World War II.
London: Bounty Books, 2006. ISBN 0-7537-1460-4.
 Sakaida, Henry. Imperial Japanese Navy Aces, 1937–45. Botley, Oxford, UK: Osprey
Publishing, 1998. ISBN 1-85532-727-9.
 Sakaida, Henry and Koji Takaki. Genda's Blade: Japan's Squadron of Aces, 343
Kōkūtai. Hersham, Surrey, UK: Classic Publications, 2003. ISBN 1-903223-25-3.
 Tillman, Barrett. Whirlwind: The Air War Against Japan, 1942–1945. New York:
Simon & Schuster, 2010. ISBN 978-1-41658-441-4.
 United States Air Force Museum Guidebook. Wright-Patterson AFB, Ohio: Air Force
Museum Foundation, 1975.
 Werneth, Ron. "Rebirth of a Forgotten Japanese Navy Fighter." Flight Journal,
Volume 13, Number 3, June 2008.

External links

Wikimedia Commons has media related to Kawanishi N1K.

 TACI 107A1 Report "George 11"

 Kawanishi N1K2-Ja Shiden Kai (George) – National Museum of the United States
Air Force

Kawasaki Ki-61
From Wikipedia, the free encyclopedia
Ki-61 "Hien"

Role Fighter aircraft

Manufacturer Kawasaki Kōkūki Kōgyō K.K.
Designer Takeo Doi
First flight December 1941
Introduction 1942
Retired 1945
Imperial Japanese Army Air
Service
Primary users Chinese Nationalist Air Force
People's Liberation Army Air
Force
Number built 3,078 [1]
Developed into Kawasaki Ki-100

The Kawasaki Ki-61 Hien (飛燕, "flying swallow") is a Japanese World War II fighter
aircraft used by the Imperial Japanese Army Air Service. The Japanese Army designation
was "Army Type 3 Fighter" (三式戦闘機).[2] Allied pilots initially believed Ki-61s were
Messerschmitt Bf 109s and later an Italian aircraft, which led to the Allied reporting name of
"Tony", assigned by the United States War Department.[3] It was the only mass-produced
Japanese fighter of the war to use a liquid-cooled inline V engine. Over 3,000 Ki-61s were
produced. Initial prototypes saw action over Yokohama during the Doolittle Raid on 18 April
1942, and continued to fly combat missions throughout the war.[4][5]

Kawasaki Ki-61 Hien with drop tank

Contents
 1 Design and development
 2 Operational history
o 2.1 Ki-61 Special Attack Unit
 3 Ki-61 units
 4 Variants
o 4.1 Production
 5 Operators
 6 Surviving aircraft
 7 Specifications (Ki-61-I-KAIc)
 8 See also
 9 References
o 9.1 Notes
 o 9.2 Citations
o 9.3 Bibliography
 10 External links

Design and development

The Ki-61 was designed by Takeo Doi and his deputy Shin Owada in response to a late 1939
tender by the Koku Hombu[N 1] for two fighters, each to be built around the Daimler-Benz DB
601Aa. Production aircraft would use a Kawasaki licensed DB 601, known as the Ha-40,
which was to be manufactured at its Akashi plant. The Ki-60 was to be a heavily armed
specialised interceptor, with a high wing loading; [N 2] the Ki-61 was to be a more lightly
loaded and armed general-purpose fighter, intended to be used mainly in an offensive, air
superiority role at low to medium altitudes.[N 3]

Both single-seat, single-engine fighters used the same basic construction, being of all-metal
alloys with semi-monocoque fuselages and three-spar wings, with alloy-framed, fabric-
covered ailerons, elevators and rudders. Priority was given to the Ki-60, which first flew in
April 1941, while design work on the Ki-61 did not begin until December 1940. Although the
Ki-61 was broadly similar to the Ki-60, it featured several refinements exploiting lessons
learned from the disappointing flight characteristics of the earlier design.[6]

The all-metal, semi-monocoque fuselage was basically oval in cross-section, changing to a

tapered, semi-triangular oval behind the cockpit canopy, with a maximum depth of 1.35 m
(4 ft 5 in). An unusual feature of the Ki-61 was that the engine bearers were constructed as an
integral part of the forward fuselage, with the cowling side panels being fixed. For servicing
or replacement, only the top and bottom cowling panels could be removed. A tapered,
rectangular supercharger air intake was located on the port-side cowling. Behind the engine
bulkhead were the ammunition boxes feeding a pair of synchronized 12.7 mm (.50 in) Ho-
103 machine guns which were set in a "staggered" configuration (the port weapon slightly
further forward than that to starboard) in a bay just above and behind the engine. The
breeches partly projected into the cockpit, above the instrument panel. The Ho-103 was a
light weapon for its caliber (around 23 kg/51 lb) and fired a light shell, but this was
compensated for by its rapid rate of fire. The ammunition capacity was limited, having only
around 250 rounds for each weapon. A self-sealing fuel tank with a capacity of 165 L (44 US
gal) was located behind the pilot's seat. The windshield was armored and there was a 13 mm
(.51 in) armor plate behind the pilot. The radiator and oil cooler for the liquid-cooled engine
were in a ventral location below the fuselage and wing trailing edge, covered by a rectangular
section fairing with a large, adjustable exit flap.[6]

The evenly-tapered wings had an aspect ratio of 7.2 with a gross area of 20 m² (215.28 ft²)
and featured three spars; a Warren truss main spar and two auxiliary spars. The rear spar
carried the split flaps and long, narrow-chord ailerons, while the front spar incorporated the
undercarriage pivot points. The undercarriage track was relatively wide at 4 m (13 ft 1.5 in).
Each wing had a partially self-sealing 190 L (50 US gal) fuel tank behind the main spar, just
outboard of the fuselage. A single weapon (initially a 7.7 mm/0.303 in Type 89 machine gun)
was able to be carried in a weapons bay located behind the main spar.[6]

The first prototype of the San-shiki-Sentohki ichi gata ("Type 3 Fighter, Model 1", the
official IJAAF designation) first flew in December 1941 at Kagamigahara Airfield.[7]
Although test pilots were enthusiastic about its self-sealing fuel tanks, upgraded armament,
and good dive performance, the wing loading of 146.3 kg/m² (30 lb/ft²) at an all-up weight of
2,950 kg (6,500 lb) was viewed with scepticism by many of the senior officers of the Koku
Hombu, who still believed in the light, highly manoeuvrable, lightly armed fighter epitomised
by the then new Nakajima Ki-43-I-Hei which had a wing loading of 92.6 kg/m² (19 lb/ft²)
(and even that was considered borderline compared to the earlier Ki-27).[8]

To address these concerns, Kawasaki staged a fly-off between two Ki-61 prototypes and the
Nakajima Ki-43-I, a pre-production Nakajima Ki-44-I, a defector-flown Lavochkin-
Gorbunov-Goudkov LaGG-3, a Messerschmitt Bf 109E-7, and a captured Curtiss P-40E
Warhawk. The Ki-61 proved the fastest of all the aircraft and was inferior only to the Ki-43
in manoeuvrability.[8][9][10][11]

The Ki-61 was the last of the fighters powered by the DB-601 or its foreign derivatives, and it
was soon overshadowed by fighters with more powerful engines. By the time it first flew in
December 1941, one year after the Macchi C.202's first flight and three years after the first
Bf 109E, the engine was already underpowered compared to the new 1,120 kW (1,500 hp)
inline or 1,491 kW (2,000 hp) radial engines being developed (and already nearing the mass-
production stage) to power the next generation of combat aircraft such as the Republic P-47
Thunderbolt. Moreover, the inline Ha-40 engine proved to be an unreliable powerplant.[12][13]

The DB-601 engine required precise and sophisticated manufacturing; the Ha-40 was lighter
by roughly 30 kg (70 lb) and required even higher manufacturing standards. Reaching these
standards proved difficult for Japanese manufacturers, an issue further complicated by the
variable quality of materials, fuel, and the lubricants needed to run a sensitive, high-
performance engine. The Japanese equivalent of the more powerful DB-605 engine was the
Ha-140, which was fitted onto the Type 3 to produce the Ki-61-II high-altitude
interceptor.[12][14]

Compared to the Ki-61-I, the Ki-61-II had 10% greater wing area, used more armour and was
powered by the Kawasaki Ha-140 engine generating 1,120 kW (1,500 hp). After overcoming
initial fuselage and wing stability problems, the new interceptor reverted to the original wing
and was put into service as the Ki-61-II-KAI. However, the Ha-140 engine had severe
reliability problems which were never fully resolved, and around half of the first batch of
engines delivered were returned to the factory to be re-built. A US bombing raid on 19
January 1945 destroyed the engine factory in Akashi, Hyōgo, and 275 Ki-61-II-KAI
airframes without engines were converted to use the Mitsubishi Ha-112-II radial engine,
resulting in the Ki-100. While the Ha-112 solved the problems encountered with the Ha-140,
the new engine still had a major weakness: a lack of power at altitude, which diminished its
ability to intercept high-flying B-29 Superfortresses relative to the Ki-61-II.[12][15]

During testing, the Hien proved capable,[16] but several shortcomings were subsequently
revealed in operational service[citation needed], namely the armor protection that was insufficient
against larger guns and a sub-standard engine that eventually led to a new engine being
considered.[dubious – discuss]

Operational history
Unusual wartime photo of a captured Ki-61 being tested by the USAAF

The Ki-61 looked so different to the usual radial-engined Japanese fighters that the Allies at
first believed it to be of German or Italian origin, possibly a license-built Messerschmitt Bf
109. The first Ki-61 seen by Allied aircrew had been misidentified as a Bf 109 by USAAF
Capt. C. Ross Greening during the Doolittle Raid. In early reports, when it was thought to
have been a German fighter, the Ki-61 had been code-named "Mike".[4][5] The final, and
better known code name adopted was "Tony", because the Ki-61 looked like an Italian
aircraft.[17][18]

The new Ki-61 Hien fighters entered service with a special training unit, the 23rd Chutai, and
entered combat for first time in early 1943, during the New Guinea campaign.[19] The first
Sentai (Air Group/Wing) fully equipped with the Hien was the 68th in Wewak, New
Guinea,[19] followed by the 78th Sentai stationed at Rabaul. Both units were sent into a
difficult theatre where jungles and adverse weather conditions, coupled with a lack of spares,
quickly undermined the efficiency of both men and machines. Because the Ki-61 was so new,
and had been rushed into service, it inevitably suffered from teething problems. Almost all of
the modern Japanese aircraft engines, especially the Ki-61's liquid-cooled engines, suffered a
disastrous series of failures and ongoing problems,[13] which resulted in the obsolescent Ki-43
still forming the bulk of the JAAF's fighter capability.

Initially, this campaign went successfully for the Japanese Army Air Force (JAAF), but when
the Allies re-organized and enhanced the combat capabilities of their air forces, they gained
the upper hand against the JAAF.[13] High non-combat losses were also experienced by the
Japanese during this campaign. For example, while in transit between Truk and Rabaul, the
78th lost 18 of its 30 Ki-61s.[20][21]

Even with these problems, there was some concern in Allied aviation circles regarding the
Hien:

The new Japanese fighter caused some pain and consternation among Allied pilots,
particularly when they found out the hard way that they could no longer go into a dive
and escape as they had from lighter Japanese fighters. ...General George Kenney
[Allied air forces commander in the Southwest Pacific] found his Curtiss P-40s
completely outclassed, and begged for more Lockheed P-38 Lightnings to counter the
threat of the new enemy fighter.[citation needed]

However, the increasing numerical strength of Allied bomber units, along with inadequate
anti-aircraft systems, imposed crippling losses on Japanese units. Approximately 100 out of
130 Japanese aircraft based in the Wewak area were lost during the attacks of August 17–21
1943. By the end of the campaign, nearly 2,000 Japanese aircraft had been lost in air attacks
from up to 200 Allied aircraft at a time, around half of which were Consolidated B-24
Liberators and North American B-25 Mitchells armed with fragmentation bombs.[13] After the
Japanese retreat, over 340 aircraft wrecks were later found at Hollandia.[13]

Capt. Teruhiko Kobayashi's Ki-61 of the 244th Sentai

The Ki-61 was also utilised in Southeast Asia, Okinawa, China and as an interceptor during
US bombing raids over Japanese home islands, including against Boeing B-29
Superfortresses. The Ki-61 was notable for many reasons: initially identified as of either
German or Italian origin, these aircraft were capable of matching Allied aircraft such as the
P-40 in speed, and as evaluation had already showed, were superior in almost every respect.
However, the armament of the early Hien was lighter, but still sufficient for most purposes.
Some authors claim that the Lockheed P-38 Lightning was measurably superior.[22] The Ki-
61 carried a great deal of fuel, but due to having self-sealing fuel tanks it was not considered
readily flammable, as many other Japanese aircraft were.[12]

Owing to the additional weight, the Ki-61's performance and agility suffered when its
armament was increased, but it still remained capable with a 580 km/h (313 kn) maximum
speed. The cannon armament was needed to counter the Allied bombers, which proved to be
difficult to shoot down with only 12.7 mm (.50 in) machine guns. The empty and maximum
weights for the Ki-61 prototype (2 × 12.7 mm/0.50 in + 2 × 7.7 mm/0.303 in) were 2,238 kg
(4,934 lb) and 2,950 kg (6,504 lb), respectively; for the Ki-61-I basic (4 × 12.7 mm/.50 in)
3,130 kg (6,900 lb); and for the Ki-61-KAI (2 × 12.7 mm/0.50 in + 2 × 20 mm), 2,630 kg
(5,798 lb) and 3,470 kg (6,750 lb).[12]

A number of Ki-61s were also used in Tokkotai (kamikaze) missions launched toward the end
of the war. The Ki-61 was delivered to 15th Sentai (group/wing), as well as some individual
Chutaicho (junior operational commanders) in other Sentai, and even to operational training
units in the JAAF. The aircraft was largely trouble-free in service except for the liquid-cooled
engine which tended to overheat when idling on the ground and suffered from oil circulation
and bearing problems.[23]

Ki-61 Special Attack Unit

An ex-23rd Sentai, 2nd Chutai Ki-61 found and photographed at Inba airbase by USAAF
personnel in 1946.

The tactic of using aircraft to ram American Boeing B-29 Superfortresses was first recorded
in late August 1944, when B-29s from Chinese airfields attempted to bomb the steel factories
at Yawata. Sergeant Shigeo Nobe of the 4th Sentai intentionally flew his Kawasaki Ki-45
into a B-29; debris from the explosion severely damaged another B-29, which also went
down.[N 4][24] Other attacks of this nature followed, as a result of which individual pilots
determined it was a practicable way of destroying B-29s.[25]

On 7 November 1944, the officer commanding the 10th Hiko Shidan (Air division) made
ramming attacks a matter of policy by forming ramming attack flights specifically to oppose
the B-29s at high altitude. The aircraft were stripped of their fuselage armament and
protective systems in order to attain the required altitudes. Although the term "kamikaze" is
often used to refer to the pilots undertaking these attacks, the word was not used by the
Japanese military.

The units assigned to the 10th Hiko Shidan included the 244th Hiko Sentai (Fighter group),
then commanded by Captain Takashi Fujita, who organised a ramming flight called
"Hagakure-Tai" ("Special Attack Unit"), which was composed out of volunteers from the
three Chuatai (squadrons) of the 244th: the 1st Chutai "Soyokaze", 2nd Chutai "Toppu", and
the 3rd Chutai known as "Mikazuki".

First Lieutenant Toru Shinomiya was selected to lead the Hagakure-Tai. On 3 December
1944, Shinomiya – along with Sergeant Masao Itagaki and Sergeant Matsumi Nakano –
intercepted a B-29 raid; Shinomaya rammed one B-29, but was able to land his damaged Ki-
61, which had lost most of the port outer wing, back at base. After attacking another B-29
Itagaki had to parachute from his damaged fighter, while Nakano rammed and damaged Long
Distance of the 498th BG and crash-landed his stripped-down Ki-61 in a field. Shinomaya's
damaged Ki-61 was later displayed inside Tokyo's Matsuya department store while Nakano's
Ki-61 was displayed outside, alongside of a life-size cut-away drawing of the forward
fuselage of a B-29.[26][N 5] These three pilots were the first recipients of the Bukosho, Japan's
equivalent to the Victoria Cross or Medal of Honor, which had been inaugurated on 7
December 1944 as an Imperial Edict by Emperor Hirohito (there are 89 known recipients,
most of whom fought and scored against B-29s).[27][28] The existence of the ramming unit had
been kept confidential until then, but it was officially disclosed in the combat results
announcement and officially named "Shinten Seiku Tai" ("Body Attack Detachment") by the
Defense GHQ. On 27 January 1945, Itakagi survived another ramming attack on a B-29,
again parachuting to safety, and received a second Bukosho; he survived the war as only one
of two known double-Bukosho recipients.[29] Sergeant Shigeru Kuroishikawa was another
distinguished member of the unit.
Kawasaki Ki-61 pictured at an airfield in Fukuoka, Japan, c. 1945. Notice the rudder, which
was cannibalized from another Ki-61.

Despite their successful attacks, these pilots gained no reprieve, and were obliged to continue
these deadly and dangerous ramming tactics until they were killed, or else wounded so badly
that they could no longer fly. They were regarded as doomed men and were celebrated among
the ranks of those who were going to certain death as Tokkotai (kamikaze) pilots.[30]

Some other Ki-61 pilots also achieved renown, among them Major Teruhiko Kobayshi of the
244th Sentai, who was credited by some with a dozen victories mostly due to conventional
attacks against B-29s.[31]

Ki-61 units
The Hiko Sentai, usually referred to as Sentai, was the basic operational unit of the Imperial
Japanese Army Air Force, composed of three or more Chutai (companies or squadrons). A
Sentai had 27 to 49 aircraft, with each Chutai having 16 aircraft and pilots plus a
maintenance and repair unit. Several sentai had other units under their operational control,
most notably the Hagakure-Tai ("Special Attack Units") of the 244th Sentai. By 1944, with
the depredations of Allied attacks on supply lines and airfields, as well as the loss of pilots
and aircraft through combat attrition and accidents, few sentai were able to operate at full
strength.[citation needed]

Units operating the Ki-61 "Hien"[32][33]

Aircraft Area of
Sentai Established Disbanded Notes
type(s) operations
One of Kawasaki's
10 February
main factories was
1944 at
Ki-61, Philippines, located at
17th Kagamigahara, End of war
Ki-100 Formosa, Japan Kagamigahara
Gifu
which, in 1944 was
Prefecture[N 6]
not yet a city.
Lt Mitsuo Oyake
won Bukosho for
10 February
shooting down three
1944 at Chōfu Ki-61, Philippines,
18th End of War B-29s (one by
from the 244th Ki-100 Japan
ramming) 7 April
Sentai
1944 and damaging
three others.
19th 10 February Ki-61 Indonesia, End of War
 1944 at Akeno Philippines, (Formosa)
Fighter School Formosa,
Okinawa
11 October
Ki-43,
1944 at Inba, Iwo Jima, End of war
23rd Ki-44,
Chiba Formosa, Japan (Inba)
Ki-61
Prefecture
Ki-51,
End of war
26th Late 1944 Ki-43, Formosa
(Formosa)
Ki-61
Ki-46,
June 1939 in Manchuria,
28th Ki-61, July 1945
Manchuria Japan
Ki-102
Ki-10, 30 May
July 1938 in Manchuria,
31st Ki-43, 1945 at
China Philippines
Ki-61 Singapore
End of war,
Ki-10, New Guinea, Medan,
Ki-27, Manchuria Dutch East
33rd Late 1943
Ki-43, (Manchoukuo), Indies
Ki-61 East Indies (currently
Indonesia)
23 March 1944 flew Ki-61 for a
Ki-61, Japan, Eastern
53rd at Tokorozawa, short time in Home
Ki-45 Defence Sector
Saitama Island Defence
End of war
30 May 1944 at
Philippines, at Sana,
55th Taishō, Osaka Ki-61
Japan Nara
Prefecture
Prefecture
Unit claimed 11 B-
29s for 30 pilots lost.
End of war Warrant Officer
August 1944 at
at Itami, Tadao Sumi (five B-
56th Taishō Osaka Ki-61 Japan
Hyōgo 29s plus one P-51
Prefecture
Prefecture Mustang destroyed,
four B-29s damaged)
Bukosho recipient.
1st Lieutenant
Naoyuki Ogata
China, Bukosho recipient.
Manchuria Warrant Officer
Ki-27, End of War
1 July 1938 at (Nomonhan), Kazuo Shimizu flew
Ki-43, at Ashiya,
59th Kagamigahara, Indochina, East with unit from
Ki-61, Fukuoka
Gifu Prefecture Indies, New February 1942 right
Ki-100 Prefecture
Guinea, through to August
Okinawa, Japan 1945; 18 victories,
including nine
bombers.
 Ki-32,
Ki-51, Philippines, End of war, Unit used Ki-61
65th Ki-43, Formosa, Metabaru, from the summer of
Ki-61, Okinawa, Japan Saga 1944
Ki-45
First unit to convert
to the Ki-61. Unit
was destroyed by
Allied air forces in
New Guinea. Most
surviving ground and
aircrew were used as
infantry, with few
survivors. A Ki-61-
1-Otsu,
manufacturer's No.
Rabaul (New 640 is one of the best
March 1942 at
Ki-27, Britain), New 25 July preserved aircraft
68th Harbin,
Ki-61 Guinea, 1944 wrecks in New
Manchuria
Halmahera Guinea.[34] Captain
Shogo Takeuchi
transferred from 64th
Sentai, April 1942.
KIA 15 December
1943 30+ victories.

Sgt. Susumu
Kaijinami officially
credited with eight
victories plus 16
unofficially.
Second unit to
convert to the Ki-61.
Unit was destroyed
Manchuria, by Allied air forces
31 March 1942 Ki-27, 25 July
78th Rabaul, New in New Guinea. Most
in China Ki-61 1944
Guinea surviving ground and
aircrew were used as
infantry, with few
survivors.
August 1944,
Okinawa, End of war
105th Taichung, Ki-61
Formosa (Formosa)
Formosa
Nine Bukosho
April 1942, End of war recipients. Major
Ki-27,
reorganised Okinawa, (Yokaichi, Teruhiko Kobayashi
244th Ki-61,
from 144th Formosa Shiga JAAF's youngest
Ki-100
Sentai Prefecture) Sentai commander.
Also had an air-to-air
 B-29 ramming unit.
Sentai claimed 73 B-
29s shot down plus
92 damaged. Most
famous of the Home
Defence Sentais.
Captain Nagao Shirai
considered the
ranking ace of 244
Sentai and possibly
leading B-29 "killer"
of JAAF (11 B-29s
plus two Grumman
F6F Hellcats
destroyed, six other
aircraft damaged
using Ki-61 and Ki-
100. Captain Chuichi
Ichikawa nine B-29s
plus one F6F
destroyed, six B-29s
damaged. Major
Teruhiko Kobayashi,
three B-29s plus two
F6Fs destroyed.
Training
units
23rd
Dokuritsu Became Evaluation and
Dai Shijugo Chōfu, 1941 Ki-61 Japan basis of conversion unit for
(Independent 23rd Sentai Ki-61.
Chutai)
Main flight training
Ki-10,
school for Army
Ki-27,
fighter pilots. Many
Ki-43,
Akeno Akeno, Mie of the instructors
Ki-44,
Fighter Prefecture, Japan End of war participated in
Ki-45,
School 1935 missions in defence
Ki-61,
of Japan 1944-1945.
Ki-84,
Akeno Airbase still
Ki-100
in operational use.
Flight training school
37th Kyoiku Ki-43, for Army fighter
Matsuyama
Hikōtai Ki-44, pilots. Many of the
airfield,
(Flight Ki-45, Formosa End of war instructors
Formosa,
Training Ki-61, participated in
1943[35]
Company) Ki-84 missions in defence
of Japan 1944-1945
Variants
Note: Ko, Otsu, Hei and Tei are the Japanese equivalents to a, b, c, d. Kai ('modified' or
'improved') was also used for some models of the Ki-61.

Ki-61-Hien

 Ki-61 Prototypes: 12 build

 Ki-61-I-Ko First production version: fully retractable tailwheel, two 7.7 mm
(0.303 in) Type 89 machine guns in the wings and two synchronized 12.7 mm
(0.50 in) Ho-103 machine guns in the forward decking. Capable of carrying one 151 L
(40 gal) drop tank or a light bomb.[12]
 Ki-61-I-Otsu Second production fighter variant: Tailwheel retraction mechanism was
unreliable, the aircraft was modified accordingly. Two 12.7 mm (.50 in) Ho-103
machine guns replaced the wing 7.7 mm (.303 in) machine guns.[12]
 Ki-61-I-Hei: The Hei was built in conjunction with the Otsu variant, the wing
machine guns were replaced by Mauser MG 151/20 cannons.
 Ki-61-I-Tei Fighter variant with two fuselage mounted Japanese 20 mm Ho-5 cannon
and two 12.7 mm (.50 in) wing mounted Ho-103 machine guns.
 Ki-61-I-KAId: Interceptor variant with 2 × 12.7 mm (.50 in) machine guns and 2 ×
30 mm (1.18 in) Ho-155 wing cannon.
 Ki-61-I- w.c.e.s: Experimental aircraft with evaporation system, as used on the
Heinkel He 100. It was the fastest Ki-61 built, achieving 630 km/h (395 mph).
 Ki-61-II Prototype with 1,120 kW (1,500 hp) Ha-140 engine and first flown in
December 1943.
 Ki-61-II-KAI: Pre-production version which reverted to the Ki-61-I-Tei wing, a
220 mm (8.7 in) fuselage stretch, enlarged rudder, and Ha-140 engine; 30 built.
 Ki-61-II-KAIa: Armed with 2 x 12.7 mm (.50 in) machine guns in the wings and 2 x
20 mm cannon in the fuselage.
 Ki-61-II-KAIb: Armed with 4 x 20 mm cannon.
 Ki-61-III Prototype: This version had a cut-down rear fuselage and a canopy design
which was later used by the Ki-100-I-Otsu

Production

Ki-61-I
Production:
Kawasaki Kokuki
K.K [36]

Year
Jan. Feb. Mar. Apr. May June July Aug. Sept. Oct. Nov. Dec. Annual
1942 1 3 5 10 15 34
1943 22 32 31 37 44 40 53 60 70 87 104 130 710
1944 150 156 145 142 118 236 254 198 164 174 101 53 1,891
1945 19 19
Total 2,654
Not included:

 Pre-production started with the first prototype completed in July 1941,[37] and with
further eleven builds in early 1942.[38]

Ki-61-II
Production:
Kawasaki Kokuki
K.K [36]

Year
Jan. Feb. Mar. Apr. May June July Aug. Sept. Oct. Nov. Dec. Annual
1944 1 3 26 0 0 0 0 1 26 41 71 70 239
1945 68 56 15 19 7 165
Total 404

Note:

 Out of 374 Ki-61-II builds, 275 were completed as Ki-100 Ia.[1]

Not included:

 Pre-production started with eight prototypes completed during Aug. 1943 to Jan.
1944.[1]

Total production:
Figure includes: 2,654 Ki-61-I and 404 Ki-61-II
According to USSBS Report: 3,058 [36]
builds
Figure includes: 2,666 Ki-61-I and 412 Ki-61-II
According to Francillon: 3,078 [1]
builds

Operators
Japan

 Imperial Japanese Army Air Service

Post War

China

 Chinese Nationalist Air Force - Operated some captured aircraft

China

 People's Liberation Army Air Force - also operated some captured aircraft

Indonesia
  In 1945, Indonesian People's Security Force (IPSF) (Indonesian pro-independence
guerrillas) captured a small number of aircraft at numerous Japanese air bases,
including Bugis Air Base in Malang (repatriated 18 September 1945). Most aircraft
were destroyed in military conflicts between the Netherlands and the newly
proclaimed-Republic of Indonesia during the Indonesian National Revolution of
1945–1949.[39]

Surviving aircraft
 379 – Ki-61-II in storage at the Fantasy of Flight in Polk City, Florida.[40]
 640 – Ki-61-II under restoration to airworthy condition at Ardmore, Auckland, New
Zealand by AvSpecs. It will become part of the Military Aviation Museum collection
in Virginia Beach, Virginia.[41]
 5017 – Ki-61-II-Kai on static display at the Kakamigahara Aerospace Science
Museum in Kakamigahara, Gifu. Previously on display at the Chiran Peace Museum
for Kamikaze Pilots in Chiran, Kagoshima; it was removed from the museum in
September 2015 and restored by Kawasaki Heavy Industries from 2015 to
2016.[42][43][44][45]

Specifications (Ki-61-I-KAIc)

Data from Japanese Aircraft of the Pacific War[46]

General characteristics
 Crew: 1
 Length: 8.94 m (29 ft 4 in)
 Wingspan: 12 m (39 ft 4 in)
 Height: 3.7 m (12 ft 2 in)
 Wing area: 20 m2 (220 sq ft)
 Airfoil: NACA 2R 16 wing root, NACA 24009 tip
 Empty weight: 2,630 kg (5,798 lb)
 Gross weight: 3,470 kg (7,650 lb)
 Fuel capacity:
 Internal 550 l (150 US gal; 120 imp gal)
 External 2x 200 l (53 US gal; 44 imp gal)
 Powerplant: 1 × Kawasaki Ha40 inverted liquid-cooled V-12 piston engine, 864 kW
(1,159 hp)
 Propellers: 3-bladed variable pitch propeller

Performance
 Maximum speed: 580 km/h (360 mph; 313 kn) at 5,000 m (16,000 ft)
 Range: 580 km (360 mi; 313 nmi)
 Service ceiling: 11,600 m (38,100 ft)
 Rate of climb: 15.2 m/s (2,990 ft/min)
 Time to altitude: 7.0 min to 5,000 m (16,000 ft)
 Wing loading: 173.5 kg/m2 (35.5 lb/sq ft)
 Power/mass: 0.25 kW/kg (0.15 hp/lb)

Armament
 Guns:
o2× 20 mm (0.79 in) Ho-5 cannon, 120 rounds per gun each
o2× 12.7 mm (0.50 in) Ho-103 machine guns, 250 rpg each
 Bombs: 2× 250 kg (550 lb) bombs

See also
Related development

 Kawasaki Ki-60
 Kawasaki Ki-100

Aircraft of comparable role, configuration and era

 Hawker Hurricane
 Heinkel He 100
 Macchi C.202
 Messerschmitt Bf 109
 Lavochkin LaGG-3
 Curtiss P-40
  Yakovlev Yak-1

Related lists

 List of aircraft of World War II

 List of military aircraft of Japan
 List of aircraft of Japan, World War II

References
Notes

1.

 Koku Hombu was the Technical Branch of the Imperial Army Air Headquarters.
  The Nakajima Ki-44 was selected as the standard IJAAF interceptor fighter and
followed broadly similar specifications to the Ki-60.
  Nakajima designed a similar fighter, the Ki-62, also powered by an Ha-40. This design
later became the basis for the Nakajima Ki-84.
  The B-29s were Colonel Robert Clinksale's B-29-BW 42-6334 Gertrude C and Captain
Ornell Stauffer's B-29-BW 42-6368 Calamity Sue, both from the 468th BG.
  Shinomaya eventually lost his life as a Tokkotai pilot in the battle for Okinawa.

6.  There is an inconsistency in the locations given; Kagamigahara is (wrongly) listed

by Sakaida as being in the Saitama Prefecture, which is north of Gifu

Citations

1.

 Francillon, 1979, p. 120

  Mondey 2006, p. 144.
  Ethell 1995, p. 82.
  Bueschel 1971, p. 7.
  Bueschel 1971, p. 6.
  Green and Swanborough 1976, pp. 18–23.
  Tanimura 1967, p. 12.
  Green and Swanborough 1976, p. 23.
  Francillon 1966, p. 319.
  Green 1975, p. 78.
  Francillon 1979, p. 114.
  Gibertini 1998, pp. 6–13.
  Vaccari 2000, pp. 82–90.
  Tanimura 1967, p. 17.
  Januszewski and Jarski 1992, p. 38.
  "Project Ted No. PTR-115: Final Report on Comparative Combat Evaluation Trials of
Japanese Tony 1 Type 3 Fighter."(pdf file) DeMoss, R.W. and R.L. Duncan. Report on
Comparative Combat Evaluation Trials of Japanese Tony 1 Type 3 Fighter, 26 January 1945.
Retrieved: 23 March 2010.
  Francillon 1966, p. 316.
  Crosby 2002, p. 94.
  Januszewski and Jarski 1992, p. 25.
  Bueschel 1971, pp. 7–9.
  Tanimura 1967, p. 13.
  Green and Swanborough 1976, p. 29.
  Green and Swanborough 1976, pp. 27–28.
  "Pacific War Chronology: August 1944." att.net. Retrieved: 12 June 2008.
  Takaki 2001, p. ?.
  Photo of Nakano's Ki-61 Retrieved: 26 October 2010.
  Sakaida 1997, pp. 67–70.
  Bukosho described xavierb.net. Retrieved: 3 June 2008.
  Sakaida 1997, pp. 70, 94.
  "Japanese website dedicated to the Tokkotai JAAF and JNAF." tokkotai.or.jp. Retrieved:
7 June 2008.
  Sakaida 1997, pp. 74–75.
  Sakaida 1997, pp. 82–87.
  Bueschel1971, pp. 47–49.
  "Ki-61 No. 640." pacificwrecks.com. Retrieved: 8 June 2008.
  "Matsuyama airfield" pacificwrecks.com. Retrieved: 4 June 2011
  USSBS, Appendix E., p. 16
  Francillon, 1979, p. 112
  Francillon, 1979, p. 114
  "Indonesian aviation 1945-1950." adf-serials.com. Retrieved: 23 March 2010.
  Taylan, Justin (3 May 2016). "Ki-61-II Tony Manufacture Number 379". Pacific Wrecks.
Pacific Wrecks Inc. Retrieved 25 April 2017.
  Taylan, Justin (3 May 2016). "Ki-61-II Tony Manufacture Number 640". Pacific Wrecks.
Pacific Wrecks Inc. Retrieved 25 April 2017.
  Marsh, Don; Long, James I. (2004). "The Many Faces of TONY “5017”". j-
aircraft.com. Retrieved 25 April 2017.
  Taylan, Justin (3 May 2016). "Ki-61-II Kai Tony Manufacture Number 61217 Tail 17".
Pacific Wrecks. Pacific Wrecks Inc. Retrieved 25 April 2017.
  Izawa, Tomoyuki (14 October 2016). "Flying swallow WWII fighter restored to glory by
Kawasaki". The Asahi Shimbun. The Asahi Shimbun Company. Retrieved 25 April 2017.
  "Main exhibit room". Chiran Peace Museum. Chiran Peace Museum. Retrieved 25 April
2017.

46.  Francillon 1979, pp. 119–120.

Bibliography

 Bílý, Miroslav . Kawasaki Ki-61 a Ki.100 (Profily letadel II. Svetové války no.4) (in
Czech with English and German captions). Praha, Czech Republic: Modelpres, 1992.
ISBN 80-901328-0-4.
 Bueschel, Richard M. Kawasaki Ki.61/Ki.100 Hien in Japanese Army Air Force
Service, Aircam Aviation Series No.21. Canterbury, Kent, UK: Osprey Publications
Ltd, 1971. ISBN 0-85045-026-8.
 Crosby, Francis. Fighter Aircraft. London: Lorenz Books, 2002. ISBN 0-7548-0990-
0.
 Ethell, Jeffrey L. Aircraft of World War II. Glasgow: Collins/Jane's, 1995. ISBN 0-
00-470849-0.
 Francillon, Ph.D., René J. Japanese Aircraft of the Pacific War. London: Putnam &
Company Ltd., 1970 (2nd edition 1979). ISBN 0-370-30251-6.
 Francillon, Ph.D., René J. "The Kawasaki Ki-61 Hien" Aircraft in Profile, Volume 5,
No. 118. Windsor, Berkshire, UK: Profile Publications Ltd., 1966. ASIN
B0007KB5AW.
 Gallagher, James P. Meatballs and Dead Birds: A Photo Gallery Of Destroyed
Japanese Aircraft In World War II. Mexhanicsburg, Pennsylvania: Stackpole Books,
2004. ISBN 0-8117-3161-8.
 Gibertini, Giorgio. "Rondini Giapponesi" (in Italian).Aerei Nella Storia N.8, August
1998. Parma, Italy: West-ward edizioni.
 Green, William. "An Oriental Swallow." Air International, Vol. 9, no. 2, August
1975.
 Green, William. Warplanes of the Second World War, Volume Three: Fighters.
London: Macdonald & Co. (Publishers) Ltd., 1961 (seventh impression 1973).
ISBN 0-356-01447-9.
 Green, William and Gordon Swanborough. WW2 Aircraft Fact Files: Japanese Army
Fighters, Part 1. London: Macdonald and Jane's, 1976. ISBN 0-356-08224-5.
 Gunston, Bill. World Encyclopedia of Aircraft Manufacturers: From the Pioneers to
the Present Day. Annapolis, Maryland: Naval Institute Press, 1993. ISBN 1-55750-
939-5.
 Hata, Ikuhiko, Yasuho Izawa and Christopher Shores. Japanese Army Air Force
Fighter Units and Their Aces, 1931-1945. London: Grub Street Publishing, 2002.
ISBN 978-1-9023-0489-2.
 Janowicz, Krzysztof. 68 Sentai (in Polish). Lublin, Poland: Kagero, 2003. ISBN 83-
89088-01-0.
 Januszewski, Tadeusz and Adam Jarski. Kawasaki Ki-61 Hien, Monografie Lotnicze 5
(in Polish). Gdańsk, Poland: AJ-Press, 1992. ISSN 0867-7867.
 Mondey, David. The Hamlyn Concise Guide to Axis Aircraft of World War II.
London: Bounty Books, 2006. ISBN 0-7537-1460-4.
 Sakaida, Henry. Japanese Army Air Force Aces 1937-45. Botley, Oxford, UK: Osprey
Publishing, 1997. ISBN 1-85532-529-2.
 Sakurai, Takashi. Hien Fighter Group: A Pictorial History of the 244th Sentai,
Tokyo's Defenders (in Japanese/English). Tokyo: Dai Nippon Kaga, 2004. ISBN
unknown.
 Sakurai, Takashi. Rikugun Hiko Dai 244 Sentai Shi (History of the Army 244 Group)
(in Japanese). Tokyo: Soubunsha, 1995. ISBN unknown.
 Snedden, Robert. World War II Combat Aircraft. Bristol, UK: Parragon Book, 1997.
ISBN 0-7525-1684-1.
 Takaki, Koji and Henry Sakaida. B-29 Hunters of the JAAF. Botley, Oxford, UK:
Osprey Publishing, 2001. ISBN 1-84176-161-3
 Tanimura, Masami et al. Kawasaki Ki-61 (Tony). Blaine, Washington: Paul Gaudette,
Publisher, 1967.
  United States Strategic Bombing Survey Aircraft Division. Kawasaki Aircraft
Company, Ltd. Corporation Report IV, Washington, D.C. 1947.
 Vaccari, Pier Francesco. "Guerra Aerea in Nuova Guinea" (in Italian). Rivista Italiana
Difesa, N.8, 2000.

External links

Wikimedia Commons has media related to Kawasaki Ki-61.

 KI-61 article on vectorsite (public domain)

 USN report on captured Ki-61 (pdf file)
 Japanese website dedicated to the Tokkotai JAAF and JNAF
 virtual page about performance of Ki-61Kai
 Profile drawings and artwork on the Ki-61
 The Many Faces of Tony "5017" - Article on Ki-61-II-Kai production No. 5017, still
in existence
 Ki-61-II Tony Manufacture Number 640 - Covers the discovery, recovery and
restoration in some detail

Kawasaki Ki-100
From Wikipedia, the free encyclopedia
Ki-100

A Ki-100 in the RAF Museum at Hendon,

London
Role Fighter
Kawasaki Kōkūki Kōgyō
Manufacturer
K.K.
First flight 1 February 1945
Introduction 9 March 1945
Retired August 1945
Imperial Japanese Army Air
Primary user
Service
Produced 1945
Number built 396 [1]
Developed from Kawasaki Ki-61
The Kawasaki Ki-100 was a fighter aircraft used by the Imperial Japanese Army Air Service
in World War II. The Japanese Army designation was "Type 5 Fighter" (五式戦闘機: Go-
shiki sentouki or abbreviated as Goshikisen). No new Allied code name was assigned to this
type; 275 Ki-100 airframes were built as Ki-61s before being modified to accept a radial
engine in place of the original inline engine.

The emergency measure of adapting a Ki-61-II-KAI fighter to carry a Mitsubishi radial

engine resulted in one of the best interceptors used by the Army during the entire war. It
combined excellent power and maneuverability [2] and, although its high-altitude performance
against the USAAF Boeing B-29 Superfortress heavy bombers was limited by the lack of an
efficient supercharger, it performed better than most other IJAAF fighters.[3]

Operational missions began in March 1945. From the first engagements, the Ki-100
performed well against the B-29 and showed itself to be equally effective against U.S. Navy
carrier fighters.[4] A new variant, the Ki-100-Ib, was produced during the last weeks of the
war in time to equip five sentai for home defense duties.

Contents
 1 Design and development
 2 Operational history
 3 Variants
o 3.1 Production
 4 Operators
 5 Specifications (Ki-100-1a/b Goshikisen)
 6 See also
 7 References
 8 External links

Design and development

In mid-1944, the Ki-61 was one of the best fighters of the Imperial Japanese Army Air
Service. It was the only production Japanese fighter to have an inline powerplant (the
Kawasaki Ha-40, a Japanese adaptation of the German Daimler-Benz DB 601 engine) during
World War II, as well as the first one with factory-installed armor and self-sealing fuel tanks.
It also had respectable performance, more in line with contemporary American and European
designs of the time, with speed and rate of climb emphasized instead of manoeuvrability and
range. It was an effective design, but suffered from engine shortages and reliability problems.

These problems as well as the performance advantage of enemy fighters, especially the
Grumman F6F Hellcat, led to the development of an improved model, the Ki-61-II (later Ki-
61-II-KAI), powered by the new 1,120 kW (1,500 hp) Kawasaki Ha-140 engine, which was
unfortunately heavier than the Ki-61-I-KAIc it replaced. Maximum speed increased from
590 km/h (370 mph) to 610 km/h (380 mph) and general performance (except rate of climb)
improved as well. However, it was never able to perform as planned due to the continued
degradation of quality of the engine's assembly line, with far fewer engines produced than
were required, while many of the engines that were built were rejected due to poor build
quality. At this point of the war, the IJAAF was in desperate need of effective interceptors to
stop the enemy bomber raids over the Japanese mainland, so in October 1944 it was ordered
that a 1,120 kW (1,500 hp) Mitsubishi Ha-112-II (Kinsei ["Venus"] 60 series), a 14-cylinder,
two-row radial engine should be installed in those airframes. The need for the re-engined
fighter was made yet more urgent on 19 January 1945, when a B-29 raid destroyed the
engine's production plant,[5] leaving 275 finished Ki-61s without a powerplant.

The Mitsubishi Ha-112-II was some 54 kg (120 lb) lighter than the Ha-140 and produced the
same power more reliably. After the study of an imported Fw 190A, an example of an aircraft
in which a wide radial engine had been successfully installed in a narrow airframe, three Ki-
61-II-KAI airframes were modified to carry this engine and to serve as prototypes. Three
engineers, Takeo Doi, chief engineer and head of project, his assistant Makato Owada, and
head of engine systems at Kawasaki Kagamigahara, Tomio Oguchi, worked through several
concepts for redesigning the Ki-61 airframe to accept the new engine before settling on a
solution in which a second skin fairing was riveted to the fuselage to smooth out the airflow
behind the adjustable cooling flaps and multiple exhaust stubs of the new engine cowling.[6]
At first, there were problems with the aircraft now being found to be very tail-heavy, but the
removal of a large lead counterbalance, which had been placed in the Ki-61-II-KAI's rear
fuselage to balance the increasingly heavy Ha-140 engine, restored the center of gravity (cg).

Kawasaki Ki-100 at RAF Ternhill, 1962

As a result, on 1 February 1945, the new model was flown for the first time. Without the need
for the heavy coolant radiator and other fittings required for a liquid-cooled engine, the Ki-
100 was 329 kg (725 lb) lighter than the Ki-61-II, reducing the wing loading from 189 kg/m²
(38.8 lb/ft²) to 175 kg/m² (35.8 lb/ft²). This had an immediate positive effect on the flight
characteristics, enhancing landing and takeoff qualities as well as imparting increased
manoeuvrability, including a tighter turning circle.[6]

The army general staff was amazed by the flight characteristics of the plane, which surpassed
the Hien's in all but maximum speed (degraded by a maximum of 29 km/h [18 mph] by the
larger area of the radial engine's front cowling), and the model was ordered to be put in
production as the Goshikisen (Go = five; shiki = type; sentoki = fighter) or Army Fighter Type
5. The company's name was Ki-100-1-Ko. All of the airframes were remanufactured from
Ki-61-II Kai and Ki-61-III airframes; the integral engine mount/cowling side panel was cut
off the fuselage and a tubular steel engine mount was bolted to the firewall/bulkhead. Many
of the redundant fittings from the liquid-cooled engine, such as the ventral radiator shutter
actuator, were still kept. The first 271 aircraft, or Ki-100-1-Ko, with the raised "razorback"
rear fuselage were rolled out of the factory between March and June 1945. A further 118 Ki-
100 I-Otsu were built with a cut-down rear fuselage and new rear-view canopy from May
through to the end of July 1945. This version also featured a modified oil cooler under the
engine in a more streamlined fairing.[6]
The engine was reliable in contrast to the mechanical nightmares of the Nakajima Ki-84,
Kawasaki Ki-61, and Kawanishi N1K-J that kept many aircraft grounded.[7] Although slow in
level flight for 1945, unlike most Japanese fighters, the Ki-100 could dive with P-51
Mustangs and hold the speed on pullout. Two problems which hampered the effective
employment of Japanese fighters towards the end of the war were unreliable electrical
systems; that of the Ki-100 was less problematic than most other aircraft types, although the
fuse-boxes caused problems; and poor radio communications, which was generic throughout
the war.[8]

The armament was two fuselage-mounted 20 mm Ho-5 cannons, each with 200 rpg. These
were complemented by two wing-mounted 12.7 mm (.50 in) Ho-103 machine guns with 250
rpg.[9]

Improvement of the basic model led to the Ki-100-II, with a turbocharged engine for high-
altitude interception of the B-29 Superfortresses, but only three examples were built, and it
never saw combat.[10]

Operational history

111th's Ki-100 I-Otsu.

Army units to be equipped with this model included the following Sentai: 5th, 17th, 18th,
20th, 59th, 111th, 112th, 200th and 244th and the 81st Independent Fighter Company. Along
with the previously named Army air units, pilots were trained through the Akeno and Hitachi
(Mito) Army Flying Schools. Many of the Akeno and Hitachi instructors, who were often
seconded from operational units, flew combat missions (this deployment was a notable
spreading out of the very few fighters that were operational, but many of these wings were
only partially re-equipped).[11]

The Ki-100 made its combat debut on the night of 9 March 1945[7] and suffered its first loss
on 7 April 1945, when a Ki-100 flown by Master Sergeant Yasuo Hiema of the 18th Sentai
was shot down by a B-29 after "attacking the formation again and again".[7][N 1] Allied
aircrews soon realised that they were facing a formidable new fighter[12] Although far fewer
Ki-100s were available than the Ki-84s, it was considered one of the most important fighters
in the inventory. However, during interception of the high-flying B-29s (the B-29 raids soon
became low-level missions) the new Japanese fighters struggled as the Ha-112-II engine's
performance decreased at high altitudes. The most effective way to attack the Superfortress
was by making very dangerous head-on attacks, with the fighter hanging its approach path as
it neared the bomber. A failure while attempting this was deadly, because of the
concentration of defensive fire from the bombers. In this type of combat, the Navy's
Mitsubishi J2M Raiden was superior.[13]
During March and April 1945 experienced instructors from the Akeno Army Flying School
flew the Ki-100 in extensive tests against the Ki-84, which was considered to be the best of
the JAAF fighters then in operational service. Their conclusions were that, given pilots of
equal experience, the Ki-100 would always win in combat.[4] From Mid-April, Major
Yasuhiko Kuroe, a highly experienced combat veteran was placed in charge of a "flying
circus" made up of captured Allied aircraft, including a Mustang which had been captured in
China. This "circus" travelled to various operational fighter bases throughout Japan and was
used to train pilots in the best ways to combat enemy aircraft.

On 25 July 1945, 18 Ki-100 fighters from 244th Sentai encountered 10 Hellcats of the light
aircraft carrier USS Belleau Wood's Fighter Squadron 31 (VF-31) in an air battle where the
Ki-100 pilots claimed 12 victories with only two losses. Claims and counter-claims regarding
the true results still arise around this action. The American claims were two Hellcats and two
Ki-100s, including Major Tsutae Obara's Ki-100 and Ensign Edwin White's Hellcat which
collided, killing both pilots.[14] USN records for 25 July 1945 reflect the loss of two aircraft,
both F6F-5's, by VF-31, #78228, piloted by ENS Edwin R. White and #77489, piloted by
ENS Herbert L. Law[15]

After the bombing of the Kagamigahara plant and the slow deliveries of components by the
satellite plants, production rates of the Ki-100 began to fall more and more, and in the period
between May and July, only 12 units were delivered. Finally, production ended due to the
bombing, with only 118 units of the Army Type-5 Fighter Model 1b delivered.

The last loss of a Ki-100 occurred on 14 August 1945, a day before the surrender of Japan,
when Sergeant Major Fumihiko Tamagake of the 244th Sentai was shot down by a
Mustang.[11]

An overall assessment of the effectiveness of the Ki-100 rated it highly in agility, and a well-
handled Ki-100 was able to outmanoeuvre any American fighter, including the formidable P-
51D Mustangs and the P-47N Thunderbolts which were escorting the B-29 raids over Japan
by that time, and was comparable in speed, especially at medium altitudes. In the hands of an
experienced pilot, the Ki-100 was a deadly opponent; the Ki-100 and the Army's Ki-84 and
the Navy's Kawanishi N1K-J were the only Japanese fighters able to defeat the latest Allied
types.[16]

Variants
 Ki-100 (prototypes): one batch of Kawasaki Ki-61 II KAI with radial engine. 3 built
as such.
 Ki-100 I-Ko: Fighter Type 5 of Army (Mark Ia) initial model of series, KI-61 II KAI
modified. 271 built as such.
 Ki-100 I-Otsu: (Mark Ib) full-vision canopy. 118 built as such.
 Ki-100 II (prototypes): engine Mitsubishi Ha-112-II Ru with turbocharger, 1,120 kW
(1,500 hp). 3 built as such.
 Ki-119 (project) Design influenced by the fuselage of the Ki-100, was to have been a
fighter-bomber aircraft. Prototype incomplete.

Production
Ki-100 Production: Kagamigahara, Kawasaki Kokuki K.K. [17]
Year Jan. Feb. Mar. Apr. May June July Aug. Sept. Oct. Nov. Dec. Annual
1945 1 36 89 131 88 23 10 378
Total 378

Note:

 Production on the Kagamigahara and Ichinomiya aircraft plant were severely

hampered by Allied bombing raids. It was planned to produce 200 airframes per
month, but the Ichinomiya plant had to be abandoned after its nearly complete
destruction.[18]

Not included:

 Ki-100-I's pre-production started with three prototypes completed in February 1945.[1]

 Ki-100-II's pre-production started with three prototypes completed during May to
June 1945.[1]
 A further twelve Ki-100-Ib were built at the Ichinomiya aircraft plant.[1]

Total Production:
According to USSBS Report: 378 [17] Figure includes: 272 Ki-100-I and 106 Ki-100-II builds
According to Francillon: 396 [1] Figure includes: 275 Ki-100-I and 121 Ki-100-II builds

Operators
Japan

 Imperial Japanese Army Air Service

Specifications (Ki-100-1a/b Goshikisen)

The same Ki-100 viewed from the front. Photograph at the RAF Museum at Hendon, London
Data from Japanese Aircraft of the Pacific War [19]

General characteristics
 Crew: 1
 Length: 8.82 m (28 ft 11 in)
 Wingspan: 12.00 m (39 ft 4 in)
  Height: 3.75 m (12 ft 4 in)
 Wing area: 20 m² (215 ft²)
 Empty weight: 2,525 kg (5,567 lb)
 Loaded weight: 3,495 kg (7,705 lb)
 Powerplant: 1 × Mitsubishi Ha 112-II radial engine, 1,120 kW (1,500 hp) at take off

Performance
 Maximum speed: 580 km/h (313 kn, 360 mph) at 6,000 m (19,700 ft)
 Cruise speed: 400 km/h (217 kn, 249 mph)
 Range: 2,200 km (1,189 nmi, 1,367 mi)
 Service ceiling: 11,000 m (36,090 ft)
 Climb to 5,000 m (16,400 ft): 6 min

Armament
 Guns: 2 × 20 mm fuselage-mounted Ho-5 cannons, and 2 × 12.7 mm (.50 in) wing-
mounted Ho-103 machine guns

See also
Related development

 Kawasaki Ki-61

Aircraft of comparable role, configuration and era

 Focke-Wulf Fw 190
 Hawker Tempest
 Hawker Typhoon
 Kawanishi N1K2-J
 Lavochkin La-7
 Messerschmitt Bf-109G
 Mitsubishi A7M
 Nakajima Ki-84
 North American P-51 Mustang
 Republic P-47 Thunderbolt
 Supermarine Spitfire
 Yakovlev Yak-3

Related lists

 List of aircraft of Japan, World War II

 List of aircraft of World War II

References
Notes
 1.

1. This was a mission flown against night-flying Superfortresses flown by a single Ki-
100 piloted by Capt Masashi Sumita of the 18th Sentai.

Citations

1.

 Francillon, 1979, p. 134

  Ethell 1995, p. 83.
  Picarella 2005, p. 74.
  Picarella 2005, pp. 76–77.
  Air International October 1976, pp. 186—187.
  Picarella 2005, pp. 64–68.
  Picarella 2005, p. 69.
  Picarello 2005, pp. 76–77.
  Picarella 2005, p. 67.
  Picarella 2005, pp. 74–75.
  Picarella 2005, p. 73.
  Francillon 1979, p. 130.
  Francillon 1979, p. 395.
  Sakaida 1997, p. 73.
  http://www.aviationarchaeology.com/src/USN/LLJul45.htm
  Sgarlato 1996
  USSBS, Appendix E., p. 16
  Craven and Cate (1953), pp. 565–568

19.  Francillon 1970, pp. 133–134.

Bibliography

 Bueschel, Richard M. Kawasaki Ki.61/Ki.100 Hien in Japanese Army Air Force

Service, Aircam Aviation Series No.21. Canterbury, Kent, UK: Osprey Publications
Ltd, 1971. ISBN 0-85045-026-8.
 Craven, Wesley and Cate, James The Army Air Forces in World War II Volume Five
The Pacific: Matterhorn to Nagasaki June 1944 to August 1945 Chicago: The
University of Chicago Press, 1953. ASIN: B000LZHT7Q
 Ethell, Jeffrey L. Aircraft of World War II. Glasgow, Collins Jane's, 1995. ISBN 0-00-
470849-0.
 Francillon, René J. Japanese Aircraft of the Pacific War. London: Putnam, 1970.
ISBN 0-370-00033-1.
 Francillon, René J. Japanese Aircraft of the Pacific War. London: Putnam, 2nd
edition, 1979. ISBN 0-370-30251-6.
 Green, William. Warplanes of the Second World War, Volume Three: Fighters.
London: Macdonald & Co. (Publishers) Ltd., 1961 (seventh impression 1973).
ISBN 0-356-01447-9.
 Green, William and Gordon Swanborough. WW2 Aircraft Fact Files: Japanese Army
Fighters, Part 1. London: Macdonald and Jane's, 1976. ISBN 0-356-08224-5.
  Januszewski, Tadeusz and Adam Jarski. Kawasaki Ki-61 Hien, Monografie Lotnicze 5
(in Polish). Gdańsk, Poland: AJ-Press, 1992. ISSN 0867-7867.
 "The Last Swallow of Summer...The Extraordinary Story of the Ki-100" Air
International, October 1976, Volume 11, Number 4, pp. 185–191. Bromley, UK: Fine
Scroll.
 Mondey, David. The Hamlyn Concise Guide to Axis Aircraft of World War II.
London: Bounty Books, 2006. ISBN 0-7537-1460-4.
 Picarella, Giuseppe. "Database: Kawasaki Ki-100. Article, scale drawings and
cutaway." Aeroplane magazine, Volume 33, No 11, Issue No 391, November 2005.
London: IPC Media Ltd.
 Sakaida, Henry. Japanese Army Air Force Aces 1937-45. Botley, Oxford, UK: Osprey
Publishing, 1997. ISBN 1-85532-529-2.
 Sakurai, Takashi. Rikugun Hiko Dai 244 Sentai Shi (History of the Army 244 Group
[in Japanese). Tokyo: Soubunsha, 1995. ISBN unknown.
 Sakurai, Takashi. Hien Fighter Group: A Pictorial History of the 244th Sentai,
Tokyo's Defenders(in Japanese/English). Tokyo: Dai Nippon Kaga, 2004. ISBN
unknown.
 Sgarlato, Nico. "Ki-100: il FW-190 Giapponese" (in Italian). Aerei Nella Storia N. 51.
1996.
 United States Strategic Bombing Survey Aircraft Division. Kawasaki Aircraft
Company, Ltd. Corporation Report IV, Washington, D.C. 1947.

External links

Wikimedia Commons has media related to Kawasaki Ki-100.

 KI-61 HIEN at Greg Goebel's AIR VECTORS

Mitsubishi A6M Zero

From Wikipedia, the free encyclopedia
(Redirected from Mitsubishi A6M)
A6M "Zero"

Replica of Mitsubishi A6M3 Zero Model 22

(NX712Z),[1] used (with the atypical green
camouflage shown) in the film Pearl Harbor
Role Fighter
Manufacturer Mitsubishi Heavy Industries
First flight 1 April 1939
Introduction 1 July 1940
Retired 1945 (Japan)
Imperial Japanese Navy Air
Primary users Service
Chinese Nationalist Air Force
Produced 1940–1945
Number built 10,939
Variants Nakajima A6M2-N
This article contains Japanese text. Without
proper rendering support, you may see question
marks, boxes, or other symbols instead of kanji and
kana.

The Mitsubishi A6M "Zero" is a long-range fighter aircraft, manufactured by Mitsubishi

Aircraft Company, a part of Mitsubishi Heavy Industries, and operated by the Imperial
Japanese Navy from 1940 to 1945. The A6M was designated as the Mitsubishi Navy Type 0
carrier fighter (零式艦上戦闘機 rei-shiki-kanjō-sentōki), or the Mitsubishi A6M Rei-sen.
The A6M was usually referred to by its pilots as the "Reisen" (zero fighter), "0" being the last
digit of the imperial year 2600 (1940) when it entered service with the Imperial Navy. The
official Allied reporting name was "Zeke", although the use of the name "Zero" was later
adopted by the Allies as well.

When it was introduced early in World War II, the Zero was considered the most capable
carrier-based fighter in the world, combining excellent maneuverability and very long
range.[2] The Imperial Japanese Navy Air Service (IJNAS) also frequently used it as a land-
based fighter.

In early combat operations, the Zero gained a legendary reputation as a dogfighter,[3]

achieving an outstanding kill ratio of 12 to 1,[4] but by mid-1942 a combination of new tactics
and the introduction of better equipment enabled Allied pilots to engage the Zero on
generally equal terms.[5] By 1943, inherent design weaknesses and the failure to develop
more powerful aircraft engines meant that the Zero became less effective against newer
Allied fighters, which possessed greater firepower, armor, and speed, and approached the
Zero's maneuverability. Although the Mitsubishi A6M was outdated by 1944, design delays
and production difficulties of newer Japanese aircraft types meant that it continued to serve in
a front line role until the end of the war. During the final year of the war in the Pacific, the
Zero was also adapted for use in kamikaze operations.[6] During the course of the war, Japan
produced more Zeros than any other model of combat aircraft.[7]

Contents
  1 Design and development
o 1.1 Name
 2 Operational history
o 2.1 Allied analysis
 2.1.1 American opinions
 2.1.2 British opinions
 3 Variants
o 3.1 A6M1, Type 0 Prototypes
o 3.2 A6M2 Type 0 Model 11
o 3.3 A6M2 Type 0 Model 21
o 3.4 A6M3 Type 0 Model 32
o 3.5 A6M3 Type 0 Model 22
o 3.6 A6M4 Type 0 Model 41/42
o 3.7 A6M5 Type 0 Model 52
o 3.8 A6M6c Type 0 Model 53c
o 3.9 A6M7 Type 0 Model 62
o 3.10 A6M8 Type 0 Model 64
 4 Production
o 4.1 Trainer
o 4.2 Total production
 5 Operators
o 5.1 Post-war
 6 Surviving aircraft
o 6.1 Australia
o 6.2 China
o 6.3 Germany
o 6.4 Indonesia
o 6.5 Japan
o 6.6 New Zealand
o 6.7 United Kingdom
o 6.8 United States
 7 Specifications (A6M2 Type 0 Model 21)
 8 Notable appearances in media
 9 See also
 10 References
o 10.1 Notes
o 10.2 Citations
o 10.3 Bibliography
 11 External links

Design and development

The Mitsubishi A5M fighter was just entering service in early 1937, when the Imperial
Japanese Navy started looking for its eventual replacement. On October 5, 1937, they issued
"Planning Requirements for the Prototype 12-shi Carrier-based Fighter", sending it to
Nakajima and Mitsubishi. Both firms started preliminary design work while they awaited
more definitive requirements to be handed over in a few months.[8]

Based on the experiences of the A5M in China, the IJN sent out updated requirements in
October calling for a speed of 600 km/h (370 mph) and a climb to 3,000 m (9,800 ft) in 3.5
minutes. With drop tanks, they wanted an endurance of two hours at normal power, or six to
eight hours at economical cruising speed. Armament was to consist of two 20 mm cannons,
two 7.7 mm (.303 in) machine guns and two 30 kg (66 lb) or 60 kg (130 lb) bombs. A
complete radio set was to be mounted in all aircraft, along with a radio direction finder for
long-range navigation. The maneuverability was to be at least equal to that of the A5M, while
the wingspan had to be less than 12 m (39 ft) to allow for use on aircraft carriers. All this was
to be achieved with available engines, a significant design limitation.[citation needed]

Nakajima's team considered the new requirements unachievable and pulled out of the
competition in January. Mitsubishi's chief designer, Jiro Horikoshi, thought that the
requirements could be met, but only if the aircraft were made as light as possible. Every
possible weight-saving measure was incorporated into the design. Most of the aircraft was
built of a new top-secret aluminium alloy developed by Sumitomo Metal Industries in 1936.
Called "extra super duralumin" (ESD), it was lighter, stronger and more ductile than other
alloys (e.g. 24S alloy) used at the time, but was prone to corrosive attack, which made it
brittle.[9] This detrimental effect was countered with an anti-corrosion coating applied after
fabrication. No armour protection was provided for the pilot, engine or other critical points of
the aircraft, and self-sealing fuel tanks, which were becoming common at the time, were not
used. This made the Zero lighter, more maneuverable, and the longest-ranged single-engine
fighter of World War II, which made it capable of searching out an enemy hundreds of
kilometres away, bringing them to battle, then returning to its base or aircraft carrier.
However, that tradeoff in weight and construction also made it prone to catching fire and
exploding when struck by enemy rounds.[10]

With its low-wing cantilever monoplane layout, retractable, wide-set conventional landing
gear and enclosed cockpit, the Zero was one of the most modern carrier based aircraft in the
world at the time of its introduction. It had a fairly high-lift, low-speed wing with very low
wing loading. This, combined with its light weight, resulted in a very low stalling speed of
well below 60 kn (110 km/h; 69 mph). This was the main reason for its phenomenal
maneuverability, allowing it to out-turn any Allied fighter of the time. Early models were
fitted with servo tabs on the ailerons after pilots complained that control forces became too
heavy at speeds above 300 kilometres per hour (190 mph). They were discontinued on later
models after it was found that the lightened control forces were causing pilots to overstress
the wings during vigorous maneuvers.[11]

It has been claimed that the Zero's design showed a clear influence from British and
American fighter aircraft and components exported to Japan in the 1930s, and in particular on
the American side, the Vought V-143 fighter. Chance Vought had sold the prototype for this
aircraft and its plans to Japan in 1937. Eugene Wilson, president of Vought, claimed that
when shown a captured Zero in 1943, he found that "There on the floor was the Vought
V 142 [sic] or just the spitting image of it, Japanese-made", while the "power-plant
installation was distinctly Chance Vought, the wheel stowage into the wing roots came from
Northrop, and the Japanese designers had even copied the Navy inspection stamp from Pratt
& Whitney type parts."[12] While the sale of the V-143 was fully legal,[12][13] Wilson later
acknowledged the conflicts of interest that can arise whenever military technology is
exported.[12] Counterclaims maintain that there was no significant relationship between the V-
143 (which was an unsuccessful design that had been rejected by the U.S. Army Air Corps
and several export customers) and the Zero, with only a superficial similarity in layout.
The Zero resembled the 1937 British Gloster F.5/34. Performance of the Gloster F.5/34 was
comparable to that of early model Zeros, with its dimensions and appearance remarkably
close to the Zero.[14] Gloster had a relationship with the Japanese between the wars, with
Nakajima building the carrier-based plane, the Gloster Gambet, under license.[15] However
allegations about the Zero being a copy have been discredited by some authors.[13][16]

Name

The A6M is usually known as the "Zero" from its Japanese Navy type designation, Type 0
carrier fighter (Rei shiki Kanjō sentōki, 零式艦上戦闘機), taken from the last digit of the
Imperial year 2600 (1940), when it entered service. In Japan, it was unofficially referred to as
both Rei-sen and Zero-sen; Japanese pilots most commonly called it Zero-sen, where sen is
the first syllable of sentōki, Japanese for "fighter plane".[Note 1][17]

In the official designation "A6M", the "A" signified a carrier-based fighter, "6" meant it was
the sixth such model built for the Imperial Navy, and "M" indicated the manufacturer,
Mitsubishi.

The official Allied code name was "Zeke", in keeping with the practice of giving male names
to Japanese fighters, female names to bombers, bird names to gliders, and tree names to
trainers. "Zeke" was part of the first batch of "hillbilly" code names assigned by Captain
Frank T. McCoy of Nashville, Tennessee, (assigned to the Allied Technical Air Intelligence
Unit (ATAIU) at Eagle Farm Airport in Australia), who wanted quick, distinctive, easy-to-
remember names. When, in 1942, the Allied code for Japanese aircraft was introduced, he
logically chose "Zeke" for the "Zero". Later, two variants of the fighter received their own
code names: the Nakajima A6M2-N (floatplane version of the Zero) was called "Rufe" and
the A6M3-32 variant was initially called "Hap". After objections from General "Hap"
Arnold, commander of the USAAF, the name was changed to "Hamp". When captured
examples were examined in New Guinea, it was realized it was a variant of the Zero and
finally renamed "Zeke 32".[citation needed]

Operational history

Mitsubishi A6M2 "Zero" Model 21 takes off from the aircraft carrier Akagi, to attack Pearl
Harbor.
The cockpit (starboard console) of an A6M2 which crashed into Building 52 at Fort
Kamehameha during the attack on Pearl Harbor, killing the pilot.

Mitsubishi A6M3 Zero wreck abandoned at Munda Airfield, Central Solomons, 1943

A6M2 Zero photo c. 2004

Carrier A6M2 and A6M3 Zeros from the aircraft carrier Zuikaku preparing for a mission at
Rabaul

A6M3 Model 22, flown by Japanese ace Hiroyoshi Nishizawa over the Solomon Islands,
1943

The first Zeros (pre-series of 15 A6M2) went into operation with the 12th Rengo Kōkūtai in
July 1940.[18] On 13 September 1940, the Zeros scored their first air-to-air victories when 13
A6M2s led by Lieutenant Saburo Shindo attacked 27 Soviet-built Polikarpov I-15s and I-16s
of the Chinese Nationalist Air Force, shooting down all the fighters without loss to
themselves. By the time they were redeployed a year later, the Zeros had shot down 99
Chinese aircraft[19] (266 according to other sources).[18]

At the time of the attack on Pearl Harbor, 521 Zeros were active in the Pacific, 328 in first-
line units.[20] The carrier-borne Model 21 was the type encountered by the Americans. Its
tremendous range of over 2,600 kilometres (1,600 mi) allowed it to range farther from its
carrier than expected, appearing over distant battlefronts and giving Allied commanders the
impression that there were several times as many Zeros as actually existed.[21]

The Zero quickly gained a fearsome reputation.[3] Thanks to a combination of unsurpassed

maneuverability — even when compared to other contemporary Axis fighters — and
excellent firepower, it easily disposed the motley collection of Allied aircraft sent against it in
the Pacific in 1941.[22][23] It proved a difficult opponent even for the Supermarine Spitfire.
"The RAF pilots were trained in methods that were excellent against German and Italian
equipment but suicide against the acrobatic Japs", as Lt.Gen. Claire Lee Chennault had to
notice.[24] Although not as fast as the British fighter, the Mitsubishi fighter could out-turn the
Spitfire with ease, sustain a climb at a very steep angle, and stay in the air for three times as
long.[25]

Allied pilots soon developed tactics to cope with the Zero. Due to its extreme agility,
engaging a Zero in a traditional, turning dogfight was likely to be fatal.[26] It was better to
swoop down from above in a high-speed pass, fire a quick burst, then climb quickly back up
to altitude. (A short burst of fire from heavy machine guns or cannon was often enough to
bring down the fragile Zero.) Such "boom-and-zoom" tactics were used successfully in the
China Burma India Theater (CBI) by the "Flying Tigers" of the American Volunteer Group
(AVG) against similarly maneuverable Japanese Army aircraft such as the Nakajima Ki-27
Nate and Nakajima Ki-43 Oscar. AVG pilots were trained by their commander Claire
Chennault to exploit the advantages of their P-40s, which were very sturdy, heavily armed,
generally faster in a dive and level flight at low altitude, with a good rate of roll.[27]

Another important maneuver was Lieutenant Commander John S. "Jimmy" Thach's "Thach
Weave", in which two fighters would fly about 60 m (200 ft) apart. If a Zero latched onto the
tail of one of the fighters, the two aircraft would turn toward each other. If the Zero followed
his original target through the turn, he would come into a position to be fired on by the
target's wingman. This tactic was first used to good effect during the Battle of Midway and
later over the Solomon Islands.

Many highly experienced Japanese aviators were lost in combat, resulting in a progressive
decline in quality, which became a significant factor in Allied successes. Unexpected heavy
losses of pilots at the Battles of the Coral Sea and Midway dealt the Japanese carrier air force
a blow from which it never fully recovered.[28][29]
 Play media
Short film Recognition of the Japanese Zero Fighter (1943), intended to help U.S. airmen
quickly distinguish the Zero from friendly aircraft, with Ronald Reagan as pilot Saunders.

Throughout the Battle of Midway Allied pilots expressed a high level of dissatisfaction with
the Grumman F4F Wildcat. The Commanding Officer of USS Yorktown noted:

The fighter pilots are very disappointed with the performance and length of sustained fire
power of the F4F-4 airplanes. The Zero fighters could easily outmaneuver and out-climb the
F4F-3, and the consensus of fighter pilot opinion is that the F4F-4 is even more sluggish and
slow than the F4F-3. It is also felt that it was a mistake to put 6 guns on the F4F-4 and thus to
reduce the rounds per gun. Many of our fighters ran out of ammunition even before the Jap
dive bombers arrived over our forces; these were experienced pilots, not novices.[30]

They were astounded by the Zero's superiority:[31]

In the Coral Sea, they made all their approaches from the rear or high side and did relatively
little damage because of our armor. It also is desired to call attention to the fact that there was
an absence of the fancy stunting during pull outs or approaches for attacks. In this battle, the
Japs dove in, made the attack and then immediately pulled out, taking advantage of their
superior climb and maneuverability. In attacking fighters, the Zeros usually attacked from
above rear at high speed and recovered by climbing vertically until they lost some speed and
then pulled on through to complete a small loop of high wing over which placed them out of
reach and in position for another attack. By reversing the turn sharply after each attack the
leader may get a shot at the enemy while he is climbing away or head on into a scissor if the
Jap turns to meet it.[30]

In contrast, Allied fighters were designed with ruggedness and pilot protection in mind.[32]
The Japanese ace Saburō Sakai described how the toughness of early Grumman aircraft was a
factor in preventing the Zero from attaining total domination:

I had full confidence in my ability to destroy the Grumman and decided to finish off the
enemy fighter with only my 7.7 mm machine guns. I turned the 20mm cannon switch to the
'off' position, and closed in. For some strange reason, even after I had poured about five or six
hundred rounds of ammunition directly into the Grumman, the airplane did not fall, but kept
on flying! I thought this very odd—it had never happened before—and closed the distance
between the two airplanes until I could almost reach out and touch the Grumman. To my
surprise, the Grumman's rudder and tail were torn to shreds, looking like an old torn piece of
rag. With his plane in such condition, no wonder the pilot was unable to continue fighting! A
Zero which had taken that many bullets would have been a ball of fire by now.[33]
When the powerfully armed Lockheed P-38 Lightning, armed with four "light barrel" AN/M2
.50 cal. Browning machine guns and one 20 mm autocannon, and the Grumman F6F Hellcat
and Vought F4U Corsair, each with six AN/M2 heavy calibre Browning guns, appeared in
the Pacific theater, the A6M, with its low-powered engine and lighter armament, was hard-
pressed to remain competitive. In combat with an F6F or F4U, the only positive thing that
could be said of the Zero at this stage of the war was that, in the hands of a skillful pilot, it
could maneuver as well as most of its opponents.[21] Nonetheless, in competent hands, the
Zero could still be deadly.

Due to shortages of high-powered aviation engines and problems with planned successor
models, the Zero remained in production until 1945, with over 11,000 of all variants
produced.

Allied analysis

The Akutan Zero is inspected by US military personnel on Akutan Island on 11 July 1942.

American opinions

The American military discovered many of the A6M's unique attributes when they recovered
a largely intact specimen of an A6M2, the Akutan Zero, on Akutan Island in the Aleutians.
During an air raid over Dutch Harbor on June 4, 1942, one A6M fighter was hit by ground-
based anti-aircraft fire. Losing oil, Flight Petty Officer Tadayoshi Koga attempted an
emergency landing on Akutan Island about 20 miles northeast of Dutch Harbor, but his Zero
flipped over on soft ground in a sudden crash-landing. Koga died instantly of head injuries
(his neck was broken by the tremendous impact), but the relatively-undamaged fighter was
found over a month later by an American salvage team and was shipped to Naval Air Station
North Island, where testing flights of the repaired A6M revealed both strengths and
deficiencies in design and performance.[32][34]

The experts who evaluated the captured Zero found that the plane weighed about 2,360 kg
(5,200 lb) fully loaded, some 1,260 kg (2,780 lb) lighter than the Grumman F4F Wildcat, the
standard United States Navy fighter of the time. The A6M's airframe was "built like a fine
watch"; the Zero was constructed with flush rivets, and even the guns were flush with the
wings. The instrument panel was a "marvel of simplicity ... with no superfluities to distract
[the pilot]." What most impressed the experts was that the Zero's fuselage and wings were
constructed in one piece, unlike the American method that built them separately and joined
the two parts together. The Japanese method was much slower, but resulted in a very strong
structure and improved close maneuverability.[32]

British opinions
Captain Eric Brown, the Chief Naval Test Pilot of the Royal Navy, recalled being impressed
by the Zero during tests of captured aircraft. "I don't think I have ever flown a fighter that
could match the rate of turn of the Zero. The Zero had ruled the roost totally and was the
finest fighter in the world until mid-1943."[4] American test pilots found that the Zero's
controls were "very light" at 320 kilometres per hour (200 mph), but stiffened at faster speeds
(above 348 km/h, or 216 mph) to safeguard against wing failure.[35] The Zero could not keep
up with Allied aircraft in high-speed maneuvers, and its low "never exceed speed" (VNE)
made it vulnerable in a dive. While stable on the ground despite its light weight, the aircraft
was designed purely for the attack role, emphasizing long range, maneuverability, and
firepower at the expense of protection of its pilot. Most lacked self-sealing tanks and armor
plating.[32]

Variants

A6M1, Type 0 Prototypes

The first two A6M1 prototypes were completed in March 1939, powered by the 580 kW
(780 hp) Mitsubishi Zuisei 13 engine with a two-blade propeller. It first flew on 1 April, and
passed testing within a remarkably short period. By September, it had already been accepted
for Navy testing as the A6M1 Type 0 Carrier Fighter, with the only notable change being a
switch to a three-bladed propeller to cure a vibration problem.

A6M2 Type 0 Model 11

While the navy was testing the first two prototypes, they suggested that the third be fitted
with the 700 kW (940 hp) Nakajima Sakae 12 engine instead. Mitsubishi had its own engine
of this class in the form of the Kinsei, so they were somewhat reluctant to use the Sakae.
Nevertheless, when the first A6M2 was completed in January 1940, the Sakae's extra power
pushed the performance of the Zero well past the original specifications.

The new version was so promising that the Navy had 15 built and shipped to China before
they had completed testing. They arrived in Manchuria in July 1940, and first saw combat
over Chungking in August. There they proved to be completely untouchable by the
Polikarpov I-16s and I-153s that had been such a problem for the A5Ms when in service. In
one encounter, 13 Zeros shot down 27 I-15s and I-16s in under three minutes without loss.
After hearing of these reports, the navy immediately ordered the A6M2 into production as the
Type 0 Carrier Fighter, Model 11. Reports of the Zero's performance filtered back to the US
slowly. There they were dismissed by most military officials, who thought it was impossible
for the Japanese to build such an aircraft.
A6M2 Type 0 Model 21

A6M2 "Zero" Model 21 of Shōkaku prior to attack on Pearl Harbor, 7 December 1941.

After the delivery of the 65th aircraft, a further change was worked into the production lines,
which introduced folding wingtips to allow them to fit on aircraft carriers.[20] The resulting
Model 21 would become one of the most produced versions early in the war. A feature was
the improved range with 520 l (140 US gal) wing tank and 320 l (85 US gal) drop tank. When
the lines switched to updated models, 740 Model 21s had been completed by Mitsubishi, and
another 800 by Nakajima. Two other versions of the Model 21 were built in small numbers,
the Nakajima-built A6M2-N "Rufe" floatplane (based on the Model 11 with a slightly
modified tail), and the A6M2-K two-seat trainer of which a total of 508 were built by Hitachi
and the Sasebo Naval Air Arsenal.[36]

A6M3 Type 0 Model 32

A6M3 Model 32.

In 1941, Nakajima introduced the Sakae 21 engine, which used a two-speed supercharger for
better altitude performance, and increased power to 840 kW (1,130 hp). A prototype Zero
with the new engine was first flown on July 15, 1941.[37]

The new Sakae was slightly heavier and somewhat longer due to the larger supercharger,
which moved the center of gravity too far forward on the existing airframe. To correct for
this, the engine mountings were cut back by 185 mm to move the engine toward the cockpit.
This had the side effect of reducing the size of the main fuselage fuel tank (located between
the engine and the cockpit) from 518 l (137 US gal) to 470 l (120 US gal). The cowling was
redesigned to enlarge the cowl flaps, revise the oil cooler air intake, and move the carburetor
air intake to the upper half of the cowling.[38][39]

The wings were redesigned to reduce span, eliminate the folding tips, and square off the
wingtips. The inboard edge of the aileron was moved outboard by one rib, and the wing fuel
tanks were enlarged accordingly to 420 l (110 US gal). The two 20 mm wing cannon were
upgraded from the Type 99 Mark l to the Type 99 Mark II,[38] which required a bulge in the
sheet metal of the wing below each cannon. The wings also included larger ammunition
boxes and thus allowing 100 rounds per cannon.

The Sakae 21 engine and other changes increased maximum speed by only 11 km/h
(6.8 mph) compared to the Model 21, but sacrificed nearly 1,000 km (620 mi) of range.[37]
Nevertheless, the navy accepted the type and it entered production in April 1942.[40]

The shorter wing span led to better roll, and the reduced drag allowed the diving speed to be
increased to 670 km/h (420 mph). On the downside, turning and range, which were the
strengths of the Model 21, suffered due to smaller ailerons, decreased lift and greater fuel
consumption. The shorter range proved a significant limitation during the Solomons
Campaign, during which Zeros based at Rabaul had to travel nearly to their maximum range
to reach Guadalcanal and return.[41] Consequently, the Model 32 was unsuited to that
campaign[40] and was used mainly for shorter range offensive missions and interception.

The appearance of the redesigned A6M3-32 prompted the US to assign the Model 32 a new
code name, "Hap". This name was short-lived, as a protest from USAAF Commanding
General Henry "Hap" Arnold forced a change to "Hamp". Soon after, it was realized that it
was simply a new model of the "Zeke" and was termed "Zeke 32".

This variant was flown by only a small number of units, and only 343 were built.

A6M3 Type 0 Model 22

In order to correct the deficiencies of the Model 32, a new version with folding wingtips and
redesigned wing was introduced. The fuel tanks were moved to the outer wings, fuel lines for
a 330 l (87 US gal) drop tank were installed under each wing and the internal fuel capacity
was increased to 570 l (150 US gal). More important, it regained back its capabilities for long
operating ranges, similar to the previous A6M2 Model 21, which was vastly shortened by the
Model 32.

However, before the new design type was accepted formally by the Navy, the A6M3 Model
22 already stood ready for service in December 1942. Approximately 560 aircraft of the new
type had been produced in the meantime by Mitsubishi Jukogyo K.K.[42]

According to a theory, the very late production Model 22 might have had wings similar to the
shortened, rounded-tip wing of the Model 52.[43] One plane of such arrangement was
photographed at Lakunai Airfield ("Rabaul East") in the second half of 1943, and has been
published widely in a number of Japanese books. While the engine cowling is the same of
previous Model 32 and 22, the theory proposes that the plane is an early production Model
52.[44] However, the available evidence suggest that this "hybrid" type was simply an early
production Model 52.

The Model 32, 22, 22 kou, 52, 52 kou and 52 otsu were all powered by the Nakajima 栄
(Sakae) 21型 engine.[41] That engine kept its designation in spite of changes in the exhaust
system for the Model 52.

A6M4 Type 0 Model 41/42

Mitsubishi is unable to state with certainty that it ever used the designation "A6M4" or model
numbers for it. However, "A6M4" does appear in a translation of a captured Japanese memo
from a Naval Air Technical Arsenal, titled Quarterly Report on Research Experiments, dated
1 October 1942.[45] It mentions a "cross-section of the A6M4 intercooler" then being
designed. Some researchers believe "A6M4" was applied to one or two prototype planes
fitted with an experimental turbo-supercharged Sakae engine designed for high altitude.[46]
Mitsubishi's involvement in the project was probably quite limited or nil; the unmodified
Sakae engine was made by Nakajima.[41] The design and testing of the turbo-supercharger
was the responsibility of the First Naval Air [Technical] Arsenal (第一海軍航空廠, Dai Ichi
Kaigun Kōkūshō) at Yokosuka.[45] At least one photo of a prototype plane exists. It shows a
turbo unit mounted in the forward left fuselage.

Lack of suitable alloys for use in the manufacture of a turbo-supercharger and its related
ducting caused numerous ruptures, resulting in fires and poor performance. Consequently,
further development of a turbo-supercharged A6M was cancelled. The lack of acceptance by
the navy suggests that the navy did not bestow model number 41 or 42 formally, although it
appears that the arsenal did use the designation "A6M4". The prototype engines nevertheless
provided useful experience for future engine designs.[47]

A6M5 Type 0 Model 52

Mitsubishi A6M5 Model 52s abandoned by the Japanese at the end of the war (Atsugi naval
air base) and captured by US forces.

A6M5c Zeros preparing to take part in a kamikaze attack in early 1945

Sometimes considered as the most effective variant,[48] the Model 52 was developed to again
shorten the wings to increase speed and dispense with the folding wing mechanism. In
addition, ailerons, aileron trim tab and flaps were revised.[49][50] Produced first by Mitsubishi,
most Model 52s were made by Nakajima. The prototype was made in June 1943 by
modifying an A6M3 and was first flown in August 1943.[51] The first Model 52 is said in the
handling manual[52] to have production number 3904,[53] which apparently refers to the
prototype.

Research by Mr. Bunzo Komine published by Mr. Kenji Miyazaki states that aircraft 3904
through 4103 had the same exhaust system and cowl flaps as on the Model 22.[54] This is
partially corroborated by two wrecks researched by Mr. Stan Gajda and Mr. L. G. Halls,
production number 4007 and 4043, respectively.[55][verification needed][56][verification needed][57][verification
needed]
(The upper cowling was slightly redesigned from that of the Model 22.[38]) An early
production A6M5 Zero with non separated exhaust, with an A6M3 Model 22 in the
background. A new exhaust system provided an increment of thrust by aiming the stacks aft
and distributing them around the forward fuselage. The new exhaust system required
"notched" cowl flaps and heat shields just aft of the stacks. (Note, however, that the handling
manual translation states that the new style of exhaust commenced with number 3904.
Whether this is correct, indicates retrofitting intentions, refers to the prototype but not to all
subsequent planes, or is in error is not clear.) From production number 4274, the wing fuel
tanks received carbon dioxide fire extinguishers.[58][59] From number 4354, the radio became
the Model 3, aerial Mark 1, and at that point it is said the antenna mast was shortened
slightly.[60] Through production number 4550, the lowest exhaust stacks were approximately
the same length as those immediately above them. This caused hot exhaust to burn the
forward edge of the landing gear doors and heat the tires. Therefore, from number 4551
Mitsubishi began to install shorter bottom stacks.[61] Nakajima manufactured the Model 52 at
its Koizumi plant in Gunma Prefecture.[62] The A6M5 had a maximum speed of 565 km/h
(351 mph)) at 6,000 m (20,000 ft) and reached that altitude in 7:01 minutes.[63]

Subsequent variants included:

 A6M5a, Model 52甲 (Kō, a) - Starting at Mitsubishi number 4651, an armament

change substituted the belt-fed Type 99-2 Mark 4 cannon, with 125 rounds per gun, in
place of the drum-fed Type 99-2 Mark 3 cannon that carried 100 rounds per gun.
Hence, the bulge in the underside of the wing for each cannon's ammunition drum
was deleted and the ejection port for spent cartridge cases was moved. Thicker wing
skinning was installed to permit higher diving speeds.[64]
 A6M5b, Model 52乙 (Otsu, b) - Armament change: The 7.7 mm (.303 in) Type 97
gun (750 m/s muzzle velocity and 600 m/1,970 ft range) in the right forward fuselage
was replaced by a 13.2 mm Type 3 Browning-derived gun (790 m/s muzzle velocity
and 900 m/2,950 ft range, with a rate of fire of 800 rounds per minute) with 240
rounds. The larger weapon required an enlarged opening, creating a distinctive
asymmetric appearance to the top of the cowling, and a revised gas outlet near the
windscreen. In addition, each wing cannon received a fairing at the wing leading
edge. A plate of armored glass 45 mm thick was fitted to the windscreen. A larger
propeller spinner was fitted, suggesting a change to the propeller.[65] The type of
ventral drop tank was changed, it now had fins and was suspended on a slanted pipe.
The first of this variant was completed in April 1944 and it was produced until
October 1944.[66]
 A6M5c, Model 52丙 (Hei, c) - Armament change: One 13.2 mm (.51 in) Type 3
machine gun was added in each wing outboard of the cannon, and the 7.7 mm gun on
the left side of the cowl was deleted. Four racks for rockets or small bombs were
installed outboard of the 13 mm gun in each wing. Engine change: Some sources state
that the hei had a Sakae 31 engine[67] In addition, a 55 mm thick piece of armored
glass was installed at the headrest and a plate of armor was installed behind the seat.
The mounting of the central 300L drop tank changed to a four-post design.[68] Wing
skin was thickened further. The first of this variant was completed in September
1944.[64] Because of the gain in weight, this variant was used mainly for intercepting
B-29s and special attack.[69]
 A6M5-S (A6M5 Yakan Sentōki) - Armament change: To intercept B-29s and other
night-flying aircraft, an air arsenal converted some Model 52s to night fighters.[70]
 They were armed with one 20 mm Type 99 cannon behind the pilot, aimed upward,
similar in intent to the Luftwaffe's Schräge Musik installation.[71] However, lack of
radar prevented them from being very effective.

Some Model 21 and 52 aircraft were converted to "bakusen" (fighter-bombers) by mounting

a bomb rack and 250 kg bomb in place of the centerline drop tank.

Perhaps seven Model 52 planes were ostensibly converted into A6M5-K two-seat trainers.[36]
Mass production was contemplated by Hitachi, but not undertaken.[72]

A6M6c Type 0 Model 53c

This was similar to the A6M5c, but with self-sealing wing tanks and a Nakajima Sakae 31a
engine featuring water-methanol engine boost.

A6M7 Type 0 Model 62

Similar to the A6M6 but intended for attack or Kamikaze role.

A6M8 Type 0 Model 64

Similar to the A6M6 but with the Sakae (now out of production) replaced by the Mitsubishi
Kinsei 62 engine with 1,163 kW (1,560 hp), 60% more powerful than the engine of the
A6M2.[18] This resulted in an extensively modified cowling and nose for the aircraft. The
carburetor intake was much larger, a long duct like that on the Nakajima B6N Tenzan was
added, and a large spinner—like that on the Yokosuka D4Y Suisei with the Kinsei 62—was
mounted. The larger cowling meant deletion of the fuselage-mounted machine gun, but
armament was otherwise unchanged from the Model 52 Hei (2 x 20 mm cannon; 2 x
13 mm/.51 in MG). In addition, the Model 64 was modified to carry two 150 l (40 US gal)
drop tanks on either wing in order to permit the mounting of a 250 kg (550 lb) bomb on the
underside of the fuselage. Two prototypes were completed in April 1945 but the chaotic
situation of Japanese industry and the end of the war obstructed the start of the ambitious
program of production for 6,300 machines, none being completed.[18][73]

Production
A6M Production: Nagoya, Mitsubishi Jukogyo K.K.[74]
Year Jan. Feb. Mar. Apr. May June July Aug. Sept. Oct. Nov. Dec. Annual
1939 1 1 1 3
1940 1 1 1 1 4 3 9 8 9 19 23 19 98
1941 23 23 30 27 30 26 25 30 33 43 52 60 402
1942 60 58 55 54 58 45 46 51 64 65 67 69 692
1943 68 69 73 73 73 73 77 85 93 105 110 130 1,029
1944 125 115 105 109 95 100 115 135 135 145 115 62 1,356
1945 35 59 40 37 38 23 15 52 299
Total 3,879
Not included:

 A second A6M1 was completed on 17 March 1939,[75] but was written off without
explanation after completing the company's flight test program in July 1940.[76]

A6M Production: Ota, Nakajima Hikoki K.K.[77]

Year Jan. Feb. Mar. Apr. May June July Aug. Sept. Oct. Nov. Dec. Annual
1941 1 6 7
1942 19 22 35 31 36 34 52 65 75 88 99 118 674
1943 110 119 133 144 148 152 153 156 243 182 202 225 1,967
1944 238 154 271 230 232 200 163 232 245 194 109 206 2,474
1945 216 108 207 230 247 185 138 85 1,416
Total 6,538

Trainer

A6M Trainer Production: Chiba, Hitachi Kokuki K.K.[78] and Omura, Dai-Nijuichi
K.K.[79]
Year Jan. Feb. Mar. Apr. May June July Aug. Sept. Oct. Nov. Dec. Annual
1943 4 5 6 8 8 8 10 10 10 12 12 15 110
1944 12 16 17 18 17 23 30 29 15 23 27 25 252
1945 23 8 34 21 31 23 15 155
Total 517

Total production

Figure includes: 10,094 A6M, 323 A6M2-N and 517

According to USSBS Report: 10,934
A6M-K builds.
Figure includes: 10,449 A6M,[80] 327 A6M2-N,[81] 508
According to Francillon: 11,291
A6M2-K and 7 A6M5-K builds.[36]

Operators
Main article: List of Mitsubishi A6M Zero operators
Japan

 Imperial Japanese Navy Air Service

Thailand

 Royal Thai Air Force

 Royal Thai Navy
Post-war

Indonesia

 Indonesian Air Force

Republic of China

 Republic of China Air Force

Surviving aircraft

A6M2 Model 21 on display at the Pacific Aviation Museum Pearl Harbor, Hawaii, United
States. This aircraft was made airworthy in the early 1980s before it was grounded in
2002.[82]

A6M5 on display at the National Air and Space Museum, United States.

A6M on display at the National Museum of Nature and Science, Japan.

An A6M at the National Museum of the USAF, painted to represent a section leader’s aircraft
from the Japanese aircraft carrier Zuihō during the Battle of the Bismarck Sea.[83]

2017 Red Bull Air Race of Chiba (N553TT)

Like many surviving World War II Japanese aircraft, most surviving Zeros are made up of
parts from multiple airframes. As a result, some are referred to by conflicting manufacturer
serial numbers. In other cases, such as those recovered after decades in a wrecked condition,
they have been reconstructed to the point that the majority of their structure is made up of
modern parts. All of this means the identities of survivors are often hard to pin down.

Most flying Zeroes have had their engines replaced with similar American units. Only one,
the Planes of Fame Museum's A6M5, has the original Sakae engine.[84]

The rarity of flyable Zeros accounts for the use of single-seat North American T-6 Texans,
with heavily modified fuselages and painted in Japanese markings, as substitutes for Zeros in
the films Tora! Tora! Tora!, The Final Countdown, and many other television and film
depictions of the aircraft, such as Baa Baa Black Sheep (renamed Black Sheep Squadron).
One Model 52 was used during the production of Pearl Harbor.

Australia

 840 – On display at the Australian Aviation Heritage Centre in Winnellie, Northern

Territory. Wreckage of the forward fuselage, inboard wings, engine, and
propeller.[85][86]
 5784 – On display at the Australian War Memorial in Canberra, Australian Capital
Territory. A restored A6M2-21 "V-173" was retrieved as a wreck after the war and
later found to have been flown by Saburō Sakai at Lae.[87][88]

China

 Unknown msn – Beijing Military Museum[89]

Germany
  Replica – On display at the Technik Museum Speyer in Speyer, Rhineland-Palatinate.
Replica of the fuselage section on display at IWM London.[90][91]

Indonesia

 Unknown msn – The Museum Dirgantara Mandala in Yogyakarta has an A6M in its
collection.[89]

Japan

 1493 – On display at the Kawaguchiko Motor Museum in Fujikawaguchiko,

Yamanashi.[92]
 4168/4240/4241 – On display at the Yūshūkan in Chiyoda, Tokyo.[93]
 4685 – On display at Hamamatsu Air Base in Hamamatsu, Shizuoka.[94]
 4708 – On display at the Mitsubishi Heavy Industries Museum in Komaki, Aichi.[95]
 31870 – A two-seater on display at the National Museum of Nature and Science in
Taito, Tokyo.[96]
 62343 – On display at the Chiran Peace Museum for Kamikaze Pilots in Chiran,
Kagoshima.[97]
 82729 – On display at the Yamato Museum in Kure, Hiroshima.[98]
 91518 – On display at the Kawaguchiko Motor Museum in Fujikawaguchiko,
Yamanashi.[99]
 92717 – On display at the Kawaguchiko Motor Museum in Fujikawaguchiko,
Yamanashi.[100]
 Replica – On display at MCAS Iwakuni in Iwakuni, Yamaguchi.[101][102]
 Replica – Owned by businessman Masahide Ishizuka in Kanoya, Kagoshima.
Airworthy, with a Pratt & Whitney R-1830 engine.[103][104][105]

New Zealand

 3835/3844 – On display at the Auckland War Memorial Museum in Auckland,

Auckland Region.[106]

United Kingdom

 196 – On display at the Imperial War Museum London in London, Greater London.
Forward fuselage displayed.[107][108][109]
 3685 – On display at the Imperial War Museum Duxford in Duxford, Cambridgeshire.
Fuselage displayed in unrestored condition.[110]

United States

 1303 – In storage at the Flying Heritage Collection in Everett, Washington.[111]

 2266 – A small amount of wreckage from the Zero that crashed in the Niihau Incident
is on display at the Pacific Aviation Museum in Honolulu, Hawaii.[112]
 3618 – In storage at Fantasy of Flight in Polk City, Florida.[113]
 3852 – Owned by the Flying Heritage Collection in Everett, Washington. This aircraft
was recovered from Babo Airfield, Indonesia, and restored — first in Russia, then in
 California, and finally in Washington state — before being delivered to the Flying
Heritage Collection.[114][115] It has a P&W engine installed.[116]
 4043 – In storage at Fantasy of Flight in Polk City, Florida. Along with several other
Zeros, this aircraft was recovered by the Australian War Memorial Museum in the
early 1970s from Rabaul in the South Pacific. The markings suggest that it was in
service after June 1943 and further investigation suggests that it has cockpit features
associated with the Nakajima-built Model 52b. If this is correct, it is most likely one
of the 123 aircraft lost by the Japanese during the assault of Rabaul. The aircraft was
shipped in pieces to the attraction and it was eventually made up for display as a
crashed aircraft. Much of the aircraft is usable for patterns and some of its parts can
be restored to one day make this a basis for a flyable aircraft.[117][118]
 4340 – On display at the National Air and Space Museum in Washington, D.C.[119]
 4400 – In storage at the Flying Heritage Collection in Everett, Washington.[120]
 5356/5451 – On display at the Pacific Aviation Museum in Honolulu, Hawaii. This
aircraft was formerly flown by the Commemorative Air Force after being restored by
Robert Diemert.[121]
 5357 – Owned by the Planes of Fame Air Museum in Chino, California. This aircraft,
61-120, is the only airworthy example powered with an original Sakae radial
engine.[122]
 5450 – On display at the National Naval Aviation Museum in Pensacola,
Florida.[123][124]
 23186 – On display at the San Diego Air and Space Museum in San Diego,
California. This aircraft is on loan from the National Air and Space Museum.[125][126]
The museum previously had another Zero in its collection, msn 4323, but it was
destroyed in a fire on 22 February 1978.[127]
 51553 – On display at the National Museum of the United States Air Force in Dayton,
Ohio.[128][129] It was restored by Century Aviation.[130]
 Replica – Owned by Warren Pietsch at the Texas Flying Legends Museum in
Houston, Texas. This aircraft, known as the "Blayd" Zero, is a reconstruction based
on templating original Zero components recovered from the South Pacific. To be
considered a "restoration" and not a reproduction, the builders used a small fraction of
parts from the original Zero landing gear in the reconstruction.[131][132] It was built as a
A6M2 Model 21.[133][134] This aircraft was damaged in a ground accident on March
15, 2016, when a Goodyear FG-1D Corsair taxiing behind it overran the tail of the
Zero, with the Corsair's propeller shredding roughly the last third of the Zero's
fuselage and its control surfaces.[135][136]
 Replica – Owned by the Southern California Wing of the Commemorative Air Force
in Camarillo, California. This aircraft is an A6M3 that was recovered from Babo
Airfield, Indonesia, in 1991. It was partially restored from several A6M3s in Russia,
then brought to the United States for restoration. The aircraft was re-registered in
1998 and displayed at the Museum of Flying in Santa Monica, California. It uses a
Pratt & Whitney R1830 engine.[1][137]
 Replica – Under rebuild by Legend Flyers in Everett, Washington.[138][139] This
aircraft uses a small amount of parts from 3148.[140]

Specifications (A6M2 Type 0 Model 21)

Data from The Great Book of Fighters[35]

General characteristics
 Crew: one
 Length: 9.06 m (29 ft 8 in)
 Wingspan: 12.0 m (39 ft 4 in)
 Height: 3.05 m (10 ft 0 in)
 Wing area: 22.44 m² (241.5 ft²)
 Empty weight: 1,680 kg (3,704 lb)
 Loaded weight: 2,796 kg (6,164 lb)
 Aspect ratio: 6.4
 Powerplant: 1 × Nakajima Sakae 12 engine, 700 kW (940 hp)

Performance
 Never exceed speed: 660 km/h (356 kn, 410 mph)
 Maximum speed: 534 km/h (287 kn, 332 mph) at 4,550 m (14,930 ft)
 Range: 3,104 km (1,675 nmi, 1,929 mi)
 Service ceiling: 10,000 m (32,810 ft)
 Rate of climb: 15.7 m/s (3,100 ft/min)
 Wing loading: 107.4 kg/m² (22.0 lb/ft²)
 Power/mass: 294 W/kg (0.18 hp/lb)

Armament
 Guns:
  Divergence of trajectories between 7.7 mm and 20mm ammunition

o 2× 7.7 mm (0.303 in) Type 97 aircraft machine guns in the engine cowling,
with 500 rounds per gun.
o 2× 20 mm Type 99-1 cannon in the wings, with 60 rounds per gun.
 Bombs:
o 2× 60 kg (132 lb) bombs or
o 1× fixed 250 kg (551 lb) bomb for kamikaze attacks

Notable appearances in media

Main article: Aircraft in fiction § A6M Zero

See also
 Japan portal

 Aviation portal

Related development

 Nakajima A6M2-N

Aircraft of comparable role, configuration and era

 Brewster F2A Buffalo

 Curtiss-Wright CW-21
 Gloster F.5/34
 Grumman F4F Wildcat
 Grumman F6F Hellcat
 IAR 80
 Macchi C.200
 Fiat G.50
 Nakajima Ki-43 Oscar, sometimes called the "Army Zero"

Related lists

 List of fighter aircraft

 List of aircraft of Japan, World War II
 List of military aircraft of Japan
 List of aircraft of World War II

References
Notes
 1.

1. Note: In Japanese service carrier fighter units were referred to as Kanjō sentōkitai.

Citations

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PacificWrecks.com. Pacific Wrecks Incorporated. Retrieved 22 February 2016.
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Pacific Wrecks Incorporated. Retrieved 29 February 2016.
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  Yoshimura, Shigeo (6 November 2014). "Victory, as airworthy Zero fighter returns home
after 70-year hiatus". The Asahi Shimbun. The Asahi Shimbun Company. Retrieved 23
February 2016.
  Toda, Miki (27 January 2016). "World War II Zero fighter flies over Japan". AP.
Associated Press. Retrieved 23 February 2016.
  Taylan, Justin. "A6M3 Model 22 Zero Manufacture Number 3858 (Replica)".
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  Taylan, Justin. "A6M3 Model 22 Zero Manufacture Number 3844 Tail 2-152".
PacificWrecks.com. Pacific Wrecks Incorporated. Retrieved 22 February 2016.
  "Airframe Dossier - Mitsubishi A6M5, s/n BI-05 IJNAF". Aerial Visuals.
AerialVisuals.ca. Retrieved 22 February 2016.
  Taylan, Justin. "A6M5 Model 52 Zero". PacificWrecks.com. Pacific Wrecks
Incorporated. Retrieved 23 February 2016.
  Goodall, Geoffrey (14 October 2014). "MITSUBISHI A6M REISEN / ZERO-SEN
("ZEKE")" (PDF). Geoff Goodall's Aviation History Site. Geoffrey Goodall. Retrieved 23
February 2016.
  Taylan, Justin. "A6M3 Model 22 Zero Manufacture Number 3685 Tail Y2-176".
PacificWrecks.com. Pacific Wrecks Incorporated. Retrieved 23 February 2016.
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PacificWrecks.com. Pacific Wrecks Incorporated. Retrieved 23 February 2016.
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PacificWrecks.com. Pacific Wrecks Incorporated. Retrieved 22 February 2016.
  Taylan, Justin. "A6M3 Model 22 Zero Manufacture Number 3618 Tail -133".
PacificWrecks.com. Pacific Wrecks Incorporated. Retrieved 23 February 2016.
  Taylan, Justin. "A6M3 Model 22 Zero Manufacture Number 3852 (Replica Two
Seater)". PacificWrecks.com. Pacific Wrecks Incorporated. Retrieved 23 February 2016.
  "Mitsubishi A6M3 Type 22 Zero". Century Aviation. Century Aviation. Retrieved 11 May
2016.
  "MITSUBISHI A6M3-22 REISEN (ZERO)". Flying Heritage Collection. Friends of
Flying Heritage. Retrieved 22 February 2016.
  "Zero". Fantasy of Flight. Archived from the original on 10 July 2011. Retrieved 4
March 2011.
  Taylan, Justin. "A6M5 Model 52 Zero Manufacture Number 4043 Tail 3-108".
PacificWrecks.com. Pacific Wrecks Incorporated. Retrieved 22 February 2016.
  "Mitsubishi A6M5 Reisen (Zero Fighter) Model 52 ZEKE". Smithsonian National Air
and Space Museum. Retrieved 22 February 2016.
  Taylan, Justin. "A6M5 Model 52 Zero Manufacture Number 4400 Tail HK-102".
PacificWrecks.com. Pacific Wrecks Incorporated. Retrieved 23 February 2016.
  Taylan, Justin. "A6M2 Model 21 Zero Manufacture Number 5356 Tail EII-102".
PacificWrecks.com. Pacific Wrecks Incorporated. Retrieved 22 February 2016.
  "Mitsubishi A6M5". Planes of Fame. Retrieved 23 February 2016.
  "A6M2 ZERO". National Naval Aviation Museum. Naval Aviation Museum Foundation.
Retrieved 22 February 2016.
  Justin, Taylan. "A6M2 Model 21 Zero Manufacture Number 5450 Tail EII-140".
PacificWrecks.com. Pacific Wrecks Incorporated. Retrieved 22 February 2016.
  "Mitsubishi A6M7 Zero-sen". San Diego Air & Space Museum. Retrieved 22 February
2016.
  Taylan, Justin. "A6M7 Model 62 Zero Manufacture Number 23186 Tail ヨ-143".
PacificWrecks.com. Pacific Wrecks Incorporated. Retrieved 22 February 2016.
  Taylan, Justin (August 7, 2015). "A6M5 Model 52 Zero Manufacture Number 4323".
PacificWrecks.com. Pacific Wrecks Incorporated. Retrieved 22 February 2016.
  "Mitsubishi A6M2 Zero". National Museum of the United States Air Force. April 20,
2015. Retrieved 22 February 2016.
  Taylan, Justin. "A6M2 Model 21 Zero Manufacture Number 51553 Tail 313".
PacificWrecks.com. Pacific Wrecks Incorporated. Retrieved 22 February 2016.
  "1943 Mitsubishi A6M2 Type 21 Zero". Century Aviation. Century Aviation. Retrieved
11 May 2016.
  "Blayd Corporation." pacificwrecks.com. Retrieved: 29 January 2007.
  "Examination of Blayd Zero Artifacts." j-aircraft.com. Retrieved: 29 January 2007.
  "Last Samurai A6M2 Model 21 Zero." Texas Flying Legends Museum. Retrieved: 8
December 2013.
  Pietsch, Warren. "Museum Secrets." Texas Flying Legends Museum. Retrieved: 30
November 2015.
  "UPDATE: Original Japanese Zero Loses Tail". Retrieved 14 April 2016.
  "NTSB accident report CEN16CA126A".
  "MITSUBISHI A6M3 ZERO". Commemorative Air Force Southern California Wing.
Commemorative Air Force, Inc. Retrieved 22 February 2016.
  "Mitsubishi A6M3 Zero". Air Assets International. Airassets. Retrieved 29 February
2016.
  "Legend Flyers Zero – Restoration Update". Warbirds News. 26 August 2015. Retrieved
29 February 2016.

140.  "The Tale of a Zero Fighter – by Ron Cole". Warbirds News. 27 February
2014. Retrieved 29 February 2016.

Bibliography

 Angelucci, Enzo and Peter M. Bowers. The American Fighter. Sparkford, UK:
Haynes Publishing, 1987. ISBN 0-85429-635-2.
 Fernandez, Ronald. Excess Profits: The Rise of United Technologies. Boston:
Addison-Wesley, 1983. ISBN 978-0-201-10484-4.
 Ford, Douglas. "Informing Airmen? The U.S. Army Air Forces’ Intelligence on
Japanese Fighter Tactics in the Pacific Theatre, 1941–5," International History
Review 34 (Dec. 2012), 725–52.
 Francillon, R.J. Japanese Aircraft of the Pacific War. London: Putnam, 1970,
ISBN 0-370-00033-1.
 Glancey, Jonathan. Spitfire: The Illustrated Biography. London: Atlantic Books,
2006. ISBN 978-1-84354-528-6.
 Green, William and Gordon Swanborough. The Great Book of Fighters. St. Paul,
Minnesota: MBI Publishing, 2001. ISBN 0-7603-1194-3.
 Gunston, Bill. Aircraft of World War 2. London: Octopus Books Limited, 1980.
ISBN 0-7064-1287-7.
 Holmes, Tony, ed. Dogfight, The Greatest Air Duels of World War II. Oxford, UK:
Osprey Publishing Ltd, 2011. ISBN 978-1-84908-482-6.
 Jablonski, Edward. Airwar. New York: Doubleday & Co., 1979. ISBN 0-385-14279-
X.
 James, Derek N. Gloster Aircraft since 1917. London: Putnam and Company Ltd.,
1987. ISBN 0-85177-807-0.
 Matricardi, Paolo. Aerei Militari. Caccia e Ricognitori (in Italian). Milan: Mondadori
Electa, 2006.
 Mikesh, Robert C. Warbird History: Zero, Combat & Development History of Japan's
Legendary Mitsubishi A6M Zero Fighter. St. Paul, Minnesota: Motorbooks
International, 1994. ISBN 0-87938-915-X.
 Mikesh, Robert C. Zero Fighter. New York: Crown Publishers, Inc., 1981; copyright
Zokeisha Publications, Tokyo. ISBN 0-517-54260-9.
 Okumiya, Masatake and Jiro Horikoshi, with Martin Caidin. Zero! New York: E.P.
Dutton & Co., 1956.
 Nijboer, Donald. Seafire Vs A6M Zero: Pacific Theatre. Oxford, UK: Osprey
Publishing, 2009. ISBN 978-1-8460-3433-6.
 Nohara, Shigeru. Aero Detail 7: Mitsubishi A6M Zero Fighter. Tokyo: Dai-Nippon
Kaiga Co. Ltd, 1993. ISBN 4-499-22608-2.
 Parshall, Jonathan and Anthony Tully. Shattered Sword: The Untold Story of the
Battle of Midway. Washington, D.C.: Potomac Books Inc., 2007. ISBN 978-1-57488-
924-6 (paperback).
 "Plane Facts: Zero-sen ancestry". Air International, October 1973, Vol 3 No 4.
pp. 199–200.
 Smith, Peter C.Mitsubishi Zero: Japan's Legendary Fighter. Barnsley, South
Yorkshire, UK: Pen & Sword Books, 2015. ISBN 978-1-7815-9319-6.
 Spick, Mike. Allied Fighter Aces of World War II. London: Greenhill Books, 1997.
ISBN 1-85367-282-3.
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and History of Air Fighting for Flight Simulation. Hersham, Surrey, UK: Ian Allan
Publishing, 2008. ISBN 978-1-903223-98-7.
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ISBN 1-55750-991-3.
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Industries, Ltd. Corporation Report I, Washington, D.C. 1947.
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Company, Ltd. Corporation Report II, Washington, D.C. 1947.
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Ltd. Corporation Report VII, Washington, D.C. 1947.
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Navy Air Depots Corporation Report XIX, Washington, D.C. 1947.
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its secrets to U.S. Navy aerial experts". Life, 4 November 1942.
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Westport, Connecticut: Praeger Publishers, 1996. ISBN 0-275-95355-6.
  Young, Edward M. F4F Wildcat vs A6M Zero-sen. Oxford, UK: Osprey, 2013.
ISBN 978-1-7809-6322-8.

External links
Wikimedia Commons has media related to:
Mitsubishi A6M Zero (category)
This article incorporates information from the equivalent article on the Japanese
Wikipedia.

 Tour A6M5 Zero cockpit

 Mitsubishi A6M Zero Japanese fighter aircraft—design, construction, history
 WW2DB: A6M Zero
 www.j-aircraft.com: Quotes A6M
 Mitsubishi A6M Reisen (Zero Fighter), Joao Paulo Julião Matsuura
 Mitsubishi A6M2-K and A6M5-K, Joao Paulo Julião Matsuura
 Nakajima A6M2-N, Joao Paulo Julião Matsuura
 War Prize: The Capture of the First Japanese Zero Fighter in 1941

Video links

 Planes of Fame "61-120" A6M5 Zero Flight Video on YouTube

 Warren Pietsch, Texas Flying Legends Museum, A6M2 Model 21 Zero "Last
Samurai" - Museum Secrets on YouTube
 Warren Pietsch, Texas Flying Legends Museum, A6M2 Model 21 Zero "Last
Samurai" - Aerobatic Airshow on YouTube

Mitsubishi A5M
From Wikipedia, the free encyclopedia
A5M

An A5M2b with arrestor hook and drop tank

Role Carrier-based fighter
Mitsubishi Heavy Industries,
Manufacturer
Ltd
Designer Jiro Horikoshi
First flight 4 February 1935
Introduction 1936
 Retired 1945
Imperial Japanese Navy Air
Primary user
Service
Number built 1,094
 Mitsubishi Ki-18
Variants  Mitsubishi Ki-33

The Mitsubishi A5M, formal Japanese Navy designation Mitsubishi Navy Type 96
Carrier-based Fighter (九六式艦上戦闘機), experimental Navy designation Mitsubishi
Navy Experimental 9-Shi Carrier Fighter, company designation Mitsubishi Ka-14, was a
Japanese carrier-based fighter aircraft. It was the world's first monoplane shipboard fighter to
enter service and the direct predecessor of the famous Mitsubishi A6M "Zero". The Allied
reporting name was Claude.

Contents
 1 Design and development
 2 Operational history
 3 Surviving aircraft
 4 Versions
 5 Operators
 6 Specifications (Mitsubishi A5M4)
 7 See also
 8 References
o 8.1 Notes
o 8.2 Bibliography
 9 External links

Design and development

In 1934, the Imperial Japanese Navy prepared a specification for an advanced fighter,
requiring a maximum speed of 350 km/h (220 mph) at 3,000 m (9,840 ft) and able to climb to
5,000 m (16,400 ft) in 6.5 minutes.[1] This 9-shi (1934) specification produced designs from
both Mitsubishi and Nakajima.[2][3]

First prototype with inverted gull wing

Mitsubishi assigned the task of designing the new fighter to a team led by Jiro Horikoshi
(original creator of the similar but unsuccessful Mitsubishi 1MF10, and later responsible for
the famous A6M Zero).[4] The resulting design, designated Ka-14 by Mitsubishi, was an all-
metal low-wing fighter, with a thin elliptical inverted gull wing and a fixed undercarriage,
which was chosen as the increase in performance (estimated as 10% in drag, but only a mere
3% increase in maximum speed) arising from use of a retractable undercarriage was not felt
to justify the extra weight.[5][6] The first prototype, powered by a 447 kW (600 hp) Nakajima
Kotobuki 5 radial engine, flew on 4 February 1935.[7] The aircraft far exceeded the
requirements of the specification, with a maximum speed of 450 km/h (279 mph) being
reached.[4] The second prototype was fitted with a revised, ungulled wing, and after various
changes to maximize maneuverability and reduce drag, was ordered into production as the
A5M.

With the Ka-14 demonstrating excellent performance, the Imperial Japanese Army Air Force
ordered a single modified prototype for evaluation as the Ki-18. While this demonstrated
similar performance to the Navy aircraft and hence was far faster than the IJAAF's current
fighter, the Kawasaki Ki-10 biplane, the type was rejected by the army owing to its reduced
maneuverability.[8] The Army then produced a specification for an improved advanced fighter
to replace the Ki-10. Mitsubishi, busy turning the Ka-14 into the A5M, submitted a
minimally changed aircraft as the Ki-33, this being defeated by Nakajima's competing
aircraft, which was ordered into service as the Ki-27.[9]

Operational history
The aircraft entered service in early 1937, soon seeing action in aerial battles at the start of
the Second Sino-Japanese War,[10] including air-to-air battles with the Republic of China Air
Force's Boeing P-26C Model 281 "Peashooters" in what was the world's first-ever aerial
dogfighting and kills between monoplane fighters built of mostly metal.[11]

An A5M from the aircraft carrier Akagi in flight with an external fuel tank (1938 or 1939).

Chinese Nationalist pilots, primarily flying the Curtiss Hawk III, fought against the Japanese,
but the A5M was the better of almost every fighter aircraft it encountered. Though armed
with only a pair of 7.7 mm machine-guns, the new fighter proved effective and damage-
tolerant, with excellent manoeuvrability and robust construction.[12] Later on A5M's also
provided much-needed escorts for the then-modern but vulnerable Mitsubishi G3M bombers.

The Mitsubishi team continued to improve the A5M, working through versions until the final
A5M4, which carried an external underside drop tank to provide fuel for extended range.

The A5M's most competitive adversary in the air was the Polikarpov I-16, a fast and heavily
armed fighter flown by both Chinese Air Force regulars and Soviet volunteers. Air battles in
1938, especially on 18 February and 29 April, ranked among the largest air battles ever
fought at the time. The battle of 29 April saw 67 Polikarpov fighters (31 I-16s and 36 I-15
bis) against 18 G3Ms escorted by 27 A5Ms. Each side claimed victory: the Chinese/Soviet
side claimed 21 Japanese aircraft (11 fighters and 10 bombers) shot down with 50 Japanese
airmen killed and two captured having bailed out while losing 12 aircraft and 5 pilots killed;
the Japanese claimed they lost only two G3Ms and two A5Ms shot down with over 40
Chinese aircraft shot down.[13]

104 A5M aircraft were modified to accommodate a two-seater cockpit. This version, used for
pilot training, was dubbed the A5M4-K. K version aircraft continued to be used for pilot
training long after standard A5Ms left front-line service.

Almost all A5Ms had open cockpits. A closed cockpit was tried but found little favor among
Navy aviators[citation needed]. All had fixed, non-retractable undercarriage. Wheel spats were a
feature of standard fighters but not training aircraft.

The Flying Tigers encountered the Type 96, although not officially, and one was shot down
at Mingaladon airfield, Burma on 29 January 1942.[14]

Some A5Ms remained in service at the end of 1941 when the United States entered World
War II in the Pacific. US intelligence sources believed the A5M still served as Japan's
primary Navy fighter, when in fact the A6M 'Zero' had replaced it on first-line aircraft
carriers and with the Tainan Kōkūtai in Taiwan. Other Japanese carriers and Kōkūtai (air
groups) continued to use the A5M until production of the Zero caught up with demand. The
last combat actions with the A5M as a fighter took place at the Battle of the Coral Sea on 7
May 1942, when two A5Ms and four A6Ms of the Japanese carrier Shōhō fought against US
aircraft that sank their carrier.[15]

In the closing months of the war most remaining A5M airframes were used for kamikaze
attacks.

Surviving aircraft
No restored or flightworthy A5Ms are known to be in existence. The one A5M known to
exist is a disassembled one underwater in the sunken ship Fujikawa Maru in Chuuk Lagoon
in Micronesia, along with a number of disassembled Mitsubishi A6M Zeroes.

Versions

A5M4-K

Data from[16]
Ka-14
Six prototypes with various engines and design modifications.
A5M1
Navy carrier-based fighter, Model 1 : first production model with 633 kW (850 hp)
Kotobuki 2 KAI I engine.
A5M2/2a
Model 21: More powerful engine.
A5M2b
Model 22: First production examples with NACA cowling and 477 kW (640 hp)
Kotobuki 3 engine.
A5M3a
Prototypes with 448 kW (601 hp) Hispano-Suiza 12 Xcrs engine.
A5M4
Model 24 (ex-Model 4): The A5M2b with different engine, closed cockpit, additional
detachable fuel tank. The last production models (Model 34) with Kotobuki 41 KAI
engine.
A5M1-A5M4
780 constructed by Mitsubishi. 39 constructed by Watanabe, 161 manufactured by
Naval Ohmura Arsenal.
A5M4-K
Two-seat trainer version of A5M4, 103 constructed by Naval Ohmura Arsenal.
Ki-18
Main article: Mitsubishi Ki-18
Single prototype land-based version for IJAAF, based on the A5M. 410 kW (550 hp)
Kotobuki 5 engine.
Ki-33
Main article: Mitsubishi Ki-33
Two prototypes, a development of Ki-18 with a different engine, and closed cockpit.
Total Production (all versions): 1,094

Operators
Data from[17]

Japan

 Imperial Japanese Navy Air Service

o Aircraft carrier Akagi
o Aircraft carrier Hōshō
o Aircraft carrier Kaga
o Aircraft carrier Ryūjō
o Aircraft carrier Shōhō
o Aircraft carrier Sōryū
o Aircraft carrier Zuihō
o Chitose Kōkūtai
o Oita Kōkūtai
o Ōminato Kōkūtai
o Omura Kōkūtai
o Sasebo Kōkūtai
 o Tainan Kōkūtai
o Yokosuka Kōkūtai
o 12 Air Corps
o 13 Air Corps
o 14 Air Corps
o 15 Air Corps

Specifications (Mitsubishi A5M4)

Data from The Concise Guide to Axis Aircraft of World War II[18]

General characteristics
 Crew: One
 Length: 7.55 m (24 ft 9¼ in)
 Wingspan: 11.0 m (36 ft 1 in)
 Height: 3.20 m (10 ft 6 in)
 Wing area: 17.8 m² (191.6 ft²)
 Empty weight: 1,216 kg (2,681 lb)
 Loaded weight: 1,705 kg (3,759 lb)
 Max. takeoff weight: 1,822 kg[19] (4,017 lb)
 Powerplant: 1 × Nakajima Kotobuki 41 9-cylinder air-cooled radial engine, 585 kW
(785 hp) at 3,000 m (9,840 ft)

Performance
 Maximum speed: 440 km/h (237 knots, 273 mph) at 3,000 m (9,840 ft)[19]
 Range: 1,200 km (649 NM, 746 mi)
  Service ceiling: 9,800 m (32,150 ft)
 Rate of climb: 14.1 m/s (2,790 ft/min)
 Wing loading: 95.87 kg/m² (19.6 lb/ft²)
 Power/mass: 0.34 kW/kg (0.21 hp/lb)

Armament
 Guns: 2× 7.7 mm Type 97 aircraft machine gun (0.303 in) fuselage-mounted
synchronized machine guns firing through the engine cylinders and propeller at about
1 and 11 o'clock.

See also
Aircraft of comparable role, configuration and era

 Boeing P-26 Peashooter

 Nakajima Ki-27
 Polikarpov I-16

Related lists

 List of aircraft of Japan during World War II

 List of aircraft of World War II
 List of fighter aircraft
 List of military aircraft of Japan

Appearances in media

 The Wind Rises

References
Notes

1.

 Green and Swanborough 1982, p. 27.

  Mikesh and Abe 1990, p. 234.
  Januszewski 2003, p. 6.
  Mikesh and Abe 1990, p. 173.
  Green and Swanborough 1982, p. 28.
  Januszewski 2003, p. 8.
  Green and Swanborough 1982, p. 29.
  Green and Swanborough 1982, p. 31.
  Mikesh and Abe 1990, pp. 187–188.
  Sakaida 1998, p. 8.
  Sino-Japanese Air War 1937 – 1945 via http://surfcity.kund.dalnet.se
  War machines, Aerospace Publishing/Orbis Publishing, 1983, Italian edition, p.1168
  Air battles over China, 1938 via http://surfcity.kund.dalnet.se
  Bond and Anderson 1984, pp. 86, 88.
  Januszewski 2003, p. 47.
  Januszewski 2003, p. 52.
  Januszewski 2003, p. 49.
  Mondey 1996, p. 193.

19.  Green and Swanborough 1982, p. 39.

Bibliography

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Tiger's Diary. College Station, TX: Texas A&M University, 1984 (8th impression
2001). ISBN 0-89096-408-4.
 Francillon, Ph.D., René J. Japanese Aircraft of the Pacific War. London: Putnam &
Company Ltd., 1970 (second edition 1979). ISBN 0-370-30251-6.
 Green, William. Warplanes of the Second World War, Volume Three: Fighters.
London: Macdonald & Co. (Publishers) Ltd., 1961 (seventh impression 1973).
ISBN 0-356-01447-9.
 Green, William and Swanborough, Gordon. "The Zero Precursor...Mitsubishi's A5M".
Air Enthusiast. Number 19, August–November 1982. Pages 26–43.
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Mushroom Model Publications, 2003. ISBN 83-917178-0-1.
 Mikesh, Robert C. and Shorzoe Abe. Japanese Aircraft, 1910-1941. London: Putnam
& Company Ltd., 1990. ISBN 0-85177-840-2.
 Mondey, David (ed.). The Concise Guide to Axis Aircraft of World War II. London:
Chancellor, 1996. ISBN 1-85152-966-7.
 Sakaida, Henry. Imperial Japanese Navy Aces, 1937-45. Botley, Oxfordshire, UK:
Osprey Publishing, 1998. ISBN 1-85532-727-9.
 Unknown. "Handbook of Japanese Aircraft 1910-1945 (Model Art Special #327)"
Model Art Modeling Magazine, March 1989.
 Unknown. Mitsubishi Type 96 Carrier Fighter/Nakajima Ki-27 (The Maru Mechanic
#49). Tokyo: Kojinsha Publishing, 1984.
 Unknown. Type 96 Carrier Fighter (Famous Airplanes of the World #27). Tokyo:
Bunrindo Publishing, 1991.

External links

Wikimedia Commons has media related to Mitsubishi A5M.

 Famous Aircraft of the World #27 A5M Claude Photo Translations

Mitsubishi Ki-46
From Wikipedia, the free encyclopedia
 Ki-46

A Mitsubishi Ki-46-I or II "Dinah" in flight.

Twin-engine reconnaissance
Role
aircraft
Manufacturer Mitsubishi
First flight November 1939
Introduction July 1941
Retired September 1945
Imperial Japanese Army Air
Primary user
Force
Number built 1,742

The Mitsubishi Ki-46 was a twin-engine reconnaissance aircraft used by the Imperial
Japanese Army in World War II. Its Army Shiki designation was Type 100 Command
Reconnaissance Aircraft (一〇〇式司令部偵察機); the Allied nickname was "Dinah".

Contents
 1 Development and design
 2 Operational history
 3 Surviving aircraft
 4 Variants
 5 Operators
 6 Specifications (Ki-46-II)
 7 Specifications (Ki-46-III Kai)
 8 See also
 9 References
 10 External links

Development and design

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, but otherwise did not constrain the
design by a team led by Tomio Kubo 久保富夫 （a 1931 graduate from the Aeronautical
Section of the Faculty of Engineering at Tokyo Imperial University) whose aesthetics are
densely infused to this elegant aircraft.[1]

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,
giving a total fuel capacity of 1,490 L (328 imperial gallons). 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.[1][2]

Mitsubishi Ki-46-III white painted with a green cross on the rear fuselage as a sign of
surrender, captured by KNIL forces on October 3, 1945. Menado, Celebes.

The first prototype aircraft, with the designation Ki-46, flew in November 1939 from the
Mitsubishi factory at Kakamigahara, Gifu, north of Nagoya.[3] Tests showed that the Ki-46
was underpowered, and slower than required, only reaching 540 km/h (336 mph) rather than
the specified 600 km/h (373 mph). Otherwise, the aircraft tests were successful. As the type
was still faster than the Army's latest fighter, the Nakajima Ki-43, as well as the Navy's new
A6M2, an initial production batch was ordered as the Army Type 100 Command
Reconnaissance Plane Model 1 (Ki-41-I).[2]

To solve the performance problems, Mitsubishi fitted Ha-102 engines, which were Ha-26s
fitted with a two-stage supercharger, while increasing fuel capacity and reducing empty
weight to give the Ki-46-II, flying in March 1941. This met the speed requirements of the
original specification, and was ordered into full-scale production, with deliveries starting in
July.[4][5]

Although at first the Ki-46 proved almost immune from interception, the Imperial Japanese
Army Air Force realised that improved Allied fighters such as the Supermarine Spitfire and
P-38 Lightning could challenge this superiority, and in July 1942, it instructed Mitsubishi to
produce a further improved version, the Ki-46-III.[6] This had more powerful, fuel-injected
Mitsubishi Ha-112 engines, and a redesigned nose, with a fuel tank ahead of the pilot and a
new canopy, smoothly faired from the extreme nose of the aircraft, eliminating the "step" of
the earlier versions. The single defensive machine gun of the earlier aircraft was also omitted.
The new version first flew in December 1942, demonstrating significantly higher speed
(630 km/h (391 mph) at 6,000 m (19,700 ft).[7] The performance of the Ki-46-III, proved
superior to that of the aircraft intended to replace it (the Tachikawa Ki-70), which as a result
did not enter production.[8]

In an attempt to yet further improve the altitude performance of the Ki-46, two prototypes
were fitted with exhaust driven turbosupercharged Ha-112-II-Ru engines, flying in February
1944, but only two prototypes of this version were built[9]

Mitsubishi factories made a total of 1,742 examples of all versions (34 units Ki-46-I, 1093
units Ki-46-II, 613 units Ki-46-III, 4 units Ki-46-IV）during 1941–44.[10]

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.

Surviving aircraft
The surviviving Mitsubishi Ki-46-III displayed at RAF Chivenor in 1971

Mitsubishi Ki-46-III (Army Type 100 Command Reconnaissance Plane) of the 81st Sentai,
3rd Chutai IJAAF at RAF Cosford. It was stationed in British Malaya before its shipment to
England in 1946.[12]

The only known survivor is a Ki-46-III Army Type 100 example, currently on display at
Royal Air Force Museum Cosford. It was captured in Malaya and became part of the RAF St
Athan collection of historic aircraft, before passing to the RAF Museum at RAF Cosford
where it is currently (2013) on public display.

Variants
(note:- The Shiki designations must be used in full, as written below, because the Type
number only refers to the year of the designs inception.)

Army Type 100 Command Reconnaissance Plane

The Shiki designation for the Ki-46 Command Reconnaissance Plane
Army Type 100 Air Defence Fighter
The Shiki designation for the Ki-46 Interceptor Fighter
Army Type 100 Assault Plane
The Shiki designation for the Ki-46 Assault Plane
Ki-46
Prototype.
Ki-46 I
Reconnaissance version of the Ki-46.
Ki-46 II
The first operational model of the series.
Ki-46 II KAI
Three-seat training version of the Ki-46. Used for radio and navigation training, with
a redesigned cabin, dorsal echeloned extension. Conversions of the Ki-46 II.
Ki-46 III
‘Traditional’ stepped windshield replaced with a smooth, curved, glazed panel
extended over the pilot’s seat giving an aerodynamic nose. Engine power increased to
1,500 hp (Ha-112-II), extra fuel tank added in the nose.
Ki-46 III-KAI
Defense interceptor/night fighter version of the Ki-46. Equipped with two 20 mm
cannon in the nose and one 37 mm (1.46 in) cannon in the "Schräge Musik"-style
upwards-aimed dorsal frontal position.
Ki-46 III
Land strike version of the Ki-46, without 37 mm (1.46 in) cannon armament.
Ki-46 IIIb
Ground-attack version.
Ki-46 IIIc
Unbuilt design project.
Ki-46 IV
Prototype, equipped with two turbocharged 1,119 kW (1,500 hp) Mitsubishi Ha-112-
IIru engines, and more fuel capacity.
Ki-46 IVa/b
Series models of reconnaissance/fighter aircraft, unbuilt design projects

Operators
France

 French Air Force – Captured aircraft.

Japan

 Imperial Japanese Army Air Force

 Imperial Japanese Navy Air Service

People's Republic of China

 Chinese Communist Air Force Two captured Ki-46s in communist Chinese hands
served as a ground-attack aircraft and a trainer respectively, and the last Ki-46 retired
in the early 1950s.

Specifications (Ki-46-II)
Data from Japanese Aircraft of the Pacific War[13]

General characteristics
 Crew: two (pilot and observer)
 Length: 11.00 m (36 ft 1 in)
 Wingspan: 14.70 m (48 ft 2¾ in)
 Height: 3.88 m (12 ft 8¾ in)
 Wing area: 32.0 m² (344 ft²)
 Empty weight: 3,263 kg (7,194 lb)
 Loaded weight: 5,050 kg (11,133 lb)
 Max. takeoff weight: 5,800 kg (12,787 lb)
Performance
 Maximum speed: 604 km/h (326 knots, 375 mph) at 5,800 m (19,000 ft)
 Cruise speed: 400 km/h (217 knots, 249 mph)
 Range: 2,474 km (1,337 nmi, 1,537 mi)
 Service ceiling: 10,720 m (35,200 ft)
 Wing loading: 157.8 kg/m² (32.3 lb/ft²)
 Climb to 8,000 m (26,250 ft): 17 min 58 sec

Armament
 Guns: 1× rearward-firing 7.7 mm (.303 in) Type 89 machine gun

Specifications (Ki-46-III Kai)

Data from Data from Aircraft of World War II: 300 of the World's Greatest Aircraft 1939–1945 [14]

General characteristics
 Crew: two (pilot and observer)
 Length: 11.00 m (36 ft 1 in)
 Wingspan: 14.70 m (48 ft 2¾ in)
 Height: 3.88 m (12 ft 8¾ in)
 Wing area: 32.0 m² (344 ft²)
 Empty weight: 3,831 kg (8,446 lb)
 Loaded weight: 5,722 kg (12,619 lb)
 Max. takeoff weight: 6,230 kg (13,735 lb)

Performance
 Maximum speed: 630 km/h (340 knots, 391 mph) at 5,800 m (19,000 ft)
 Cruise speed: 400 km/h (217 knots, 249 mph)
 Service ceiling: 10,500 m (34,450 ft)
 Rate of climb: 8,000 m (26,245 ft)
 Wing loading: 157.8 kg/m² (32.3 lb/ft²)
 Climb to 8,000 m (26,250 ft): 17 min 58 sec

Armament
 Guns: 1× oblique firing 37mm (1.45 in)Ho-203 or Ho-204 cannons in central
fuselage, 2x 20mm Ho-5 (0.8 in) cannons in nose

See also
Aircraft of comparable role, configuration and era

 de Havilland Mosquito
 Douglas P-70/F-3 Havoc
  Junkers Ju-88
 Kawasaki Ki-45
 Lockheed P-38
 Messerschmitt Me 410 Hornisse
 Nakajima J1N Gekko
 Petlyakov Pe-3
 Tachikawa Ki-70
 Tupolev Tu-2

Related lists

 List of aircraft of World War II

References
Notes

1.

 Air International & November 1980, p. 227.

  Francillon 1979, pp. 169–170.
  Francillon 1979, p. 170.
  Air International & November 1980, p. 230.
  Francillon 1979, pp. 170–171.
  Francillon 1979, p. 172.
  Air International & November 1980, pp. 231–232.
  Francillon 1970, p. 257.
  Air International & November 1980, p. 232.
  Francillon 1979, p. 176.
  Thomas, Andrew Making the Best Better article Fly Past magazine February 2006 pp92-
4
  Andrew Simpson (2012), MITSUBISHI Ki-46-III ‘DINAH’BAPC. 84/8484M MUSEUM
ACCESSION NUMBER 1989/0307/AF (PDF), RAF Museum, retrieved 22 Nov 2013
  Francillon 1979, pp. 176–177.

14.  Chant, Chris (2015) [1999]. Aircraft of World War II: 300 of the World's Greatest
Aircraft 1939–1945. New York, New York: Metro Books. p. 247. ISBN 978-0-7607-
1261-0.

Bibliography

 Francillon, Ph.D., Réne J. Japanese Aircraft of the Pacific War. London: Putnam &
Company Ltd., 1970. ISBN 0-370-00033-1. 2nd edition 1979. ISBN 0-370-30251-6.
 Green, William. Warplanes of the Second World War, Volume Three: Fighters.
London: Macdonald & Co. (Publishers) Ltd., 1961. ISBN 0-356-01447-9.
 Gunston, Bill. The Illustrated Encyclopedia of Combat Aircraft of World War II.
London: Salamander Books Ltd., 1978. ISBN 0-89673-000-X
 "Mitsubishi Ki. 46...the Aesthetic Asiatic". Air International, November 1980, Vol
19, No 6. Bromley, UK: Fine Scroll. ISSN 0306-5634. pp. 227–233.
External links

Wikimedia Commons has media related to Mitsubishi Ki-46.

 Vectorsite article

Mitsubishi A7M
From Wikipedia, the free encyclopedia
A7M Reppū

Mitsubishi A7M2 Reppū

Role Carrier-based fighter
Manufacturer Mitsubishi
First flight 6 May 1944
Retired 1945
Imperial Japanese Navy Air
Primary user
Service
Number built 10 [1]

The Mitsubishi A7M Reppū (烈風, "Strong Gale") was designed as the successor to the
Imperial Japanese Navy's A6M Zero, with development beginning in 1942. Performance
objectives were to achieve superior speed, climb, diving, and armament over the Zero, as well
as better maneuverability. To compensate for the weight increase, its overall proportions were
significantly greater than its predecessor. The A7M's allied codename was "Sam".

Contents
 1 Design and development
 2 Variants
 3 Production
 4 Specifications (A7M2)
 5 See also
 6 References
 7 Notes
  8 Bibliography
 9 External links

Design and development

Towards the end of 1940, the Imperial Japanese Navy asked Mitsubishi to start design on a
16-Shi carrier-based fighter, which would be the successor to the carrier-based Zero. At that
time, however, there were no viable high-output, compact engines to use for a new fighter. In
addition, Jiro Horikoshi's team was preoccupied with addressing early production issues with
the A6M2b as well as starting development on the A6M3 and the 14-Shi interceptor (which
would later become the Mitsubishi J2M Raiden, a land-based interceptor built to counter
high-altitude bombers). As a result, work on the Zero successor was halted in January 1941.

In April 1942, the development of the A6M3 and the 14-Shi interceptor was complete, and
the Japanese Navy once again tasked Mitsubishi and Horikoshi's team with designing a new
Zero successor to become the Navy Experimental 17-shi Ko (A) Type Carrier Fighter
Reppu. In July 1942 the Navy issued specifications for the fighter: it had to fly faster than
345 kn (639 km/h; 397 mph) above 6,000 m (20,000 ft), climb to 6,000 m (20,000 ft) in less
than 6 minutes, be armed with two 20 mm cannon and two 13 mm (0.51 in) machine guns,
and retain the maneuverability of the A6M3.

As before, one of the main hurdles was engine selection. To meet the specifications the
engine would need to produce at least 2,000 hp (1,500 kW), which narrowed choices down to
Nakajima's NK9 (Ha-45) under development (later becoming Homare), or Mitsubishi's MK9
(Ha-43), which was also still being developed. Both engines were based on 14-cylinder
(Nakajima Sakae and Mitsubishi Kinsei, respectively) engines converted to 18-cylinder
powerplants. The early NK9 had less output but was already approved by the Navy for use on
the Yokosuka P1Y Ginga, while the larger MK9 promised more horsepower.

With the larger, more powerful engine, wing loading became an issue. The Navy requested at
most 150 kg/m², but wanted 130 kg/m² which complicated design considerations further.
With the NK9 it could achieve 150 kg/m², but with the less power it would not meet the
specifications for maximum speed. With the MK9 the engineers concluded it could fulfill the
requirements; however, production of the MK9 was delayed compared to the NK9, and the
Japanese Navy instructed Mitsubishi to use the NK9.

Work on the 17-Shi was further delayed by factories prioritizing A6M and Mitsubishi G4M
production as well as further work on A6M variants and addressing Raiden issues. As a
result, the 17-Shi, which became the A7M1, officially flew for the first time on 6 May 1944,
four years after development started. The aircraft demonstrated excellent handling and
maneuverability, but was underpowered as Mitsubishi engineers feared, and with a top speed
similar to the A6M5 Zero.[2] It was a disappointment, and the Navy ordered development to
stop on 30 July 1944, but Mitsubishi obtained permission for development to continue using
the Ha-43 engine, flying with the completed Ha-43 on 13 October 1944. The A7M2 now
achieved a top speed of 628 km/h (339 kn; 390 mph), while climb and other areas of
performance surpassed the Zero, leading the Navy to change its mind and adopt the craft.[3]
The A7M2 was also equipped with automatic combat flaps, used earlier on the Kawanishi
N1K-J, significantly improving maneuverability.
In June 1945, ace pilot Saburō Sakai was ordered to Nagoya to test the airplane. He declared
it to be the fastest fighter he had ever seen, able to surpass anything on the air, Japanese or
American. He claimed it could fly in circles, while ascending, around a Hellcat or a Mustang,
and that engineers stated it could fight at up to 12,000 meters.[4]

Variants
A7M1 Reppū
First prototype powered by a 2,000 hp (1,500 kW) Nakajima Homare 22 engine, with
a maximum speed of 574 km/h (356 mph). The armament consisted of two 13.2 mm
(.52 in) Type 3 machine guns and two 20 mm (.80 in) Type 99 cannons in the wings.
Harbouring excellent manoeuvrability, the aircraft's Homare engine was deemed
underpowered which resulted in its cancellation. Two built.
A7M2 Reppū
Revised version powered by a 2,200 hp (1,600 kW) Mitsubishi Ha-43 engine, with a
maximum speed of 627 km/h (389 mph). Armament the same as previous model, or
four 20 mm (.80 in) Type 99 cannons. The A7M2 was to be the main production
aircraft of the A7M series. Eight built.
A7M3 Reppū
Proposed land-based fighter version powered by a 2,250 hp (1,680 kW) mechanically
driven three-speed supercharged Mitsubishi Ha-43 engine, with a maximum speed of
642 km/h (398 mph). The armament consisted of six 20 mm (.80 in) Type 99 cannons
in the wings. Prototype under construction but was incomplete prior to end of war.
A7M3-J Reppū-Kai
Proposed land-based interceptor version powered by a 2,200 hp (1,600 kW) turbo-
supercharged Mitsubishi Ha-43 engine including an inter-cooler, with a maximum
speed of 648 km/h (402 mph). The armament consisted of six 30 mm (1.20 in) Type 5
cannons, four wing-mounted & two oblique fuselage-mounted. Full-scale mock-up
built, but no prototype.

Production
A7M Production: Mitsubishi Jukogyo K.K [5]
Year Jan. Feb. Mar. Apr. May June July Aug. Sept. Oct. Nov. Dec. Annual
1944 1 1 2 2 2 0 0 0 0 8
1945 0 0 0 0 0 0 0 1 1
Total 9

 Production was disrupted by an earthquake on 7 December 1944 in the Nagoya

region, and Allied bombing raids on 11 March 1945, which caused the loss of full
scale drawings and jigs for the A7M2 and Ki-83. [6]

Total Production:
Figure includes: 2 A7M1 prototypes, 7 A7M2 prototypes
According to USSBS Report: 9 [5]
and service trials aircraft.
Figure includes: 2 A7M1 prototypes, 7 A7M2 prototypes
According to Francillon: 10 [1]
and service trials aircraft, and 1 A7M2 final production
 build.

Specifications (A7M2)
Data from Japanese Aircraft of the Pacific War[7]

General characteristics
 Crew: 1
 Length: 10.99 m (36 ft 1 in)
 Wingspan: 14.00 m (45 ft 11 in)
 Height: 4.28 m (14 ft 0½ in)
 Wing area: 30.86 m² (332.2 sq ft)
 Empty weight: 3,226 kg (7,112 lb)
 Loaded weight: 4,720 kg (10,406 lb)
 Powerplant: 1 × Mitsubishi Ha-43, 1,640 kW (2,200 hp)

Performance
 Maximum speed: 630 km/h (339 kn, 390 mph) at 6,600 m (21,660 ft)
 Cruise speed: 417 km/h (225 kn, 259 mph)
 Range: 1,240 km (770 miles)
 Service ceiling: 12,000 m[4] (39,370 ft)
 Endurance: 2.5 h cruise + 30 min combat
 Climb to 6,000 m (19,685 ft): 6 min 7 s

Armament
 2 × 13.2 mm Type 3 machine guns in the wings
 2 × 20 mm Type 99 cannons in the wings or
 4 × 20 mm Type 99 cannons in the wings

See also
Related development

 Mitsubishi A6M

Aircraft of comparable role, configuration and era

 Grumman F6F Hellcat

 Grumman F8F Bearcat
 Hawker Sea Fury
 Kawanishi N1K
 Kawasaki Ki-100
 Nakajima Ki-84
 North American P-51 Mustang
 Republic P-47 Thunderbolt
  Vought F4U Corsair

Related lists

 List of military aircraft of Japan

 List of fighter aircraft

References
Notes
1.

 Francillon, 1979, p. 404

  Francillon 1970, p. 400.
  Francillon 1970, p. 401.
  Sakai, Saburo (1957). Samurai. p. 332. ISBN 950-15-0163-9.
  USSBS, Appendix G., p. 63-64
  USSBS, 1947, p. 76

7.  Francillon 1970, pp. 403–404.

Bibliography
 Angelucci, Enzo. The Rand McNally Encyclopedia of Military Aircraft, 1914–1980.
San Diego, California: The Military Press, 1983. ISBN 0-517-41021-4.
 Francillon, Ph.D., René J. Japanese Aircraft of the Pacific War. London: Putnam &
Company Ltd., 1970 (second edition 1979). ISBN 0-370-30251-6.
 Green, William. Warplanes of the Second World War, Volume Three: Fighters.
London: Macdonald & Co. (Publishers) Ltd., 1961 (seventh impression 1973).
ISBN 0-356-01447-9.

Mitsubishi J2M
From Wikipedia, the free encyclopedia
J2M Raiden

Mitsubishi J2M Raiden (Allied code name

"Jack")
 Role Fighter aircraft
Manufacturer Mitsubishi
First flight 20 March 1942
Introduction December 1942
Retired August 1945
Primary user Imperial Japanese Navy
Number built 671

The Mitsubishi J2M Raiden (雷電, "Thunderbolt") was a single-engined land-based fighter
aircraft used by the Imperial Japanese Navy Air Service in World War II. The Allied
reporting name was "Jack".

Contents
 1 Design and development
 2 Operational history
 3 Variants
 4 Production
 5 Operators
 6 Surviving aircraft
o 6.1 Gallery
 7 Specifications
 8 See also
 9 References
 10 External links

Design and development

The J2M was designed by Jiro Horikoshi, creator of the A6M Zero, to meet the 14-Shi (14th
year of the Showa reign, or 1939) official specification. It was to be a strictly local-defense
interceptor, intended to counter the threat of high-altitude bomber raids, and thus relied on
speed, climb performance, and armament at the expense of manoeuvrability. The J2M was a
sleek, but stubby craft with its oversized Mitsubishi Kasei engine buried behind a long
cowling, cooled by an intake fan and connected to the propeller with an extension shaft.

Teething development problems stemming from the Kasei engine cooling system, and the
main undercarriage members led to a slowdown in production.[1] A continual set of
modifications resulted in new variants being introduced with the ultimate high-altitude
variant, the J2M4 Model 34 flying for the first time in August 1944. It had a 1,420 hp Kasei
23c engine equipped with a turbo supercharger (mounted in the side of the fuselage just
behind the engine) that allowed the rated power to be maintained up to 9,100 m (29,900 ft).
Two upward-aimed, oblique-firing (aimed at seventy degrees) 20 mm cannons, mounted in
the German Schräge Musik style, were fitted behind the cockpit with the four wing cannons
retained. Unresolved difficulties with the turbo supercharger caused the project to be
terminated after only two experimental J2M4s were built.
Operational history

Two J2Ms of the 381 Kōkūtai in British Malaya being tested and evaluated by Japanese naval
aviators under close supervision of RAF officers from Seletar Airfield in December 1945.

The first few produced J2M2s were delivered to the development units in December 1942 but
severe problems were encountered with the engines. Trials and improvements took almost a
year and the first batch of the serial built J2M2 Model 11 was delivered to 381st Kōkūtai in
December 1943. Parallel with the J2M2, production of the J2M3 Raiden Model 21 started.
The first J2M3s appeared in October 1943 but deliveries to combat units started at the
beginning of February 1944.

The Raiden made its combat debut in June 1944 during the Battle of the Philippine Sea.
Several J2Ms operated from Guam and Saipan and a small number of aircraft were deployed
to the Philippines. Later, some J2Ms were based in Chosen airfields, Genzan (Wonsan),
Ranan (Nanam), Funei (Nuren), Rashin (Najin) and Konan under Genzan Ku, for defence of
these areas and fighting against Soviet Naval Aviation units.

Primarily designed to defend against the Boeing B-29 Superfortress, the type was
handicapped at high altitude by the lack of a turbocharger. However, its four-cannon
armament supplied effective firepower and the use of dive and zoom tactics allowed it to
score occasionally. Insufficient numbers and the American switch to night bombing in March
1945 limited its effectiveness.

Two captured J2Ms were U.S. Technical Air Intelligence Command (TAIC) tested using 92
octane fuel plus methanol, with the J2M2 (Jack11) achieving a speed of 655 km/h (407 mph)
at 5,520 m (17,400 ft),[2] and J2M3 (Jack21) achieving a speed of 671 km/h (417 mph) at
4,980 m (16,600 ft).[2]

Variants
 J2M1 Prototype: fitted with the 1,044 kW (1,400 hp) Mitsubishi MK4C Kasei 13 14-
cylinder air-cooled radial engine, and armed with two 7.7 mm (.303 in) Type 97
machine guns in the upper fuselage and two wing-mounted 20 mm Type 99 Model II
cannon. - Eight builds.
 J2M2 Model 11: Powered by 1,379 kW (1,850 hp) Mitsubishi MK4R-A Kasei 23a
14-cylinder radial engine, same armament as the J2M1.
 J2M3 Model 21: Armed with two wing-mounted 20 mm Type 99 Model II cannon
and two wing-mounted 20 mm Type 99 Model I cannon.
 J2M3a Model 21A: Armed with four wing-mounted 20 mm Type 99 Model II
cannon.
  J2M4 Model 32: Prototype fitted with the 1,357 kW (1,820 hp) Mitsubishi MK4R-C
Kasei 23c engine. Many armament configurations have been reported, e.g., fuselage-
mounted oblique-firing 20 mm Type 99 Model I cannon designed to fire upward as it
passed underneath a bomber, two wing-mounted 20 mm Type 99 Model II cannon,
and two wing-mounted 20 mm Type 99 Model I cannon.
 J2M5 Model 33: High altitude variant powered by 1,357 kW (1,820 hp) Mitsubishi
MK4U-A Kasei 26a engine with mechanically driven supercharger, giving increased
speed at height at the expense of shorter range. Two 20 mm Type 99 cannon in
fuselage, two 20 mm Type 99 Model II cannon in wings.[3]
 J2M5a Model 33A: Armed with four wing-mounted 20 mm Type 99 Model II
cannon. Wing cannon were harmonized in trajectory and ballistics with each 200 rpg.
 J2M6 Model 31: Chronologically earlier than J2M4 and J2M5 this version was based
on J2M3. Had wider cockpit and improved bubble canopy later used in J2M3 built
since July 1943.
 J2M6a Model 31A: Chronologically earlier than J2M4 and J2M5 this version was
based on J2M3a.
Had wider cockpit and improved bubble canopy later used in J2M3a built since July
1943. One J2M6a was built.
 J2M7 Model 23A: J2M3 powered by Kasei 26a engine, none built.
 J2M7a Model 23A: J2M3a powered by Kasei 26a engine, none built.

Production
After the decisive Battle of Midway in 1942 Japan's military leaders rushed to re-equip their
forces for defense of the home islands. In fighter designs the interceptor role now took
priority over forward projection of offensive power. Allied forces, meanwhile, sought to
establish air superiority over Japanese-held territories via B-29 bombing raids on industrial
targets.

The struggle to meet production demands sparked a Japanese initiative to recruit shonenko
(child labour) from Taiwan (Formosa). Though the target of 25,000 youths was never
reached, over 8,400 Taiwanese youths aged 12 to 14 relocated to Mitsubishi plants to help
build the J2M Raiden.[4][5] [6]

The Allied advance took its toll. In 1945 aircraft production in Japan collapsed, as numbers
for the J2M reflect.

J2M Production: Nagoya, Mitsubishi Jukogyo K.K. [7]

Year Jan. Feb. Mar. Apr. May June July Aug. Sept. Oct. Nov. Dec. Annual
1942 1 1 1 2 2 1 1 1 1 2 13
1943 1 2 0 0 3 4 5 16 21 22 90
1944 17 26 9 22 39 44 34 22 16 20 18 7 274
1945 17 12 29 16 0 8 7 27 116
Total 543

 Allied bombing raids began in December 1944 and progressively disrupted

production of the J2M. A direct hit on the Mitsubishi Dai San Kokuki Seisakusho
 aircraft plant caused the complete loss of airframes, machine tools, and jigs. This
halted further production.[8]

J2M Production: Kanagawa, Kōza K.K. [9]

Year Jan. Feb. Mar. Apr. May June July Aug. Sept. Oct. Nov. Dec. Annual
1944 1 0 0 1 2 3 4 6 17
1945 13 8 23 15 10 20 22 0 111
Total 128

 Production generally suffered less from direct hits on factories, which were rare, but
from attacks on suppliers and consequent shortages of material and construction
tools.[10]

Operators
Japan

 Imperial Japanese Navy Air Service

o 256th Kōkūtai November 1944 - December 1945
o 301st Kōkūtai February 1944 - July 1945
o 302nd Kōkūtai March 1945 - August 1945
o 332nd Kōkūtai August 1944 - August 1945
o 352nd Kōkūtai August 1944 - August 1945
o 381st Kōkūtai End 1943 - April 1945
o Yokosuka Kōkūtai
o Yatabe Kōkūtai
o Genzan Kōkūtai
o Tainan Kōkūtai
o Konoike Kōkūtai
o Chushi Kōkūtai

Surviving aircraft
A surviving J2M is on display at the Planes of Fame museum in Chino, California.[11]

Gallery





 

Specifications
Data from Mitsubishi J2M3-21 Raiden[2]

General characteristics
 Crew: one, pilot
 Length: 9.70 m (32 ft 8 in)
 Wingspan: 10.80 m (35 ft 5 in)
 Height: 3.81 m (13 ft 0 in)
 Wing area: 20 m² (216 ft²)
 Empty weight: 2,839 kg (6,259 lb)
 Loaded weight: 3,211 kg (7,080 lb)
 Powerplant: 1 × Mitsubishi MK4R-A Kasei 23a 14-cylinder two-row radial engine,
1,379 kW (1,850 hp)

Performance

 Maximum speed: 596km/h （370 mph, 322kt） (@5450m)

 Range: 560 km (302 nmi, 348 mi)
 Service ceiling: 11,430 m (37,500 ft)
 Rate of climb: 1402 m/min (4,600 ft/min)
 Wing loading: 174 kg/m² (35 lb/ft²)
 Power/mass: 0.42 kW/kg (0.26 hp/lb)

Armament
 2x Type 99-2 inboard wing-mounted 20x101mmRB cannon with 190 rpg
 2x Type 99-1 outboard wing-mounted 20x72mmRB cannon with 210 rpg
 2× 60 kg (132 lb) bombs or 2 × 200 L (53 US gal) drop tanks or single larger central
drop tank

See also
Aircraft of comparable role, configuration and era

 Mitsubishi A6M Zero

  Kawanishi N1K Shiden
 Nakajima Ki-43

Related lists

 List of aircraft of World War II

 List of aircraft of Japan, World War II
 List of fighter aircraft

References
Notes

1.

 Air Enthusiast, 1971. p 68

  "(TAIC) Manual." U.S. Technical Air Intelligence Command, May 1945.
  Francillon 1970, pp. 394–395.
  http://therunagatesclub.blogspot.tw/2008/06/shonenko-taiwanese-boys-who-built.html
'Shonenko': Kuo's documentary about Taiwanese boys who built Mitsubishi aircraft as
Japan's defences crumbled
  http://ipixels.net/twff/shonenko-En.html 'Shonenko' at the Taiwan Film Festival
  http://www.quietsummer.com/Emeraldhorizon/SBackgroundE.html 'Shonenko' (2006) -
a documentary film by Liang-Yin Kuo
  USSBS, Appendix G., p. 61–64
  USSBS, 1947. p. 18-26
  USSBS, Appendix B., p. 6
  USSBS, 1947. p. 44

11.  "Flying & Static Aircraft". Planes of Fame Air Museum. Retrieved 4 June 2017.

Bibliography

 The Complete Encyclopedia of World Aircraft New York: Barnes & Noble, 1977.
ISBN 0-7607-0592-5.
 Francillon, Ph.D., René J. Japanese Aircraft of the Pacific War. London: Putnam &
Company Ltd., 1970. ISBN 0-370-00033-1. (2nd edition 1979, ISBN 0-370-30251-6).
 Green, William. Air Enthusiast Magazine, Quarterly Volume 1, Number 2 Bromley,
Kent: Pilot Press Ltd, 1971.
 Green, William. Warplanes of the Second World War, Volume Three: Fighters.
London: Macdonald & Co. (Publishers) Ltd., 1973, First edition 1961. ISBN 0-356-
01447-9.
 United States Strategic Bombing Survey Aircraft Division. Mitsubishi Heavy
Industries, Ltd. Corporation Report I, Washington, D.C. 1947.
 United States Strategic Bombing Survey Aircraft Division. Army Air Arsenal and
Navy Air Depots Corporation Report XIX, Washington, D.C. 1947.

External links
 Wikimedia Commons has media related to Mitsubishi J2M.

 J2M article on www.combinedfleet.com

 "Song of Raiden fighter squadron", Nippon News, No. 254. in the official website of
NHK.

Nakajima Ki-43
From Wikipedia, the free encyclopedia
Ki-43 "Hayabusa"

Nakajima Ki-43-IIa
Role Fighter aircraft
Manufacturer Nakajima Aircraft Company
Designer Hideo Itokawa
First flight Early January 1939[1]
Introduction October 1941[2]
1945 (Japan)
Retired
1952 (China)
Imperial Japanese Army Air
Force
Primary users
Royal Thai Air Force
Manchukuo Air Force
Produced 1939–1945
Number built 5,919
Developed from Nakajima Ki-27

The Nakajima Ki-43 Hayabusa (隼, "Peregrine Falcon", "Army Type 1 Fighter" (一式戦
闘機)) was a single-engine land-based tactical fighter used by the Imperial Japanese Army
Air Force in World War II.

The Allied reporting name was "Oscar", but it was often called the "Army Zero" by
American pilots because it bore a certain resemblance to the Mitsubishi A6M Zero,[3] the
Imperial Japanese Navy's counterpart to the Ki-43. Both aircraft had generally similar layout
and lines, and also used essentially the same Nakajima Sakae radial engine, with similar
round cowlings and bubble-type canopies (the Oscar's being distinctly smaller and having
much less framing than the A6M). While relatively easy for a trained eye to tell apart with the
"finer" lines of the Ki-43's fuselage — especially towards the tail — and more tapered wing
planform; in the heat of battle, given the brief glimpses and distraction of combat, Allied
aviators frequently made mistakes in enemy aircraft identification in the heat of a dogfight,
reportedly having fought "Zeros" in areas where there were no Navy fighters.

Like the Mitsubishi-produced A6M Zero, the radial-engined Ki-43 was light and easy to fly
and became legendary for its combat performance in East Asia in the early years of the war.
It could outmaneuver any opponent, but did not have armor or self-sealing tanks, and its
armament was poor until its final version, which was produced as late as 1945.[4][5] Allied
pilots often reported that the nimble Ki-43s were difficult targets but burned easily or broke
apart with few hits.[6] In spite of its drawbacks, the Ki-43 shot down more Allied aircraft than
any other Japanese fighter and almost all the JAAF's aces achieved most of their kills in
it.[citation needed]

Total production amounted to 5,919 aircraft.[7] Many of these were used during the last
months of the war for kamikaze missions against the American fleet.[6]

Contents
 1 Design and development
 2 Operational history
 3 Variants
 4 Production
 5 Operators
o 5.1 Wartime
o 5.2 Postwar
 6 Surviving aircraft
 7 Specifications (Ki-43-IIb)
 8 See also
 9 References
o 9.1 Notes
o 9.2 Bibliography
 10 External links

Design and development

The Ki-43 was designed by Hideo Itokawa, who would later become famous as a pioneer of
Japanese rocketry. The Ki-43 prototype was produced in response to a December 1937
specification for a successor to the popular fixed-gear Nakajima Ki-27 Nate. The
specification called for a top speed of 500 km/h (311 mph), a climb rate of 5,000 m
(16,400 ft) in five minutes and a range of 800 km (500 mi). Maneuverability was to be at
least as good as that of Ki-27.[8]

When first flown in early January 1939,[9] the Ki-43 prototype was a disappointment.
Japanese test pilots complained that it was less maneuverable than the Ki-27 Nate and not
much faster.[10] In order to solve these problems, Nakajima produced a series of progressively
modified prototypes through 1939 and 1940. These changes involved a major weight saving
program, a slimmer fuselage with the tail surfaces moved further aft and a new canopy.
Crucially, the 11th prototype introduced the unique differential "butterfly" maneuvering
Fowler flaps, which dramatically improved performance in tight turns. The 13th prototype
combined all these changes, and tests of this aircraft resulted in an instruction for Nakajima to
place the Ki-43 into production, the Ki-27 jigs being transferred to the Mansyu factory at
Harbin in Japanese occupied Manchukuo.[11]

The Ki-43 (Oscar) was initially produced in November 1939, given the designation Ki-43-I.
Deliveries from Nakajima's Ota factory commenced in February 1941. In addition to
outstanding maneuverability, the Ki-43-I had an impressive rate of climb due to its light
weight. Power was provided by the Nakajima Ha-25 engine turning a two-bladed, two-
position variable-pitch metal propeller.[12] Top speed was 495 km/h (308 mph) at 4,000 m
(13,160 ft).[13] The Ki-43 was equipped with two synchronized cowling machine guns in
various configurations, with either two 7.7 mm (.303 in) Type 89 machine guns, one 12.7 mm
(.50 in) Ho-103 machine gun and one 7.7 mm (.303 in) gun, or two 12.7 mm (.50 in) Ho-103
guns; the aircraft was given various sub-designations to reflect these differences. The
configuration that appears to have been most prevalent at the outset of the war was the first
configuration with two 7.7 mm (.303 in) Type 89 machine guns, while as the war progressed
the heavier combinations gained popularity and the version with the heaviest armament was
sometimes given the designation Ki-43-Ic.[14] The Ho-103 was often loaded with explosive
ammunition to increase target effect; its penetrative effect against later Allied aircraft armor
appears to have been marginal.[14]

A Ki-43-II.

Prototypes for the Ki-43-II flew in February 1942. The Ha-25 engine was upgraded with the
2-stage supercharger, thus becoming the more powerful Nakajima Ha-115 engine, which was
installed in a longer-chord cowling. The new engine turned a three-bladed propeller. The
wing structure, which had suffered failures in the Ki-43-I, was strengthened and equipped
with racks for drop tanks or bombs. The Ki-43-II was also fitted with 13 mm armor plate for
the pilot's head and back, and the aircraft's fuel tanks were coated in rubber to form a crude
self-sealing tank. This was later replaced by 3-layer rubber bladder, 8mm core with 2mm oil-
proof lamination. The bladder has proven to be highly resistant against 7.7mm bullets, but
was not much effective against larger calibers.[15] The pilot also enjoyed a slightly taller
canopy and a reflector gunsight in place of the earlier telescopic gunsight.[16] Nakajima
commenced production of the Ki-43-II at its Ota factory in November 1942.[17] Production
was also started at the Tachikawa Hikoki KK and the 1st Army Air Arsenal (Tachikawa Dai-
Ichi Rikugun Kokusho), also at Tachikawa. Although Tachikawa Hikoki successfully
managed to enter into large-scale production of the Ki-43, the 1st Army Air Arsenal was less
successful – hampered by a shortage of skilled workers, it was ordered to stop production
after 49 Ki-43s were built.[18] Nakajima eventually ceased production in mid-1944 in favor of
the Ki-84, but the Tachikawa Hikoki continued to produce the Ki-43.[19]

Tachikawa also produced the Ki-43-III, which utilized the more powerful Nakajima Army
Type 1 Ha-115-II engine. Maximum speed increased to 358 mph.[19] Tachikawa produced
2124 Ki-43-II and -III aircraft between April 1944 and the end of the war.[20] Total
production of all versions amounted to 5,919 aircraft.[13]

Operational history

A Ki-43 III-Ko, piloted by Second Lieutenant Toshio Anazawa and carrying a 250 kg
(550 lb) bomb, sets off from the Japanese airfield of Chiran for the Okinawa area, on a
kamikaze mission, 12 April 1945. School girls wave goodbye in the foreground.

The Ki-43 was the most widely used Army fighter, and equipped 30 sentai FR,(flight
regiment) and 12 chutais IS,(independent squadrons). The first unit equipped with the Ki 43-I
was the 59th FR at Hankow Airfield, during June–August 1941 and began operational sorties
over Hengyang on 29 October 1941.[2][21] The second unit to re-equip with the new Aircraft
was the 64th FR, from August to November 1941.[22]

The first version, Ki-43-I, entered service in 1941, the Ki-43-II in December 1942, the Ki-
43-II-Kai in June 1943, and the Ki-43-IIIa in summer 1944. The aircraft fought in China,
Burma, the Malay Peninsula, New Guinea, the Philippines, South Pacific islands and the
Japanese home islands.[7]

Like the Zero, the Ki-43 initially enjoyed air superiority in the skies of Malaya, Netherlands
East Indies, Burma and New Guinea. This was partly due to the better performance of the
Oscar[23] and partly due to the relatively small numbers of combat-ready Allied fighters,
mostly the Curtiss P-36 Hawk, Curtiss P-40, Brewster Buffalo, Hawker Hurricane and
Curtiss-Wright CW-21 in Asia and the Pacific during the first months of the war. As the war
progressed, however, the fighter suffered from the same weaknesses as the slower, fixed-gear
Ki-27 "Nate" predecessor to the Oscar, and the more advanced naval A6M Zero; light armor
and less-than-effective self-sealing fuel tanks, which caused high casualties in combat. Its
armament of two machine guns also proved inadequate against the more heavily armored
Allied aircraft. As newer Allied aircraft were introduced, such as the Republic P-47
Thunderbolt, Lockheed P-38 Lightning, North American P-51 Mustang, Vought F4U Corsair,
Grumman F6F Hellcat and late-model Supermarine Spitfire/Seafire, the Japanese were forced
into a defensive war and most aircraft were flown by inexperienced pilots. However, even
near the end, the Oscar's excellent maneuverability could still gain advantage over rash Allied
pilots. From October to December 1944, 17 Ki-43s were shot down in air combat; their pilots
claimed seven C-47s, five B-24 Liberators, two Spitfires, two Beaufighters, two Mosquitoes,
two F4U Corsairs, two B-29 Superfortresses, one F6F Hellcat, one P-38, and one B-25.[24]
Like most Japanese combat types, many Hayabusas were at the end expended in kamikaze
raids.

The Ki-43 also served in an air defense role over Formosa, Okinawa and the Japanese home
islands. Some examples were supplied to the pro-Japanese regimes of Thailand, Manchukuo
and Wang Jingwei Government as well. The Thai units sometimes fought against the USAAF
in southern China.[25]

Hayabusas were well liked in the JAAF because of the pleasant flight characteristics and
excellent maneuverability, and almost all JAAF fighter aces claimed victories with Hayabusa
in some part of their career. At the end of the war, most Hayabusa units received Ki-84
Hayate "Frank" fighters, but some units flew the Hayabusa to the end of the war. The top-
scoring Hayabusa pilot was Sergeant Satoshi Anabuki with 39 confirmed victories, almost all
scored with the Ki-43.

After the war, some captured examples served in limited numbers in the French Air Force in
Indochina against Viet Minh rebels.[26]

Ki-43s abandoned in the Netherlands East Indies were taken over by the newly-declared
Indonesian government and put into service during the fight against Dutch forces

Variants

A captured Ki-43-Ib in flight over Brisbane, 1943.

Ki-43 of 6th Group, ROCAF

The Flying Heritage Collection Ki-43 at Rabaul, 1945.
Ki-43
Prototypes and operative prototypes.
Ki-43-I "Ko" (Mark 1a)
Variant armed with 2 × 7.7 mm (.303 in) Type 89 machine guns, three rubber layers
of self-sealing fuel tanks.
Hayabusa Fighter Type 1 of Army (Mark 1).
Ki-43-I "Otsu" (Mark 1b)
Variant armed with one 12.7 mm (.50 in) Ho-103 machine gun and 1 × 7.7 mm
(.303 in) Type 89.
Ki-43-I "Hei" (Mark 1c)
Variant armed with 2 × 12.7 mm (.50 in) Ho-103, plus 2x30 kg bombs under wings.
All earlier Ki-43-Ia "Ko" and Ki-43-Ib "Otsu" were gradually upgraded to this version
as more Ho-103 have become available.
Ki-43-II
Prototypes and evaluative models. Introduce Ha-115 engine, self-sealing fuel tanks,
shorter and stronger wings, reflex sight, improved canopy.
Ki-43-II "Ko" (Mark 2a)
Ability to carry up to 2x250 kg (1,100 lb) of bombs
Ki-43-II "Ko" upgraded
Improved oil radiator, landing light, 12 mm armoured back of pilot seat.
Ki-43-IIb "Otsu" (Mark 2b)
Radio equipment, armoured back of pilot seat and pilot restraints were added. Later
production aircraft were capable to carry a drop tanks.
Ki-43-II-KAI (Mark 2 improved)
Fitted with ejector exhaust stacks (adding approximately 30 hp) and additional 151
liters fuel tank in fuselage.
Ki-43-III
Prototypes powered by Nakajima Ha-115-II engine of 920 kW (1,230 hp)
2 × 170 L (45 gal) drop tanks (~3 hour full-throttle endurance)
Ki-43-III "Ko" (Mark 3a)
Series model, some fitted with skis for operations from snow
Ki-43-III "Otsu" (Mark 3b)
Variant with the Mitsubishi Ha-112-II radial engine and armed with twin 20 mm Ho-5
cannon. (Prototype – Only 2 Built)
Ki-62 Project
Advanced interceptor version of Nakajima Ki-43 with a powerful engine and armed
with 30 mm (1.18 in) or 40 mm (1.57 in) cannons.

Production
Ki-43 Production: Ota, Nakajima Hikoki K.K [27]
Year Jan. Feb. Mar. Apr. May June July Aug. Sept. Oct. Nov. Dec. Annual
1941 3 9 23 5 20 20 5 29 43 157
1942 40 26 47 61 51 57 61 37 56 55 46 79 616
1943 88 77 90 96 102 105 105 120 120 138 140 147 1,347
1944 179 181 167 140 155 125 84 28 11 1,070
Total 3,190

Not included:

 Ki-43-I's pre-production started with three prototypes completed in December 1938,

as well as in February and March 1940.[28] A further ten service trials aircraft were
built from Nov. 1939 to Sept. 1940.[28]
 Ki-43-II's pre-production started with five prototypes completed during Feb. to May
1942.[28] A further three service trials aircraft were built from June to Aug. 1942.[28]
 Ki-43-III's pre-production started with ten prototypes completed during May 1944 to
August 1945.[28]

Ki-43 Production: Tachikawa, Tachikawa Hikoki K.K [29]

Year Jan. Feb. Mar. Apr. May June July Aug. Sept. Oct. Nov. Dec. Annual
1943 5 7 10 15 20 30 45 67 199
1944 10 115 100 140 125 147 148 157 210 75 275 180 1682
1945 105 90 155 70 120 93 80 35 748
Total 2629

Not included:

 A further 49 Ki-43-II's were assembled from Oct. 1943 to Nov. 1944 at Tachikawa
Dai-Ichi Rikugun Kokusho arsenal plant.[28]

Total Production:
Figure includes: 5,819 Ki-43-I, Ki-43-II and Ki-
According to USSBS Report: 5,819 [27][29]
43-IIIa builds
Figure includes: 729 Ki-43-I, 5,188 Ki-43-II and
According to Francillon: 5,919 [28]
Ki-43-IIIa builds, 2 Ki-43-IIIb prototypes

Operators
Wartime

Japan

 Imperial Japanese Army Air Force

Manchukuo
  Manchukuo Air Force

Thailand

 Royal Thai Air Force

Postwar

China

 Nationalist Chinese Air Force

o 6th Group
 Two squadrons operated captured aircraft.

People's Republic of China

 Chinese Communist Air Force operated five aircraft captured from nationalists from
1946 until 1952.

France

 French Air Force Escadron de Chasse 1/7[30] operated captured aircraft in 1945–1946
Indo-China.[31]

Indonesia

 Indonesian Air Force repaired derelict aircraft to fight Dutch colonial rule. In 1947,
the Ki-43 currently at the Museum Dirgantara Udara Yogyakarta near Adisucipto
International Airport was to bomb Dutch strategic positions however mechanical
problems grounded it.

North Korea

 North Korean Air Force operated repaired derelict aircraft after the war.

Surviving aircraft

Indonesian Ki-43-II
Ki-43 at the Pima Air and Space Museum

 Ki-43-I 750 on display at Flying Heritage Collection in Everett, Washington.[32]

Former ZK-OSC restored to flying condition by the Alpine Fighter Collection in the
1990s, not currently flying.[33]
 Ki-43-II 5465 displayed unrestored at the Australian War Museum in Canberra,
Australian Capital Territory. The nose and tail are in the main museum building,
while the wings and center section are in storage.[34]
 Ki-43-IIb 6430 on display at the Pima Air & Space Museum in Tucson, Arizona.[35]
This aircraft was previously on display at the EAA AirVenture Museum and the
Museum of Flight and is on loan from the National Air and Space Museum.[36][37]
 Ki-43-IIIa on display at the Museum of Flight in Seattle, Washington. This aircraft
contains parts from four different wrecks.[38] The restoration was begun by the Texas
Airplane Factory and completed by GossHawk Unlimited.[39]
 Ki-43 originally under restoration/rebuild at Texas Airplane Factory, Meacham Field,
Fort Worth, Texas from 4 wrecks.[40] Now located at GossHawk Unlimited in Casa
Grande, Arizona.[41]
 Ki-43 originally under restoration/rebuild at Texas Airplane Factory, Meacham Field,
Fort Worth, Texas.[40] Now located at GossHawk Unlimited in Casa Grande,
Arizona.[41]
 Unknown msn – Ki-43 awaiting restoration at The Fighter Collection in Duxford,
United Kingdom.[citation needed]
 Unknown msn – Ki-43 on display at the Central Indonesian Air Force Museum in
Yogyakarta.[citation needed]
 Unknown msn – Ki-43 under restoration at the Kawaguchiko Motor Museum in
Kawaguchiko, Yamanashi.[42][43][44]

Specifications (Ki-43-IIb)
Nakajima Ki 43-I
Data from Japanese Aircraft of the Pacific War[45]

General characteristics
 Crew: One
 Length: 8.92 m (29 ft 3⅜ in)
 Wingspan: 10.84 m (35 ft 6¾ in)
 Height: 3.27 m (10 ft 8¾in)
 Wing area: 21.4 m2 (230.4 ft2)
 Empty weight: 1,910 kg (4,211 lb)
 Loaded weight: 2,590 kg (5,710 lb)
 Max. takeoff weight: 2,925 kg (6,450 lb)
 Powerplant: 1 × Nakajima Ha-115 fourteen cylinder air-cooled radial engine, 858
kW (1,150 hp)

Performance
 Maximum speed: 536 kilometres per hour (333 mph) at 6,000 metres (20,000 ft)
(286 knots (530 km/h) at 4,000 metres (13,000 ft))
 Cruise speed: 355 kilometres per hour (221 mph) at 4,000 metres (13,000 ft)
 Range: 1,760 km (952 nmi, 1095 mi)
 Ferry range: 3,200 km (1,730 nmi, 1,990 mi)
 Service ceiling: 11,200 m (36,750 ft)
 Rate of climb: 3,900 feet per minute (20 m/s) ()
 Wing loading: 121 kg/m2 (24.8 lb/sq ft)
 Power/mass: 331 W/kg (0.20 hp/lb)

Armament
 Guns: 2× fixed, forward-firing 12.7 mm (.50 in) Ho-103 machine guns in the cowl
with 270 rpg
 Bombs: 2× 250 kg (551 lb) bombs
See also
Related development

 Nakajima Ki-27
 Nakajima Ki-44
 Nakajima Ki-84

Aircraft of comparable role, configuration and era

 Bloch MB.152
 Curtiss P-36 Hawk
 Curtiss-Wright CW-21
 IAR 80
 Macchi MC.200
 Mitsubishi A6M Zero
 Polikarpov I-180
 Reggiane Re.2000

Related lists

 List of aircraft of World War II

 List of aircraft of Japan, World War II
 List of military aircraft of Japan

References
Notes

1.

 Francillon 1979, p. 207.

  Green, p. 74
  Stanaway 2003, p. 33
  Ethell 1995, pp. 98–99
  Green, pp. 77, 78
  Ethell 1995, p. 99
  Glancey 2006, p. 173
  Francillon 1979, p. 206
  Francillon 1979, p. 166.
  Air International & January 1980, p. 27
  Air International & January 1980, pp. 27–28
  Air International & January 1980, p. 28
  Francillon 1979, p. 214
  Dunn, Richard L. "Nakajima Ki-43-I Armament: A Reassessment." warbirdforum.com.
Retrieved: 18 October 2009.
  "Ki-43 "Hayabusa" by Thomas Bush".
  Air International & January 1980, p. 44
  Francillon 1979, p. 210
  Francillon 1979, p. 211
  Air International & January 1980, p. 45
  Air International & January 1980, p. 46
  Ikuhiko, Japanese Army Fighter Aces, 1931–45
  Izawa, 64th Flying Sentai, p.2
  Stanaway 2006, p. 9
  Ichimura 2009, p. 50
  j-aircraft.com/research "Royal Thai Air Force aircraft." j-aircraft.com. Retrieved: 18
October 2009.
  Dorr and Bishop 1996, p. 249
  USSBS, Appendix M., p. 40–42
  Francillon, 1979, p. 214
  USSBS, Appendix J., p. 29–30
  March and Heathcott 1997, p. 75
  "French Counter-Insurgency Aircraft, 1946–1965." worldatwar.net. Retrieved: 18
October 2009.
  "NAKAJIMA KI-43 HAYABUSA (OSCAR)". Flying Heritage Collection. Friends of
Flying Heritage. Retrieved 7 February 2016.
  Taylan, Justin. "Ki-43-I Oscar Manufacture Number 750". Pacific Wrecks. Pacific
Wrecks Incorporated. Retrieved 7 February 2016.
  Taylan, Justin. "Ki-43-II Oscar Manufacture Number 5465". Pacific Wrecks. Pacific
Wrecks Incorporated. Retrieved 7 February 2016.
  "HAYABUSA (OSCAR)". Pima Air & Space Museum. Pimaair.org. Retrieved 7
February 2016.
  Pluth, Dave. "The Captured Oscars of Hollandia". j-aircraft.com. Retrieved 15 April
2015.
  "Nakajima Ki-43-IIb Hayabusa (Peregrine Falcon) OSCAR". Smithsonian National Air
and Space Museum. National Air and Space Museum. Retrieved 7 February 2016.
  "Nakajima Ki-43-IIIa Hayabusa "Oscar" Reproduction". The Museum of Flight. The
Museum of Flight. Retrieved 7 February 2016.
  "Nakajima Ki-43 II "Oscar"". GossHawk Unlimited. GossHawk Unlimited, Inc.
Retrieved 25 February 2016.
  Taylan, Justin. "Texas Airplane Factory". Pacific Wrecks. Pacific Wrecks Incorporated.
Retrieved 7 February 2016.
  "Nakajima Ki-43 II "Oscar"". GossHawk Unlimited. GossHawk Unlimited, Inc.
Retrieved 25 February 2016.
  Japanese collector restoring rare WWII plane October 8, 2013 Japan Times Retrieved
August 17, 2016
  "Nobuo Harada To Rebuild The Nakajima Ki-43 Hayabusa". Warbirds News. Warbirds
News. 9 October 2013. Retrieved 25 February 2016.
  Thompson, Paul J-HangarSpace – Aviation Museums Retrieved September 8, 2016

45.  Francillon 1979, pp. 213–214

Bibliography
  Bueschel, Richard M. Nakajima Ki-43 Hayabusa I-III in Japanese Army Air Force
RTAF-CAF-IPSF Service. Reading, Berkshire, UK: Osprey Publications, 1970.
ISBN 0-85045-022-5.
 Bueschel, Richard M. Nakajima Ki-43 Hayabusa in Japanese Army Air Force RTAF-
CAF-IPSF Service. Atglen, Pennsylvania: Schiffer Books, 1995. ISBN 0-88740-804-
4.
 Dorr, Robert F. and Chris Bishop. Vietnam Air War Debrief. London: Aerospace,
1996. ISBN 1-874023-78-6.
 Ethell, L. Jeffrey. Aircraft of World War II. Glasgow: HarperCollins Publishers, 1995.
ISBN 0-00-470849-0.
 Francillon, Ph.D., René J. Japanese Aircraft of the Pacific War. London: Putnam &
Company, 1979, 2nd edition 1979. ISBN 0-370-30251-6.
 Glancey, Jonathan. Spitfire: The Illustrated Biography. London: Atlantic Books,
2006. ISBN 978-1-84354-528-6.
 Green, William. Warplanes of the Second World War, Volume Three: Fighters.
London: Macdonald & Co. (Publishers) Ltd., 1973 (seventh impression), First edition
1961. ISBN 0-356-01447-9.
 Green, William. Famous Fighters of the Second World War, Volume 2. New York:
Doubleday.
 Green, William and Gordon Swanborough. WW2 Aircraft Fact Files, Japanese Army
Fighters, part 2. London: Macdonald and Janes's, 1977. ISBN 0-354-01068-9.
 Ichimura, Hiroshi. Ki-43 'Oscar' Aces of World War II. Oxford, UK: Osprey, 2009.
ISBN 978-1-84603-408-4.
 March, Daniel J. and John Heathcott, eds.The Aerospace Encyclopedia of Air Warfare
Volume Two: 1945 to the Present. London: AIRtime Publishing, 1997. ISBN 1-
874023-88-3.
 "Pacific Peregrine ... The Nakajima Ki.43 Hayabusa". Air International, Vol. 18, No
1, January 1980, pp. 27–31, 44 46. Bromley, UK: Fine Scroll. ISSN 0306-5634.
 Pajdosz, Waldemar, Mark T. Wlodarczyk and Adam Jarski. Nakajima Ki 43
Hayabusa "Oscar" (in Polish), Monografie Lotnicze 48. Gdańsk: AJ-Press, 1998.
ISBN 83-86208-97-X.
 Skulski, Przemysław. Nakajima Ki 43 Hayabusa "Oscar", seria Pod Lupa no.11
(Polish/English). Wrocław: Ace Publications, 1999. ISBN 83-86153-98-9.
 Stanaway, John. Nakajima Ki.43 "Hayabusa" – Allied Code Name "Oscar".
Bennington, Vermont: Merriam Press, 2006 (2nd expanded edition), First edition
2003. ISBN 1-57638-141-2.
 United States Strategic Bombing Survey Aircraft Division. Nakajima Aircraft
Company, Ltd. Corporation Report II, Washington, D.C. 1947.
 United States Strategic Bombing Survey Aircraft Division. Tachikawa Aircraft
Company, Ltd. Corporation Report X, Washington, D.C. 1947.
 Windrow, Martin C. and René J. Francillon. The Nakajima Ki-43 Hayabusa.
Leatherhead, Surrey, UK: Profile Publications, 1965.

External links

Wikimedia Commons has media related to Nakajima Ki-43 Hayabusa.

 Nathan Sturman's Homepage

  Joe Baugher's Hayabusa files
 Nakajima Type 1 Model 1 Army Fighter (Ki 43-I) Armament – A Reassessment by
Richard L. Dunn

Nakajima Ki-44
From Wikipedia, the free encyclopedia
Ki-44 "Shoki"

A captured Nakajima Ki-44

Role Fighter aircraft
Manufacturer Nakajima Aircraft Company
Designer Yasushi Koyama
First flight August 1940
Introduction 1942
Retired 1945
Imperial Japanese Army Air
Primary user
Force
Produced 1940–1944
Number built 1,225 [1]

The Nakajima Ki-44 Shōki (鍾馗, Zhong Kui) was a single-engine fighter aircraft used by
the Imperial Japanese Army Air Force in World War II. The type first flew in August 1940
and entered service in 1942. The Allied reporting name was "Tojo"; the Japanese Army
designation was "Army Type 2 Single-Seat Fighter" (二式単座戦闘機).

It was less maneuverable than its predecessor, the nimble Ki-43, and pilots disliked its poor
visibility on the ground, its higher landing speed, and severe restrictions on maneuvering.
Yet, it was obvious the Ki-44 was clearly superior overall as a combat aircraft compared to
the Ki-43.[2] As an interceptor it could match Allied types in climbs and dives, giving pilots
more flexibility in combat and greater pilot confidence than the Ki-43.[3] Moreover, the basic
armament of four 12.7mm machine guns or two 12.7mm guns and two 20 mm cannons (plus
a few aircraft which carried two Ho-301 40 mm cannons of limited range) was far superior to
the older Ki-43's two 12.7mm machine guns. These characteristics made the fighter, despite
performance restrictions at altitude, a useful B-29 Superfortress interceptor and one of the
Japanese High Command priorities during the last year of war. However, like most of the
Japanese aircraft flown in the last part of the war, the low availability of properly trained
pilots made them easy targets for experienced, aggressive, and well trained Allied pilots
flying superior aircraft.[3]

Contents
 1 Design and development
 2 Operational history
o 2.1 Survivors
 3 Variants
 4 Operators
 5 Specifications (Ki-44-II Otsu)
 6 See also
 7 References
 8 External links

Design and development

A Ki-44 at the Tokorozawa Army Maintenance School.

Nakajima began development of the Ki-44 in 1940 as a pure interceptor with emphasis being
placed on airspeed and rate of climb rather than maneuverability. The Japanese Army Air
Force specification called for a maximum speed of 600 km/h (370 mph) at 4,000 m
(13,130 ft), to be attained in five minutes. A set of Ki-43-like "butterfly" combat flaps was
fitted for improved maneuverability. Armament consisted of a pair of 7.7 mm (.303 in) and a
pair of 12.7 mm (.50 in) machine guns.

The engine selected for the new interceptor was Nakajima's Ha-41 (a development of the
Nakajima Ha-5) 14-cylinder double-row radial, originally intended for bomber aircraft.
Although the Ha-41 was not the ideal choice due to its large-diameter cross section, the
design team was able to marry this engine to a much smaller fuselage with a narrow cross
section. At 1,260 mm in diameter, the Ha-41 was 126 mm larger in diameter than the
1,144 mm Nakajima Sakae (used in the Mitsubishi A6M "Zero" and Nakajima Ki-43
"Hayabusa"). However, the Sakae was only 27.8L in displacement and 1,000 hp, while the
Ha-41 was 37.5L and made 1,260 hp (1,440 in the later Ha-109 version). In any case, since
the Sakae wasn't powerful enough, the only alternative available was the Mitsubishi Kinsei,
which was slightly smaller than the Ha-41 in diameter, five liters smaller in displacement,
and was less powerful. Unfortunately, this was already in demand for many other aircraft, so
the Ha-41 was chosen as the best powerplant. In order to achieve its design goals, the wing
area was relatively small leading to a high wing loading and a comparatively high landing
speed that could be daunting to the average Japanese pilot, who was more used to aircraft
with a low wing loading like the Ki-44s predecessors, the Ki-43 and Ki-27.

The first Ki-44 prototype flew in August 1940 and the initial test flights were generally
encouraging, with handling considered acceptable considering the high wing loading.
Problems encountered included a high landing speed and poor forward visibility during
taxiing due to the large radial engine.

A second pre-production batch of 40 aircraft were ordered, which featured four 12.7mm
machine guns, a relocated air cooler and main gear doors.[4]

Operational history
The Nakajima Ki-44 at one point equipped 12 sentai ("groups/wings") of the Imperial
Japanese Army Air Force: 9, 22, 23, 29, 47, 59, 64, 70, 85, 87, 104 and 246 Sentai. The
Manchukuo Air Force also operated some Ki-44s.

Pre-production Ki-44 aircraft and two of the prototypes were turned over to the Army for
service trials on 15 September 1941. The type commenced operations when nine aircraft were
received by an experimental unit, 47 Chutai "Kawasemi Buntai" ("Kingfisher Flight, 47
Squadron"), commanded by Major Toshio Sakagawa at Saigon, Indochina in December
1941.

The Ki-44 also saw significant action with 87 Sentai in the air defense role, while based at
Palembang, Sumatra. Other units equipped with the Ki-44 during the early part of the war
were stationed in China, Burma, The Philippines and Korea.

A Japanese Ki-44.

Later in the war, the type saw action in an air defense role over the home islands – mainly
around Japan's large industrial cities. 47 Chutai, after it was transferred to air defense roles in
Japan, was expanded to become 47 Sentai.

The Ki-44-II Otsu (also known as the Ki-44-IIb) could be armed with a Ho-301 40 mm
autocannon. While this was a relatively high-caliber weapon, it used caseless ammunition
with a low muzzle velocity and short range, which was effective only in close attacks. Some
of these aircraft were used against USAAF bombers by a special Shinten Seiku Tai (air
superiority unit), comprising at least four aircraft,[5] that was part of 47 Sentai, based at
Narimasu airfield in Tokyo. Pilots from such units attempted to shoot down B-29s and, once
their ammunition was expended, to ram them – effectively a suicide attack. While the concept
appeared straightforward, ramming a B-29 at high altitudes was difficult to achieve in
practice.

By the end of the war, Ki-44 variants were being replaced by the Nakajima Ki-84 Hayate,
which was regarded as vastly superior – in aspects other than maintenance and reliability.

During 1946–49, both sides in the Chinese Revolution operated Ki-44s surrendered or
abandoned by Japanese units. Air units of the People's Liberation Army obtained aircraft
formerly belonging to 22 and 85 Sentai, which had disbanded in Korea. Some of these
aircraft were reportedly flown by Japanese veterans. Within the Republic of China Air Force
18th Squadron (12th Fighter Group) was equipped with Ki-44s formerly of 9 Sentai, which
had disbanded in Nanking, and 29 Sentai, which had disbanded at Formosa and they saw
action in .[5] Following the People's Liberation Army Air Force (formed in 1949) used the Ki-
44 until the early 1950s.

Survivors

No complete surviving examples of the Ki-44 exist. However a wing center section is
preserved at the Northwestern Polytechnical University Aviation Museum, at Xi'an in China.

Variants
Ki-44 Production: Ota Aircraft Plant [6][7]
Aircraft Government
Year Month
Produced Order
1940 August 1 pre-production [1]
1940 September 1 pre-production [1]
1940 October 1 pre-production [1]
1941 June 1
1941 July 4
1941 August 1
1940/1 Annual Production 9 9
1942 January 1
1942 February 4
1942 March 4
1942 April 5
1942 May 7
1942 June 5
1942 July 3
1942 August 13
1942 September 12
1942 October 13
1942 November 34
1942 December 30
Ki-44 1942 Annual Production 131 168
First prototype (s/n 4401) 1943 January 30
with Ha-41 engine with a
1943 February 33
complex cooling system,
unique for the first 1943 March 42
prototype. 1943 April 37
Ki-44 1943 May 37
Nine pre-production 1943 June 40
aircraft (s/n 4402-4410),
the first of which being 1943 July 30
quite different than the 1943 August 51
later ones. These aircraft 1943 September 51
were used for combat 1943 October 47
evaluation with the 47th
1943 November 56
Independent Fighter
Chutai at the start of the 1943 December 65
Pacific War. Their 1943 Annual Production 519 506
armament consisted of two 1944 January 73
7.7 mm (.303 in) Type 89 1944 February 54
machine guns in the nose
and two 12.7 mm (.50 in) 1944 March 75
Ho-103 machine guns in 1944 April 85
the wings. Type 89 1944 May 72
telescopic gunsight. 1944 June 65
Provision for a single
1944 July 39
droptank under the
fuselage centre line or two 1944 August 33
droptanks under the wings. 1944 September 29
Recognisable by their 1944 October 22
pointed spinner caps. 1944 November 11
Ki-44-I
1944 December 7
Powered by a 930 kW
(1,250 hp) Nakajima Ha- 1945 January 2
41 engine with annular oil 1944/5 Annual Production 567 543
cooler, with a maximum Total 1223 1223
speed of 580 km/h
(363 mph). Armament and gunsight unchanged from the pre-production models.
Provision for two droptanks under the wings. Rounded spinner caps with provision
for Hucks starter. Late models had external fuel coolers. Forty produced (s/n 111-
150).
Ki-44-II Ko (Ki-44-IIa)
Powered by a 1,074 kW (1,440 hp) Nakajima Ha-109 engine with external oil cooler
and a top speed of 604 km/h (378 mph). Armament, gunsight and drop tank provision
as for Ki-44-I. Rectangular cockpit access doors replaced the rounded version of
earlier models. 355 produced (s/n 1001-1355).
Ki-44-II Otsu (Ki-44-IIb)
Standard armament reduced to just two 12.7 mm (.50 in) Ho-103 machine guns in the
nose. Optional provision for two 40 mm (1.57 in) Ho-301 cannons in the wings.
These were not always installed and due to disappointing combat results once
installed they were sometimes removed again and two 12.7 mm (.50 in) Ho-103
 machine guns mounted in their place. This variant still had the Type 89 telescopic
gunsight as standard. 394 produced (s/n 1356-1749).
Ki-44-II Hei (Ki-44-IIc)
Standard armament of four 12.7 mm (.50 in) Ho-103 machine guns, two in the nose
and two in the wings. Type 100 reflector gunsight mounted as standard. 427 produced
(s/n 1750-2176).
Ki-44-III
A single prototype built, powered by a Ha-145 two-row 18-cylinder engine of
1,491 kW (2,000 hp). Armament unknown.
Ki-44-III Ko (Ki-44-IIIa)
Proposed variant with an armament of four 20 mm Ho-5 cannons.
Ki-44-III Otsu (Ki-44-IIIb)
Proposed variant with armament of two 20 mm Ho-5 cannons and two 37 mm
(1.46 in) Ho-203 cannons.

Total production: 1,227

Operators
Wartime
Manchukuo

 Manchukuo Air Force

Japan

 Imperial Japanese Army Air Force[8]

 No. 9 Hikō Sentai IJAAF

 No. 22 Hikō Sentai IJAAF
 No. 23 Hikō Sentai IJAAF
 No. 29 Hikō Sentai IJAAF
 No. 47 Dokuritsu Hikō Chutai IJAAF/Hikō Sentai IJAAF
 No. 59 Hikō Sentai IJAAF
 No. 64 Hikō Sentai IJAAF
 No. 70 Hikō Sentai IJAAF
 No. 85 Hikō Sentai IJAAF
 No. 87 Hikō Sentai IJAAF
 No. 104 Hikō Sentai IJAAF
 No. 246 Hikō Sentai IJAAF
 Akeno Army Flight Training School
 Hitachi Army Flight Training School

Post-War
China

 Chinese Nationalist Air Force operated some captured aircraft

o No. 18 Chungtui (中隊 ~ Squadron) CNAF October 1945 – August 1946[9]
Specifications (Ki-44-II Otsu)
Data from Ferkl, Martin. Nakajima Ki-44 Shoki (in English). Ostrava, Czech Republic: Revi
Publications, 2009. ISBN 80-85957-15-9.[10]

General characteristics
 Crew: one, pilot
 Length: 8.84 m (29 ft)
 Wingspan: 9.45 m (31 ft 01 in)
 Height: 3.12 m (11 ft 11 in)
 Wing area: 15 m² (161 ft²)
 Empty weight: 2,106 kg (4,643 lb)
 Loaded weight: 2,764 kg (6,094 lb)
 Max. takeoff weight: 2,998 kg (6,609 lb)
 Powerplant: 1 × Nakajima Ha-109 Army Type 2 fourteen cylinder air-cooled radial
engine, 1,133 kW (1,519 hp)

Performance
 Maximum speed: 605 km/h at 5,200 m (376 mph at 17,060 ft)
 Cruise speed: 400 km/h at 4,000 m (249 mph at 13123 ft)
 Stall speed: 150 km/h (93 mph)
 Service ceiling: 11,200 m (36,750 ft)
 Rate of climb: 5,000 m--4 min 17 sec (3,940 ft/min)
 Wing loading: 200 kg/m² (41 lb/ft²)
 Power/mass: 0.38 kW/kg (0.13 hp/lb)

Armament
 2× 12.7 mm (.50 in) Ho-103 machine guns synchronized cowl mounted (perhaps
657 rpm rate each). The 12.7x81 cartridge propelled the 35.4 g AP bullet 760 m/s, the
38 g HE 796 m/s, and the 33 g HE (2.2%) 770 m/s, with an effective firing range of
750 m. Not always reliable. Optional provision for two 40 mm (1.57 in) Ho-301
cannons in the wings, firing caseless ammunition.

See also
Related development

 Nakajima Ki-84

Aircraft of comparable role, configuration and era

 Focke-Wulf Fw 190
 Mitsubishi J2M
 Polikarpov I-180
 Republic P-47
Related lists

 List of aircraft of World War II

 List of aircraft of Japan, World War II

References
Notes

1.

 Francillon, 1979, p.223

  Ethell 1995, p. 100.
  Ethell 1995, p. 101.
  Spick, Mike (2002). Illustrated Directory of Fighters. St Paul, USA: MBI Publishing.
p. 481. ISBN 0-7603-1343-1.
  Bueschel, 1971 & overview Air Combat regiments.
  USSBS Report 17, Appendix M. p.40-42
  USSBS Report 17, Appendix N. p.78
  Francillon 1979, p. 222.
  Ferkl 2009, p. 34.

10.  Ferkl 2009, p. 13.

Bibliography

 Brindley, John F. Nakajima Ki-44 Shoki ('Tojo'), Aircraft in Profile no.255. Windsor,
Berkshire, UK: Profile Publications Ltd., 1973. No ISBN.
 Bueschel, Richard M. Nakajima Ki.44 Shoki Ia,b,c/IIa,b,c in Japanese Army AIr
Force Service. Canterbury, Kent, UK: Osprey Publishing Ltd., 1971. ISBN 0-85045-
040-3. (Also published by Atglen, PA: Schiffer Books, 1996. ISBN 0-88740-914-8.)
 Ethell, L. Jeffrey. Aircraft of World War II. Glasgow, UK: HarperCollins Publishers,
1995. ISBN 0-00-470849-0.
 Ferkl, Martin. Nakajima Ki-44 Shoki (in English). Ostrava, Czech Republic: Revi
Publications, 2009. ISBN 80-85957-15-9.
 Francillon, Ph.D., René J. Japanese Aircraft of the Pacific War. London: Putnam &
Company Ltd., 1970 (second edition 1979). ISBN 0-370-30251-6.
 Green, William. War Planes of the Second World War, Volume Three: Fighters.
London: Macdonald & Co. (Publishers) Ltd., 1961 (seventh impression 1973).
ISBN 0-356-01447-9.
 Green, William and Gordon Swanborough. WW2 Aircraft Fact Files: Japanese Army
Fighters, Part 2. London: Macdonald and Jane's Publishers Ltd., 1977. ISBN 0-354-
01068-9.
 "Nakajima Ki.44 (Ni Shiki Tansen Sentoki Shoki)" (in Japanese). Maru Mechanic
No. 9, March 1978.
 Millman, Nicholas. Aircraft of the Aces 100: Ki-44 "Tojo" Aces of World War 2.
Oxford, UK: Osprey Publishing Ltd., 2011. ISBN 978-1-84908-440-6.
External links

Wikimedia Commons has media related to Nakajima Ki-44.

 Frans Bonné's Warbirds

Nakajima Ki-84
From Wikipedia, the free encyclopedia
Ki-84

Ki-84 Hayate (Frank) preserved in California in

1970. As of 2014, this aircraft is displayed at a
war memorial in Japan.
Role Fighter
Manufacturer Nakajima Aircraft Company
First flight March 1943
Introduction November 1944
Retired August 1945 (Japan)
Imperial Japanese Army Air
Primary user
Service
Number built 3,514 [1]
Variants Nakajima Ki-116
Ki-84s and Ki-43s photographed on a former JAAF base in Korea post-war. The Ki-84 in the
foreground is from the 85th Hiko-Sentai, the next one in line belonged to the 22nd Hiko-
Sentai HQ Chutai.

Captured Nakajima Ki-84 models fitted with engines exceeding 1,800 horsepower could
surpass the top speeds of the P-47D Thunderbolt and the P-51D Mustang at 6,000 m
(20,000 ft).

The Nakajima Ki-84 Hayate (キ84 疾風"Gale") was a single-seat fighter flown by the
Imperial Japanese Army Air Service in the last two years of World War II. The Allied
reporting name was "Frank"; the Japanese Army designation was Army Type 4 Fighter (四
式戦闘機 yon-shiki-sentō-ki). The Ki-84 is generally considered the best Japanese fighter to
see large-scale operation during the conflict. The aircraft boasted high speeds and excellent
maneuverability[2] with an armament (up to two 30 mm and two 20 mm cannon) that gave it
formidable firepower.[3] The Ki-84's performance matched that of any single-engine Allied
fighter it faced, while its operational ceiling enabled it to intercept high-flying B-29
Superfortress bombers.[4] Pilots and crews in the field learned to take care with the plane's
high-maintenance Nakajima Homare engine and landing gear prone to buckling.[4] The
difficulties of Japan's situation late in the war took a toll on the aircraft's overall field
performance as manufacturing defects multiplied, quality fuel proved difficult to procure, and
experienced pilots grew scarce. Even then, the pilot of a well-maintained Ki-84 took to the
skies in knowing possession of Japan's fastest fighter. A total of 3,514 aircraft were built.[2]

Contents
 1 Design and development
 2 Operational service
o 2.1 Camouflage and markings
 3 Variants
 4 Production
 5 Operators
 6 Survivors
o 6.1 Gallery
 7 Specifications
 8 See also
 9 References
 10 External links

Design and development

Design of the Ki-84 commenced in early 1942 to meet an Imperial Japanese Army Air
Service requirement for a replacement to Nakajima's own, earlier Ki-43 Oscar fighter, then
just entering service. The specification recognized the need to combine the maneuverability
of the Ki-43 with performance to match the best western fighters and heavy firepower.[5] The
Ki-84 first flew in March 1943 [6] and deliveries from Nakajima's Ota factory commenced in
April 1943.[7] Although the design was itself solid, growing difficulties in securing skilled
pilots, proper fuel and construction materials, and adequate manufacture often prevented the
aircraft from reaching its full potential in the field.

The Ki-84 addressed the most common complaints about the popular and highly
maneuverable Ki-43: insufficient firepower, poor defensive armor, and lack of climbing
speed. The Ki-84 was a cantilever low-wing monoplane of all-metal construction, except for
the fabric-covered control surfaces. It had retractable tailwheel landing gear.[8] Armament
comprised two fuselage-mounted, synchronized 12.7 mm (.50 in) machine guns — a
potentially difficult challenge to synchronize properly, due to the Hayate's four-blade
propeller — and two wing-mounted 20 mm cannon, a considerable improvement over the
two 12.7 mm (.50 in) machine guns used in the Hayabusa. Defensive armor offered Hayate
pilots better protection than the unsealed wing tanks and light-alloy airframe of the Ki-43. In
addition, the Ki-84 used a 65 mm (2.56 in) armor-glass canopy, 13 mm (.51 in) of head and
back armor, and multiple bulkheads in the fuselage, which protected both the methanol-water
tank (used to increase the effectiveness of the supercharger) and the centrally located fuel
tank.

It was the Nakajima firm's own-designed 35.8 litre displacement, Ha-45 Homare ("Praise or
Honor") air-cooled eighteen-cylinder radial engine, first accepted for military use in 1941,
that gave the Hayate its high speed and prowess in combat. Derived from the Nakajima
Homare engines common to many Japanese aircraft, the Hayate used the Homare 21 direct-
injection version of the engine, using water injection to aid the supercharger in giving the Ki-
84 a rated 1,491 kW (2,000 hp) at takeoff. This combination theoretically gave it a climb rate
and top speed roughly competitive with the top Allied fighters. Initial Hayate testing at
Tachikawa in early summer 1943 saw test pilot Lieutenant Funabashi reach a maximum level
airspeed of 624 km/h (387 mph) in the second prototype. After the war a captured late-
production example was tested in the US and achieved a speed of 680 km/h (422 mph)[9]
using 92 octane AvGas, plus methanol injection.[10]

The complicated direct-injection engine, partly from its already basically compact design (no
more than 3 cm/1¼ inches larger in diameter than the Ki-43's 14-cylinder Nakajima Sakae
radial) required a great deal of care in construction and maintenance and, as the Allies
advanced toward the Japanese homeland, it became increasingly difficult to support the type's
designed performance. Compounding reliability problems were the Allied submarine
blockade which prevented delivery of crucial components, such as the landing gear. Many
further landing gear units were compromised by the poor-quality heat treatment of late-war
Japanese steel. Many Hayates consequently suffered strut collapses on landing. Further
damage was caused by inadequately trained late war pilots, who sometimes found it difficult
to transition to the relatively "hot" Ki-84 from the comparatively docile Ki-43 Hayabusa,
which had a significantly lower landing speed.

Operational service
The first major operational involvement was during the battle of Leyte at the end of 1944,
and from that moment until the end of the Pacific war the Ki-84 was deployed wherever the
action was intense.[8] The 22nd Sentai re-equipped with production Hayates. Though it lacked
sufficient high-altitude performance, it performed well at medium and low levels. Seeing
action against the USAAF 14th Air Force, it quickly gained a reputation as a fighter to be
reckoned with. Fighter-bomber models also entered service. On April 15, 1945, 11 Hayates
attacked US airfields on Okinawa, destroying many aircraft on the ground.

The IJAAS's Ki-84, Kawasaki Heavy Industries' Ki-100, and the Kawanishi Aircraft
Company's N1K2-J IJNAS naval fighter were the three Japanese fighters best suited to
combat the newer Allied fighters.

Camouflage and markings

The Ki-84 is known to have appeared in three Japanese Ministry of Munitions sanctioned
camouflage schemes;

Type N: The entire airframe was left in its original natural metal. Because of the different
grades of alloy used for various panels, the overall finish soon weathered or oxidized to a
pale metallic grey, with variations in shade and texture, depending on the grade of duralumin
used for each area of skin. A black "anti-glare" panel was painted on the top forward fuselage
and engine cowling (see photo of 73 Hiko-Sentai aircraft).[11]

Type B: Irregular blotches or stripes of dark green on the basic natural metal scheme. This
was applied once the aircraft reached its operational base. On occasion the edges of national
(hinomaru) and Sentai markings were accidentally covered.[11]

Type S: Three variations were seen on Ki-84s; S1 – Dark green upper surfaces, with light
gray/green lower surfaces. S2 – The light gray/green on the lower surfaces was replaced by a
pale blue/gray. These colors were often applied on an unprimed airframe; because of this and
the poor adhesion of Japanese paints in the later years of the war this scheme often weathered
quickly, with large patches of natural metal being visible (see photo of 85 Hiko-Sentai Ki-84
on a Korean base). S10 – The upper surfaces were left in a red/brown primer with the under
surfaces in natural metal. The black anti-glare panel was optional.[11]

Other schemes were applied, particularly by the Shinbu-Tai "Special Attack" units. For
example, a Ki-84 of 57 Shinbu-Tai, flown by Corporal Takano, had very dark brown-green
upper surfaces (some sources state black), with a large red "arrow" outlined in white painted
along the entire length of the fuselage and engine cowling. White Kana characters "hitt-chin"
(be sure to sink) were painted above the arrow on the rear fuselage. The under surfaces were
light gray.[12]

Factory applied markings included six hinomaru (national insignia), outlined with a 75 mm
(2.95 in) white border on camouflaged aircraft, on either side of the rear fuselage and on the
upper and lower outer wings. Yellow/orange identification strips were applied to the leading
edges of wings, extending from the roots to ⅓ of the wingspan.[11]

Variants
  Ki-84-a: Prototype.
 Ki-84-b: Evaluation model.
 Ki-84-c: Pre-production model.
 Ki-84-I Ko: Armed with 2 × 12.7 mm Ho-103 machine guns
and 2 × 20mm Ho-5 cannons in wings (most widely produced version).
 Ki-84-I Otsu: Armed with 4 × 20 mm Ho-5 cannons.
(Limited production run, may not have equipped a full Sentai)
 Ki-84-I Hei: Armed with 2 × 20 mm Ho-5 cannons and 2 × 30 mm Ho-155 cannons
in wings.
 Ki-84-I Tei: Night fighter variant of Ki-84 Otsu. Equipped with an additional Ho-5
20mm cannon (300 shells) placed at 45 degree angle behind the cockpit in Schräge
Musik configuration. Rare variant, 2 built.
 Ki-84-I Ko - Manshu Type: Manufactured in Manchukuo for Manshūkoku Hikōki
Seizo KK by Nakajima License.
 Ki-84-II: Sometimes known as the 'Hayate-Kai', the Ki-84-II had certain duralumin
components replaced with ones made of wood and plywood, mainly concerning the
rear fuselage, tail unit elements, wing tips, push-pull rods and other, minor
components. This model was produced with the designations Ko, Otsu and Hei
depending on the armament.
 Ki-84-N: 1st high-altitude interceptor variant of the Ki-84, with a 2500 hp Nakajima
Ha-219 air cooled radial engine and with wing area increased to 249.19 square feet.
The Ki-84-N production model was assigned to the Kitai 'Ki-117'. Neither aircraft left
the design stage before the war's end.
 Ki-84-P: 2nd high-altitude interceptor variant of the Ki-84, with a 2500 hp Nakajima
Ha-219 air cooled radial engine and with wing area increased to 263.4 square feet.
Cancelled in favor of further development of the Ki-84-R, which was proving to be a
less ambitious project.
 Ki-84-R: 3rd high-altitude interceptor variant of the Ki-84, with a 2000 hp Nakajima
Ha-45-23 with a mechanically-driven two-stage three-speed supercharger. The
prototype was 80% completed at war's end.
 Ki-106: Prototype, constructed entirely out of wood. 3 Built.
 Ki-113: Based on the Ki-84 Otsu, with certain steel components on different areas of
the aircraft. The project was an attempt to sustain light alloys, which were becoming
very scarce later in the war. It employed steel sheet skinning and the cockpit section,
ribs, and bulkheads were made of carbon steel.
 Ki-116: Evaluation model, equipped with a Mitsubishi Ha-112-II (Ha-33-62),
1,120 kW (1,500 hp). 1 Built.
 Ki-117: Production designation of the Ki-84N.

Production
Ki-84 Production: Ota and Utsunomiya, Nakajima Hikoki K.K. [13]
Year Jan. Feb. Mar. Apr. May June July Aug. Sept. Oct. Nov. Dec. Annual
1943 1 1 3 11 8 24
1944 9 25 25 97 86 138 145 121 261 301 323 373 1,904
1945 357 129 216 185 198 168 194 48 1,485
Total 3,413
Not included:

 Pre-production started with two prototypes completed in March and April 1943.[1]
 A further 94 Ki-84-I Ko's were assembled at Mansyu Hikoki Seizo K.K. aircraft plant
in Harbin.[1]

Total Production:
According to USSBS Report: 3,413 [13] Figure includes: 3,413 Ki 84-I and Ki-84 II builds.
Figure includes: 3,509 Ki 84-I and Ki-84 II builds,
According to Francillon: 3,514 [1]
with 1 Ki-106, 1 Ki-113, 3 Ki-106 prototypes.

Operators
Wartime

Japan

 Imperial Japanese Army Air Service

Post-war

People's Republic of China

 People's Liberation Army Air Force operated captured aircraft from 1945 until the
1950s.

China

 Chinese Nationalist Air Force held some Ki-84 in reserve in case American aid was
cut.[14]

Indonesia

 Indonesian Air Force - In 1945, Indonesian People's Security Force (IPSF)

(Indonesian pro-independence guerrillas) captured a small number of aircraft at
numerous Japanese air bases, including Bugis Air Base in Malang (repatriated 18
September 1945). Most aircraft were destroyed in military conflicts between the
Netherlands and the newly proclaimed Republic of Indonesia during the Indonesian
National Revolution of 1945–1949.

Survivors
After the war a number of aircraft were tested by the allied forces, two at the Allied Technical
Air Intelligence Unit - South-West Pacific Area (ATAIU-SWPA) as S10 and S17 and a
further two in the United States as FE-301 and FE-302 (Later T2-301 and T2-302).[citation
needed]
One which was captured at Clark Field during 1945, was transported aboard the USS Long
Island (CVE-1) carrier to the United States. In 1952 it was sold off as surplus to Edward
Maloney, owner of the Ontario Air Museum (Planes of Fame Museum) and restored to flying
condition before being returned to Japan for display at the Arashiyama Museum in Kyoto.
The aircraft is now displayed at Tokko Heiwa Kinen-kan Museum, Kagoshima Prefecture. It
is the only surviving Ki-84.[9][15]

Gallery


 

Specifications

Data from Report on Frank 1 [10]

General characteristics
 Crew: One
 Length: 9.92 m (32 ft 7 in)
 Wingspan: 11.238 m (36 ft 11 in)
 Height: 3.385 m (11 ft 1 in)
 Wing area: 21 m² (226.041 ft²)
 Empty weight: 2,660 kg (5,864 lb)
 Loaded weight: 3,601.5 kg (7,940 lb)
 Max. takeoff weight: 4,170 kg (9,194 lb)
 Powerplant: 1 × Nakajima Ha-45-21 Homare 18-cylinder radial engine, 1,522 kW at
SL, 1360 kW at 17,900 ft (1,970 hp at SL, 1850 hp at 17,900 ft)
Performance
 Never exceed speed: 800 km/h (496 mph)
 Maximum speed: 584km/h (363mph) at SL,686km/h (426mph) at 7010m (23,000 ft)
 Range: 2,168 km (1,347 mi)
 Service ceiling: 11,826.24 m (38,800 ft)
 Rate of climb: 21.84 m/s at SL, 18.29 m/s at 3050 meters (4300 ft/min at SL, 3600
ft/min at 10,000 ft)
 Wing loading: 171.47 kg/m² (35.1 lb/ft²)
 Power/mass: 1.8 kg/hp (4 lb/hp)

Armament
 2× 12.7 mm Ho-103 machine guns in nose, 350 rounds/gun
 2× 20 mm Ho-5 cannon in wings, 150 shells/cannon
 2× 100 kg (220 lb) bombs
 2× 250 kg (551 lb) bombs
 2× 200 L (53 US gal) drop tanks

See also
Related development

 Nakajima Ki-43
 Nakajima Ki-44
 Nakajima Ki-116

Aircraft of comparable role, configuration and era

 Focke-Wulf Fw 190
 Kawanishi N1K
 Kawasaki Ki-100
 Lavochkin La-7
 Mitsubishi A7M
 Mitsubishi J2M
 Nakajima Ki-87
 North American P-51 Mustang
 Republic P-47 Thunderbolt

Related lists

 List of aircraft of World War II

 List of aircraft of Japan, World War II

References
Notes
 1.

 Francillon, 1979, p. 238

  Glancey 2006, p. 174.
  Ethell 1995, p. 103.
  Ethell 1995, p. 102.
  Air International & Volume 10 No. 1, pp. 22–29, 43–46.
  Green 1961, p. 79.
  USSBS, 1947, p.78
  Mondey 1996, p. 230.
  Chiran Peace Museum, Hayate Exhibition Room
  Archives of M. Williams, TAIC 156A-1, Report on Frank 1
  Fearis 1996, p. 44.
  Caruana 2004, pp. 950–951.
  USSBS, Appendix M., p. 40–42
  Bueschel 1971, p. 52.

15.  Pacific Wrecks, JAAF Unknown Sentai, Ki-84-I Ko

Bibliography

 Aeronautical Staff of Aero Publishers Inc. Nakajima KI-84 (Aero Series 2). Fallbrook,
CA: Aero Publishers, Inc., 1965. ISBN 0-8168-0504-0.
 Bueschel, Richard M. Nakajima Ki.84a/b Hayate in Japanese Army Air Force
Service. Reading, Berkshire, UK: Osprey Publishing Ltd., 1971. ISBN 0-85045-044-
6.
 Caruana, Richard J. "The Nakajima Ki-84 Hayate" Article and scale drawings. Scale
Aviation Modeller International. Volume 10 Issue 10 October 2004. Bedford, UK.
 Ethell, L. Jeffrey. Aircraft of World War II. Glasgow, HarperCollins Publishers, 1995.
ISBN 0-00-470849-0.
 Francillon, Ph.D., René J. The Nakajima Hayate (Aircraft in Profile number 70).
Leatherhead, Surrey, UK: Profile Publications Ltd., 1966.
 Francillon, Ph.D., René J. Japanese Aircraft of the Pacific War. London: Putnam &
Company, 1970 (2nd edition 1979). ISBN 0-370-30251-6.
 Fearis, P. "The Emperor's Wings; The Nakajima Ki-84 Hayate." Article and scale
drawings. Scale Aviation Modeller. Volume 2 Issue 1 January 1996. Bedford, UK.
 Glancey, Jonathan. Spitfire: The Biography. London: Atlantic Books, 2006.
ISBN 978-1-84354-528-6.
 Green, William. War Planes of the Second World War, Volume Three: Fighters.
London: Macdonald & Co. (Publishers) Ltd., 1961 (seventh impression 1973).
ISBN 0-356-01447-9.
 Green, William and Swanborough, Gordon. WW2 Aircraft Fact Files: Japanese Army
Fighters, Part 2. London: Macdonald and Jane's Publishers Ltd., 1977. ISBN 0-354-
01068-9.
 Mondey, David. The Concise Guide to Axis Aircraft of World War II. New York:
Bounty Books, 1996. ISBN 1-85152-966-7.
 Sakaida, Henry. Japanese Army Air Force Aces 1937–45. Botley, Oxford, UK:
Osprey Publishing, 1997. ISBN 1-85532-529-2.
  Sims, Edward H. Fighter Tactics and strategy 1914–1970. Fallbroock (Ca), Aero
publisher Inc. 1980. ISBN 0-8168-8795-0.
 Thorpe, Donald W. Japanese Army Air Force Camouflage and markings World War
II. Fallbrook, CA: Aero Publishers, Inc., 1968. ISBN 0-8168-6579-5.
 United States Strategic Bombing Survey Aircraft Division. Nakajima Aircraft
Company, Ltd. Corporation Report II, Washington, D.C. 1947.
 Wieliczko, Leszek A. Nakajima Ki-84 Hayate. Lublin, Poland: Kagero, 2005.
ISBN 83-89088-76-2. (Bilingual Polish/English)
 Unknown Author Review in "AIRVIEW".
 Unknown Author "The High Wind From Ota". Air International. Volume 10 No. 1
 Various Authors. Yon-Shiki Sentoki Hayate (Pacific War No.46). Tokyo, Japan:
Gakken, 2004. ISBN 4-05-603574-1.
 User: 'machta'. Ki 84 Hayate ‘Frank’ Redux, Weapons and Warfare, September 19,
2014.

Lavochkin La-7
From Wikipedia, the free encyclopedia
"La-7" redirects here. For other uses, see LA-7 (disambiguation).
La-7

La-7 at Khimki
Role Fighter
Manufacturer Lavochkin OKB
First flight February 1944
Introduction 1944
Retired 1950
Soviet Air Forces
Primary users
Czechoslovak Air Force
Number built 5,753
Developed from Lavochkin La-5

The Lavochkin La-7 (Russian: Лавочкин Ла-7) was a piston-engined Soviet fighter
developed during World War II by the Lavochkin Design Bureau (OKB). It was a
development and refinement of the Lavochkin La-5, and the last in a family of aircraft that
had begun with the LaGG-1 in 1938. Its first flight was in early 1944 and it entered service
with the Soviet Air Forces later in the year. A small batch of La-7s was given to the
Czechoslovak Air Force the following year, but it was otherwise not exported. Armed with
two or three 20 mm (0.79 in) cannon, it had a top speed of 661 kilometers per hour
(411 mph). The La-7 was felt by its pilots to be at least the equal of any German piston-
engined fighter. It was phased out in 1947 by the Soviet Air Force, but served until 1950 with
the Czechoslovak Air Force.

Contents
 1 Design and development
 2 Operational history
o 2.1 Tactical significance
 3 Variants
o 3.1 La-7TK
o 3.2 La-7R
o 3.3 La-7PVRD
o 3.4 La-7/M-71
o 3.5 La-7UTI
 4 Surviving aircraft
 5 Operators
 6 Specifications (1945 production model)
 7 See also
 8 Notes
 9 Footnotes
 10 Bibliography
o 10.1 Further reading
 11 External links

Design and development

By 1943, the La-5 had become a mainstay of the Soviet Air Forces, yet both its head
designer, Semyon Lavochkin, as well as the engineers at the Central Aerohydrodynamics
Institute (Russian: TsAGI), felt that it could be improved upon. TsAGI refined earlier studies
of aerodynamic improvements to the La-5 airframe in mid-1943 and modified La-5FN c/n
39210206 to evaluate the changes. These included complete sealing of the engine cowling,
rearrangement of the wing center section to accommodate the oil cooler and the relocation of
the engine air intake from the top of the cowling to the bottom to improve the pilot's view.[1]

The aircraft was evaluated between December 1943 and February 1944 and proved to have
exceptional performance. Using the same engine as the standard La-5FN c/n 39210206 had a
top speed of 684 kilometers per hour (425 mph) at a height of 6,150 meters (20,180 ft), some
64 kilometers per hour (40 mph) faster than the production La-5FN. It took 5.2 minutes to
climb to 5,000 meters (16,404 ft). It was faster at low to medium altitudes than the La-5 that
used the more powerful prototype Shvetsov M-71 engine.[2]

Lavochkin had been monitoring TsAGI's improvements and began construction in January
1944 of an improved version of the La-5 that incorporated them as well as lighter, but
stronger, metal wing spars to save weight. The La-5, as well as its predecessors, had been
built mostly of wood to conserve strategic materials such as aircraft alloys. With Soviet
strategists now confident that supplies of these alloys were unlikely to become a problem,
Lavochkin was now able to replace some wooden parts with alloy components. In addition
Lavochkin made a number of other changes that differed from c/n 39210206. The engine air
intake was moved from the bottom of the engine cowling to the wing roots, the wing/fuselage
fillets were streamlined, each engine cylinder was provided with its own exhaust pipe, the
engine cowling covers were reduced in number, a rollbar was added to the cockpit,[3] longer
shock struts were fitted for the main landing gear while that for the tail wheel was shortened,
an improved PB-1B(V) gunsight was installed, and a new VISh-105V-4 propeller was
fitted.[4] Three prototype 20 mm (0.79 in) Berezin B-20 autocannon were mounted in the
engine cowling, firing through the propeller, arming the 1944 standard-setter (Russian:
etalon), as the modified aircraft was designated.[3]

The etalon only made nine test flights in February and March 1944 before testing had to be
suspended after two engine failures, but quickly proved itself to be the near-equal of c/n
39210206. It was 180 kilograms (400 lb) lighter than the earlier aircraft, which allowed the
etalon to outclimb the other aircraft (4.45 minutes against 5.2 minutes climb to 5,000 meters).
However it was 33 kilometres per hour (20.5 mph) slower at sea level, but only 4 kilometers
per hour (2.5 mph) slower at 6,000 meters (19,685 ft). The flight tests validated Lavochkin's
modifications and it was ordered into production under the designation of La-7, although the
B-20 cannon were not yet ready for production and the production La-7 retained the two 20-
mm ShVAK cannon armament of the La-5.[5]

La-7 with Shvetsov ASh-82FN engine

Five La-7s were built in March by Factory (Russian: Zavod) Nr. 381 in Moscow and three of
these were accepted by the Air Force that same month. The Moscow factory was the fastest
to complete transition over to La-7 production and the last La-5FN was built there in May
1944. Zavod Nr. 21 in Gorky was considerably slower to make the change as it did not
exhaust its stock of wooden La-5 wings until October. The quality of the early production
aircraft was significantly less than the etalon due to issues with the engine, incomplete
sealing of the cowling and fuselage, and defective propellers. One such aircraft was tested,
after these problems had been fixed, by the Flight Research Institute (Russian: Lyotno-
Issledovatel'skiy Institut) and proved to be only 6 kilometers per hour (3.7 mph) slower than
the etalon at altitude. Aircraft from both factories were evaluated in September by the Air
Force Scientific Test Institute (Russian: NII VVS) and the problems persisted as the aircraft
could only reach 658 kilometers per hour (409 mph) at a height of 5,900 meters (19,357 ft)
and had a time to altitude of 5.1 minutes to 5,000 meters.[6]

Combat trials began in mid-September 1944 and were generally very positive. However four
aircraft were lost to engine failures and the engines suffered from numerous lesser problems,
despite its satisfactory service in the La-5FN. One cause was the lower position of the engine
air intakes in the wing roots of the La-7 which caused the engine to ingest sand and dust. One
batch of flawed wings was built and caused six accidents, four of them fatal, in October
which caused the fighter to be grounded until the cause was determined to be a defect in the
wing spar.[7]

Production of the first aircraft fitted with three B-20 cannon began in January 1945 when 74
were delivered. These aircraft were 65 kilograms (143 lb) heavier than those aircraft with the
two ShVAK guns, but the level speed was slightly improved over the original aircraft.
However, the time to climb to 5000 meters increased by two-tenths of a second over the older
model. More than 2000 aircraft were delivered before the war's end, most by Zavod Nr. 21. A
total of 5753 aircraft had been built by Zavod Nr. 21, Nr. 381, and Nr. 99 in Ulan-Ude,[8]
when production ended in early 1946.[4]

Operational history

A La-7 of the Czech Air Force on display at the Prague Aviation Museum, Kbely

The 63rd Guard Fighter Aviation Corps began combat trials of the La-7 in mid-September
1944 in support of the 1st Baltic Front. Thirty aircraft were provided for the trials, which
lasted one month. During this time the new fighters made 462 individual sorties and claimed
55 aerial victories while losing four aircraft in combat. Four other La-7s were lost to non-
combat causes, mostly related to engine problems. A total of three pilots were killed during
the trials to all causes.[7]

One regimental commander, Colonel Ye. Gorbatyuk, a Hero of the Soviet Union,
commented: "The La-7 exhibited unquestionable advantages over German aircraft in multiple
air combats. In addition to fighter tasks, photo reconnaissance and bombing were undertaken
with success. The aircraft surpasses the La-5FN in speed, manoeuvrability, and, especially, in
the landing characteristics. It requires changes in its armament, and urgent fixing of its
engine."[7] The twin ShVAK armament inherited from the La-5 was no longer powerful
enough to bring down later, more heavily armored German fighters, especially the Focke-
Wulf Fw 190, in a single burst, even when Soviet pilots opened fire at ranges of only 50–100
meters (160–330 ft).[7]

The 156th Fighter Air Corps of the 4th Air Army was the next unit to receive the La-7 in
October 1944. At one point during the month, they had fourteen aircraft simultaneously
unserviceable with engine failures.[7] By 1 January 1945 there were 398 La-7s in front-line
service of which 107 were unserviceable.[9] By 9 May 1945 this had increased to 967 aircraft,
of which only 169 were unserviceable.[10] For the invasion of Japanese Manchuria, 313 La-7s
were assigned and only 28 of these were unserviceable on 9 August 1945.[11]

The La-7 was flown by the top Soviet ace of the war, Ivan Nikitovich Kozhedub. Kozhedub,
nicknamed "Ivan the Terrible", a three-time Hero of Soviet Union, scored his last 17 air
victories in 1945 in the La-7 numbered 27, which is now preserved in the Central Air Force
Museum at Monino on the outskirts of Moscow.

One fighter regiment of the 1st Czechoslovak Composite Aviation Division was later
equipped with the La-7 after participating in the Slovak National Uprising of August–October
1944 with La-5FN.[12] A total of 56 aircraft were delivered and equipped the 1st and 2nd
Fighter Regiments. The bulk of the aircraft, however, were delivered in 1945 and saw no
combat during the war.[13] It remained in service with the Czechoslovaks until 1950 and was
designated postwar by them as the S-97. One of these aircraft survives in the Prague Aviation
Museum, Kbely.[12] Despite reports to the contrary, no La-7s were ever sold or transferred to
the People's Republic of China or North Korea. Such reports arose from misidentification by
Western pilots of the La-9s or La-11s that were given to those countries.[14]

The British test pilot, Eric "Winkle" Brown was given the chance to fly an La-7 at the former
Erprobungsstelle Tarnewitz Luftwaffe aircraft test station on the Baltic coast, shortly after the
German surrender in May 1945. He described the handling and performance as "quite
superb", but the armament and sights were "below par", the "wooden construction would
have withstood little combat punishment" and the instrumentation was "appallingly basic".[15]

Production of the La-7 amounted to 5,753 aircraft, plus 584 La-7UTI trainers.[Note 1] Those
aircraft still in service after the end of the war were given the NATO reporting name Fin.[16]
The follow-up model, the La-9, despite its outward similarity, was a completely new
design.[17]

Tactical significance

The La-7 ended the superiority in vertical maneuverability that the Messerschmitt Bf 109G
had previously enjoyed over other Soviet fighters.[18] Furthermore, it was fast enough at low
altitudes to catch, albeit with some difficulties, Focke Wulf Fw 190 fighter-bombers that
attacked Soviet units on the frontlines and immediately returned to German-controlled
airspace at full speed. The Yakovlev Yak-3 and the Yakovlev Yak-9U with the Klimov VK-
107 engine lacked a large enough margin of speed to overtake the German raiders. 115 La-7s
were lost in air combat, only half the number of Yak-3s.[12]

Variants
La-7TK

One aircraft used to evaluate the TK-3 turbosupercharger in July 1944 in the hopes of
improving high-altitude performance. It was destroyed when the TK-3 disintegrated
in flight.[4]

La-7R
 Testbed for a tail-mounted liquid-fuelled RD-1KhZ rocket engine.[19] The rocket was
rated at 300 kilograms-force (660 lbf) of thrust and its fuel (90 liters (20 imp gal;
24 U.S. gal) of kerosene and 180 liters (40 imp gal; 48 U.S. gal) of red fuming nitric
acid) was expected to last between three and three and a half minutes. While the
rocket was firing it increased the fighter's speed by 80 kilometers per hour (50 mph),
but the aircraft's other flying qualities deteriorated. Fifteen flights were made in the
first quarter of 1945, although the rocket exploded on the ground on 12 May. The
aircraft was repaired, but later had an explosion in flight although the pilot managed
to land it safely. Details of any later flights are unknown, but the La-7R was displayed
at the August 1946 Tushino Airshow with the rocket firing.[20][21]

La-7PVRD

Testbed for two underwing ramjet engines. The aircraft was expected to reach a speed
of 800 kilometers per hour (497 mph) at a height of 6,000 metres (19,685 ft), but
could not exceed 670 kilometers per hour (416 mph) due to the high drag of the
ramjets.[22]

La-7/M-71

One aircraft was fitted with the Shvetsov M-71 for trials in 1944. However the engine
was not yet ready for service and the program was cancelled.[4]

La-7UTI

Two-seat trainer version. Armament reduced to a single 20 mm gun and the oil cooler
was relocated underneath the engine cowling.[4] Fitted with a radio compass and gun
camera. Considerably heavier than the fighter at 3,500 kilograms (7,716 lb), but it
retained the flying characteristics of the single-seat aircraft. 584 built, the last two
delivered in 1947.[23]

Surviving aircraft
Czech Republic

 77 – La-7 on static display at the Prague Aviation Museum in Kbely, Prague.[24]

Russia

 27 – La-7 on static display at the Central Air Force Museum in Monino, Moscow. It
was flown by Ivan Kozhedub.[25][26]
 Unknown ID – La-7 on static display at Lavochkin NPO in Khimki, Moscow.[citation
needed]

Operators
Lavochkin La-7 of the 2nd flight, 1st fighter air regiment, 4. air division Czechoslovak Air
Force, 1947
Czechoslovakia

 Czechoslovakian Air Force

 Czechoslovakian National Security Guard

Soviet Union

 Soviet Air Forces

Specifications (1945 production model)

Lavochkin La-7
Data from Soviet Airpower in World War 2[17]

General characteristics
 Crew: 1
 Length: 8.6 m (28 ft 3 in)
 Wingspan: 9.8 m (32 ft 2 in)
 Height: 2.54 m (8 ft 4 in)
 Wing area: 17.59 m2 (189.3 sq ft)
 Gross weight: 3,315 kg (7,308 lb)
  Powerplant: 1 × Shvetsov ASh-82FN 14-cylinder, two-row, air-cooled radial,
1,230 kW (1,650 hp)
 Propellers: 3-bladed VISh-105V-4

Performance
 Maximum speed: 661 km/h (411 mph; 357 kn) @ 6,000 meters (19,685 ft)
 Range: 665 km (413 mi; 359 nmi) (1944 model)
 Service ceiling: 10,450 m (34,280 ft)
 Rate of climb: 15.72 m/s (3,095 ft/min)
 Time to altitude: 5.3 minutes to 5,000 meters (16,404 ft)

Armament
 Guns: 2 × cowl-mounted 20 mm ShVAK cannons with 200 rounds per gun or 3 ×
cowl-mounted 20 mm Berezin B-20 cannons with 100 rounds per gun
 Bombs: 200 kg (440 lb) of bombs

See also
Aircraft of comparable role, configuration and era

 Focke-Wulf Fw 190
 Hawker Tempest
 Hawker Sea Fury
 P-47 Thunderbolt
 Kawasaki Ki-100
 Yak-3U

Related lists

 List of aircraft of World War II

 List of fighter aircraft
 List of military aircraft of the Soviet Union and the CIS

Notes
1.

1. It is uncertain if these La-7UTIs are included in the overall production total.

Footnotes
1.

 Gordon 2003, p. 65.

  Gordon 2003, pp. 65, 126.
  Gordon 2003, pp. 65–66
  Gunston, p. 165
  Gordon 2003, pp. 66, 126.
  Gordon 2003, pp. 66, 69, 126.
  Gordon 2008, p. 239
  Gordon 2008, pp. 239–240
  Качественный состав боевых самолетов воздушных армий фронтов к началу
кампании в Европе на 1 января 1945 г.. Советская авиация в Великой Отечественной
войне в цифрах (1941 - 1945 гг.) (in Russian). ilpilot.narod.ru. Retrieved 9 April 2010.
  Качественный состав боевых самолетов воздушных армий фронтов к концу
Великой Отечественной войны на 10 мая 1945 г.. Советская авиация в Великой
Отечественной войне в цифрах (1941 - 1945 гг.) (in Russian). ilpilot.narod.ru. Retrieved 9
April 2010.
  Качественный состав боевых самолетов воздушных армий фронтов к началу
войны с Японией на 9 августа 1945 г.. Советская авиация в Великой Отечественной
войне в цифрах (1941 - 1945 гг.) (in Russian). ilpilot.narod.ru. Retrieved 9 April 2010.
  Gordon 2003, p. 84
  Stapfer, p. 43
  Gordon & Komissarov (2014), pp. 76, 265
  Brown, Captain Eric (2007), Wings on my Sleeve, Phoenix (Orion Books Ltd)
ISBN 978-0-7538-2209-8 (pp. 121–22)
  Parsch, Andreas; Martynov, Aleksey V. (18 January 2008). "Designations of Soviet and
Russian Military Aircraft and Missiles". Designation-Systems.Net. Retrieved 14 April 2010.
  Gordon 2008, p. 242
  Gordon 2003, p. 76
  "Last of the Wartime Lavochkins". Air International. Bromley, Kent. 11 (5): 245–246.
November 1976.
  Gordon 2008, p. 241.
  Polska Kronika Filmowa, WFDiF 1946/37
  Gordon 2008, pp. 240–241.
  Gordon 2008, p. 240.
  "Lavočkin La-7 (v kódu NATO Fin) - stíhací letoun". Vojenský Historický Ústav Praha
(in Czech). Vojenský Historický Ústav. Archived from the original on 12 March 2012.
Retrieved 2 May 2017.
  "З А Л № 6". Центральный Музей ВВС РФ (in Russian). Retrieved 2 May 2017.

26.  "Airframe Dossier - Lavochkin La-7, s/n 27 white VVS". Aerial Visuals.
AerialVisuals.ca. Retrieved 2 May 2017.

Bibliography
 Gordon, Yefim (2003). Lavochkin's Piston-Engined Fighters. Red Star. 10. Earl
Shilton, Leicester, UK: Midland Publishing. ISBN 1-85780-151-2.
 Gordon, Yefim (2008). Soviet Airpower in World War 2. Hinckley, UK: Midland
Publishing. ISBN 978-1-85780-304-4.
 Gordon, Yefim & Komissarov, Dmitry (2014). Soviet and Russian Military Aircraft in
Asia. Manchester, UK: Hikoki. ISBN 978-1-902-10929-9.
 Gunston, Bill (1995). The Osprey Encyclopedia of Russian Aircraft from 1875 - 1995.
London: Osprey Aerospace. ISBN 1-85532-405-9.
  Stapfer, Hans-Heiri (1998). La 5/7 Fighters in Action. Aircraft in Action. 169.
Carrollton, Texas: Squadron/Signal Publications. ISBN 0-89747-392-2.

Further reading

 Abanshin, Michael E. and Nina Gut. Fighting Lavochkin, Eagles of the East No. 1.
Lynnwood, WA: Aviation International, 1993.
 Gordon, Yefim and Dmitri Khazanov. Soviet Combat Aircraft of the Second World
War, Volume One: Single-Engined Fighters. Earl Shilton, Leicester, UK: Midland
Publishing Ltd., 1998. ISBN 1-85780-083-4.
 Green, William. Warplanes of the Second World War, Volume Three: Fighters.
London: Macdonald & Co. (Publishers) Ltd., 1961 (seventh impression 1973).
ISBN 0-356-01447-9.
 Green, William and Gordon Swanborough. WW2 Aircraft Fact Files: Soviet Air
Force Fighters, Part 1. London: Macdonald and Jane's Publishers Ltd., 1977.
ISBN 0-354-01026-3.
 Gunston, Bill. Aircraft of World War Two. London: Octopus Books Limited, 1980.
ISBN 0-7064-1287-7.
 Jane, Fred T. “The La-7.” Jane’s Fighting Aircraft of World War II. London: Studio,
1946. ISBN 1-85170-493-0.
 Liss, Witold. The Lavochkin La 5 & 7 (Aircraft in Profile number 149). Leatherhead,
Surrey, UK: Profile Publications Ltd., 1967.
 Veštšík, Miloš. Lavočkin La-7 (in Czech/English). Prague, Czech Republic: MBI-
Miroslav BÍLÝ Books, 2000. ISBN 80-902238-7-7.

External links

Wikimedia Commons has media related to Lavochkin La-7.

 Photo gallery of Lavochkin La-7

 Walkaround on La-7 from Monino Museum (Russia)
 Lavochkin fighters
 La-7 photos from Airliners.net