The Ki-105 Ohtori, (‘Phoenix’, allied codename Crane) was a project in the last months of the Pacific War. With Allied attacks on ports and shipping, Japan’s sources of oil to fuel its defensive fighters were drying up. To meet the demand for aviation fuel, the experimental Kokusai Ku-7 transport glider was developed into a powered version for use in transporting fuel from the oilfields still held in Sumatra to Japan.
This required a range of 2500km, and to achieve this the Ki-105’s engines drew on the transported fuel, and used 80% of it to reach Japan (plus what it used to reach Sumatra unloaded). Japan developed a process to make gasoline from pine tree oil, which saw whole forests destroyed to fill the tanks of a few fighter aircraft.
The Ku-7 Manazuru were modified by fitting them with engines, which were designated the Ki-105 Otori (鳳 “Phoenix”). Ku-7-II was the original designation for the Ki-105. Intended for use as fuel transports, only nine, of 300 ordered, were produced before development priorities were shifted elsewhere.
Engines: 2 x Mitsubishi Ha-26-Il, 940 hp (700 kW) Wingspan: 35.00 m / 115 ft 10 in Length: 19.92 m / 65 ft 4 in Height: 5.56 m / 18 ft 3 in Max take-off weight: 12,500 kg / 27,558 lb Normal payload: 3,300 kg / 7,300 lb Cruising speed: 220 km/h / 137 mph / 120 kn Maximum range: 2,500 km / 1,600 mi / 1,300 nmi Crew: 3
In 1968 the Kokkola Brothers, Kalevi and Seppo, designed the KO-04 Super Upstart autogiro or gyrocopter with rotor-tip thrusters for increased take-off performance. The plane was registered OH-XYY (Serial number 1) during 1969 – 1976, and after that it came in airworthy condition to the Finnish Aviation Museum. The plane was donated to the museum’s collection in the end of the 1990’s.
Classed as a microlight under the FAI definition, the all carbonfibre Ultima two seater was at the point of being marketed in 1998. Koenig Engineering offers kit to construct AK.09 Faucon two-seat composites monoplane, also available from Germany as Junkers Ultima.
Engine: Rotax 912, 80 hp Wing span: 8.20 m Wing area: 10.5 sq.m MAUW: 450 kg Empty weight: 250 kg Fuel capacity: 90 lt Max speed: 260 kph Cruise speed: 230 kph Minimum speed: 65 kph Climb rate: 6.2 m/s Seats: 2 Fuel consumption: 12 lt/hr Price (1998): 98 000 DM Kit price (1998): 52 270 DM
Owner-builder Harold Koehler started his Goodyear racer only to have the engine develop serious trouble on take off during the 1947 race. Pilot Bob Gaffney was not injured.
The 1909 Koechlin Type A monoplane was designed and built by Paul Koechlin in France.
The 1910 monoplane, flown by Marthe Niel, was powered by a water-cooled Grégoire Gyp engine of 35 hp, with the radiators were fitted standing on the fuselage right in front of the pilot. This incarnation has the ailerons at the wing tips. A later incarnation had the ailerons built in the wing
The Kochierigin/Gurievich TSh-3 (Russian: Кочеригин – Гуревич ТШ-3) attack aircraft was developed by S. A. Kochierigin and M. I. Gurievich between 1932 and 1934. It was also known as TsKB-4.
At the beginning of the 1930s, a line of aeronautical development was aimed at the creation of ground attack aircraft for the support of troops on the ground. It was considered that an essential component for this type of aircraft should be armor, capable of guaranteeing protection for the crew and the essential components and systems of the aircraft.
In 1932 a work group led by S. A. Kochierigin as head of the attack aircraft group of the TsKB and M. I. Gurievich, decided to work on the development of an armored attack aircraft, but starting from a monoplane conception with an M-34 750/750 engine of 830 horsepower.
The requirements of the VVS conceived a speed of 250 km/h and a ceiling of 4000 m. The aircraft was also to carry powerful weapons in different combinations.
By the end of 1933 the prototype could be ready. The name of the new model was TSh-3, an acronym for Heavy Attack Aircraft No.3 (ТШ-3 – Тяжелый Штурмовик – 3) and it corresponded to number 4 in the TsKB registry, which is why it is also known as TsKB -4.
Structurally it was a large-area (45.04 m²) low-wing monoplane with strong inverted-V bracing with fixed landing gear covered with “trousers” that blended into the centerplane.
The entire forward portion of the fuselage, including the power plant, cockpit and gunner’s cabin, was formed in the form of an integral armored trunk that was fixed to the duralumin structure. The armor was made up of slats attached by 6 mm screws to the aluminum corners of the structure. The thickness of the armor in the front part reached 8 mm, in the bottom, walls and rear – 6 mm, the top 5 mm. The engine in its upper part did not present armor. The total weight of the armor reached 576 kg.
The radiator was movable and they also featured 6mm armor on the bottom. During the attack it was collected towards the interior of the lower fuselage to avoid being damaged by impacts. In that position the air intake was through an armored inlet located under the propeller. A part of the heat was absorbed by the 106 kg of water in the cooling system, so the radiator was designed oversized.
The lower part of the fuselage was made up of a structure of welded steel tubes and covered with fabric. The tail section added less than 10% to the total weight of the aircraft, weighing only 55 kg.
The wings were constructed of fabric-coated duralumin and featured two-section trailing-edge ailerons that could be used as flaps.
The TSh-3’s armament was made up of two batteries, each with 5 ShKAS machine guns, located in the wings on both sides of the fuselage. In addition, the aircraft had three 250 kg bomb bays located between the wing spars designed to carry small incendiary bombs. Some supports integrated into the wing structure also allowed the fixing of containers for chemical weapons or aviation bombs. The total bomb capacity reached 400 kg. The defensive armament was integrated by a machine gun in the defensive position of the gunner.
The landing gear was of the conventional, fixed type, with a single wheel on each of the main landing gear and tail skid. The main landers were faired by “pants”.
Tests of the prototype were developed in the spring of 1934 by the test pilot V. K. Kokkinaki. Despite the heavy takeoff weight of 3,557 kg, the TSh-3 managed to reach 247 km/h, climbing up to 5,800 meters. These results exceeded the requirements received in 1932, but by 1934, when the tests ended, this speed was already considered quite low. The angular profiles of the armor did not allow thinking about improving aerodynamics and the cooling system did not work effectively, so the TSh-3 was not built in series.
TSh-3 (TsKB-4) Powerplant: One 750/830 hp M-34F Wingspan: 16.50 m Wing area: 45.04 m² Length: 10.75 m Empty weight: 2665 kg Loaded weight: 3557 kg Wing loading: 79.5 kg/m² Power load: 4.7 kg/hp Maximum speed at sea level: 247 km/h Speed at 1000 m: 243 km/h Landing speed: 95 km/h Time to 3000 m: 10.7 min Range: 470 km Endurance: 2 h 30 min Practical ceiling: 5800m Armament: 11 ShKAS 7.62 mm machine guns Bomb load: 400 kg Accommodation: 2 crew
It was thought that an attack aircraft would be useful not only as a land aircraft, but that it could be used on board the Soviet aircraft carriers that were just beginning to be projected in the early 1930s. In particular, it was planned to convert the training ship “Konsomoliets” into an aircraft Carrier, for training with a crew of 26 fighters and 16 attack aircraft.
In parallel with the works on the Grigorovich TSh-2 and based on the LSh-1 attack aircraft, the ShON (Russian: ЦКБ ШОН) light two-seat attack aircraft was created. The initials of its name correspond to Attack Plane for Special Missions (ШОН – Ш турмовик О собого Н азначения) and number 23 corresponded to it in the TsKB production plan (TsKB-23). In its development, apart from SA Kochierigin and NN Polikarpov, DP Grigorovich participated.
A development of the Polikarpov R-5 the ShON was to be armed with a four PV-1 machine gun installation located in the lower part of the gunner’s cabin and capable of firing forwards, downwards and backwards, in addition to a capacity of 400 kg of bombs. The defensive armament was made up of a PV-1 machine gun to defend the rear hemisphere.
The aim was achieving a cheap and simple production aircraft. A feature of the design was the use of armor only on the underside of the engine and cockpit.
The motor mount was made of welded steel tubes and was fixed to the rest of the structure by means of four screws. The fuselage was made with welded carbon steel tubes and from the cabin to the end of the tail was covered with fabric.
The wings were designed in wood. Its structure included two stringers and had a textile covering. To facilitate the operation and the location of the ShON on the deck of the aircraft carrier, the wings were retracted to the rear. Modifications were made to the landing gear, which was reinforced to allow embarked operations.
The prototype was built in 1931 and on April 1 of that year it was ready for testing, which lasted until the summer of 1932.
During the first test flights it was found that at an outside temperature of 21°C the water in the cooling system soon began to boil. For this reason it was decided to replace the cooling liquid with one based on alcohol-glycol. The oil temperature would also get quite high.
Despite the fact that the evaluations of the model were generally positive, the ShON did not go to the stage of serial production, since the need for this type of aircraft disappeared with the decision not to produce aircraft carriers.
ShON Powerplant: 1 x 680 hp BMW-VI Wingspan of upper plane: 14.20 m Wingspan of lower plane: 13.00 m Wing area: 36.52 m² Length: 8.64m Empty weight: 1820 kg Normal takeoff weight: 2670 kg Wing loading: 66 kg/m² Power load: 6.4 kg/hp Top speed: 226 km/h Cruising speed: 194 km/h Practical range: 500 km Practical ceiling: 4000 m Armament: Five 7.62 mm PV-1 machine guns Bombload: 400 kg Accommodation: 2 crew
In the early 1930s both GUAP and the leadership of the VVS of the Red Army considered it necessary to replace the biplane reconnaissance aircraft in service with faster aircraft.
One of the first aircraft manufacturers to respond to the request was SA Kochierigin, who presented conceptual ideas for an experimental reconnaissance aircraft, which could be used as both a two-seater fighter and a light bomber.
The Kochierigin SR (TsKB-27) (Russian: Кочеригин СР (ЦКБ-27)) was assigned the 27th consecutive (TsKB-27) by the Central Construction Bureau and designated SR by the VVS, to highlight its role as a fast reconnaissance aircraft (СР – С коростной Р азведчик).
The new scout aircraft featured the classic monoplane layout of the time with a bomb bay between the spars of the centerplane. This distribution made it necessary to locate the gunner’s position well back in the fuselage.
The construction was of mixed construction, with a monocoque wooden fuselage and metal wings. The wings featured straight leading edge and trailing edge flaps for takeoff and landing operations. In order to ensure longitudinal balance, for the first time in the USSR uncontrolled stabilizers and trimmers were used on the elevators. Control surfaces were covered with tissue.
The landing gear, of the conventional type with a tailwheel, was retracted by means of a pneumatic retraction system.
The new model was designed around a 780 – 800 hp Gnome -Rhone Mistral Major 14Krsd air-cooled star engine, driving a three-blade, variable-pitch propeller, which had begun to be produced under license in the USSR by the Tumansky’s office under the designation M-85.
As armament the SR incorporated two 7.62 mm ShKAS machine guns without wing synchronization. The defensive armament consisted of a ShKAS machine gun mounted on a mobile mount. Normally the machine gun was in the cockpit and was only mounted on the mount if necessary. The internal hold had a capacity for 400 kg of bombs.
Compared to the Nieman JAI-VV (ХАИ-ВВ), the new SR presented an important advance from the aerodynamic, constructive and performance point of view. Another point of advantage was the use of the M-85 engine, which was lighter, more powerful and more reliable. The engine was covered by a much more aerodynamically effective NACA type hood than the Townend.
Three prototypes were built between 1935 and 1936.
TsKB-27 reconnaissance aircraft
The first TsKB-27 prototype was delivered for testing at the NII VVS in the summer of 1935 and was noted for excellent speed results, reaching 460 km/h with gear up and 360 km/h with gear exposed. The ceiling reached 9000 meters.
Despite these results, the lack of completion and the complexity of the landing gear retraction system were reported. For the process of retraction and lowering, the pilot had to carry out 5-7 operations in order. On the other hand, when the retraction was carried out, the gear was not fully retracted, deforming the covering of the wings and the fuselage when forced. The work to solve these problems during the tests was not considered sufficient.
The manufacturer’s intention to achieve series production of the model at any cost led Kochierigin to make the decision to eliminate the retraction system and provide the model with a fixed gear, leading to the development of a new model that was renamed R -9 and that he ended up losing the contest with the Nieman R-10.
Variation: Kochierigin R -9
SR (TsKB-27) Power plant: 1 x 780 hp M-85 Wingspan: 12.00 m Wing area: 24.15 m² Length: 9.90m Height: 3.20m Empty weight: 1862 kg Normal takeoff weight: 2649 kg Maximum speed: 460 km/h Cruising speed: 380 km/h Practical range: 840 km ROC: 633 m/min Practical ceiling: 9000 m Armament: 3 x 7.62mm ShKAS machine guns Bombload: 400 kg Accommodation: 2 crew (pilot and gunner)
top drawing side view of the SR and below view of the R-9
In developing a light ground attack aircraft based on the Kochierigin R-9 reconnaissance aircraft, Kochierigin developed, during 1938–1939, two two-seater models with fixed shrouded landing gear known as the Sh-1 (or LBSh, acronym for light armored attack aircraft; Russian Кочеригин ЛБШ or Ш) with Tumansky M-88 engine and Sh-2 with a Tumansky M-87A engine; both using the fast R-9M-85 (also known as the SR M-85 ) reconnaissance aircraft as a base.
On June 29, 1939, instruction KO 258 was received, which requested the NKAP of Kochierigin as director of Factory No.1 PA Voronin, to finish the aircraft and factory tests of a copy with an M-88 engine and present it to the state tests for July 1939. A second prototype was to be ready for August.
The specifications presented established a speed at sea level of no less than 430 km/h and at 6,000 – 7,000 m it should be between 500 and 530 km/h, with a climb time to 5,000 m of no more than 7 minutes. The required range had to exceed 800 km and the ceiling was established between 10 and 11 thousand meters.
As armament, the attack aircraft was to have two ShBAK heavy-caliber machine guns and two ShKAS or four ShKAS machine guns, all in the wings. The bomb capacity was set at 400 kg.
Compared to the R-9 reconnaissance aircraft, in the M-88- powered Sh-1 the navigator’s cockpit was moved forward. In the cockpit there was a widening of the cockpit. An MV-3 turret was installed in the rear position and the wingspan of the tailplane was increased. The tail skid was replaced by a wheel.
Sh-1 attack aircraft (LBSh)
Experience accumulated in the development of the BSh-1 aircraft was used in the development of the wing of the Sh-1.
The report on the tests of the Sh-1 aircraft with the Tumansky M-88 engine at the NII VVS was confirmed on August 23, 1939. During the tests, a maximum speed of 360 km/h was obtained. At a height of 6,650 meters the speed rose to 437 km/h and at 7,650 it was 446 km/h. The flight weight was 3500 kg.
LBSh attack aircraft during tests
The Sh-1 ‘s armament consisted of two ShBAK cannons with 150 rounds each and two ShKAS machine gunners with 900 rounds. For the first time in an attack aircraft 20 mm aviation cannons were used. The normal load of bombs reached 200 kg, being able to reach up to 400 in overloaded version. Defensive armament included a 500-round ShKAS machine gun, housed in a low-height MV-3 turret.
Kochierigin LBSh
The tests were unsuccessful due to problems with the M-88 engine and the appearance of metal shavings in the oil. In practice, the M-88 engine was unable to achieve the calculated power, which significantly affected the performance values obtained. Other factors such as the lack of surface finish and the poor selection of the propeller also affected the results.
Another result of the tests was of opinions in the NII VVS that the use of a retractable landing gear could bring a significant gain (20 – 25 km/h) in performance.
The second prototype, called Sh-2, was ready for the month of November. The Sh-2 featured a similar build to the R-9M-85. The fuselage, monocoque type with four spars and birch veneer covering. The NACA type cowl. Ring-type exhaust manifolds were located on both sides under the wing. Fuel was stored in four tanks, two in the fuselage and two in the wing consoles, with a total capacity of 840 litres.
The pilot was located in a cabin covered to the location of the navigator. Another notable feature was the dual control. The plane was equipped with an RSR radio station and a SPU-2 talk set.
The wings, with a double spar made of chrome tubes, had a pressed duraluminium rib cage covered with dural sheets. The centerplane also had two steel tube spars and was covered in duralumin. On this occasion, more attention had been paid to the finish. The entire coating featured smooth lines.
The tail unit had a wooden empennage in its lower part, while the upper part had a textile covering. The stabilizer was made of duralumin and the rudders with an aluminum structure and the surfaces covered with fabric.
The main undercarriage were of the cantilever type with 750×250 mm shrouded wheels. The legs had hydro-pneumatic suspension.
The armament consisted of four ShKAS machine guns with 4,000 shots in total. The Sh-2 could carry 200 kg of bombs (in overloaded version up to 400 kg). Four FAB-100 could be hung in the interior hold and another two outside.
The defensive armament was an ShKAS machine gun in an MV-3 turret with 500 shots.
In mid-November the tests of the Sh-2 were carried out and this time powered by an M-87A engine. The test approval document was signed by the head of the VVS AD Loktionov on November 19, 1939. Engineer 2nd Class Rastrigin was appointed as the main test engineer, Senior Lieutenant Varietin as test pilot, and Major Trietyakov as test navigator.
The overall results were quite acceptable. With a flying weight of 3,450 kg the Sh-2 could reach 350 km/h at sea level and 439 to 4,700 meters. The height of 5000 meters could be reached in 9.5 minutes. The motor group in this case did not present great difficulties.
Other results obtained were a range of 1,300 km and a flight ceiling of 9,800 m. The takeoff and landing run was 370 m. Visibility from the cabin forwards was considered poor, to the sides very good, and to the rear satisfactory. Landing and takeoff were rated as fairly easy.
Despite this, the test results were not acceptable. The requested benefits were not achieved and, on the other hand, there were problems of lack of completion in the pump system, lack of stability in the three axes and a large number of operating defects.
The piloting of the aircraft was considered unsatisfactory in all flight regimes because the pilot found it difficult to coordinate his actions. Due to design problems with the stabilizers the pilot was forced to pull the stick all the time.
The navigator’s cabin was quite cramped. The MV-3 turret presented problems and its replacement with an MV-5 was recommended. The OPB-1 aiming device could be used with a certain level of accuracy only at high altitudes. At low altitude bombardment was impossible.
As a result, neither version was approved for series production. It was recommended to resolve the indications made and present the device for other tests but in a version with a retractable gear.
LBSh (Sh-1) Powerplant: 1 x 1100 hp Tumansky М-88 Wingspan: 12.00 m Wing area: 24.15 m² Length: 10.00m Empty weight: 2806 kg Normal takeoff weight: 3450 kg Wing loading: 146 kg/m² Power load: 3.2kg/hp Maximum speed at sea level: 372 km/h Maximum speed at 6650 m: 437 km/h Cruising speed: 396 km/h Projected practical range: 1300 km ROC: 435 m/min Practical ceiling: 9820 m Accommodation: 2 (pilot and navigator) Armament: 2 x 20mm ShBAK cannon, 150 rounds each / 2 x ShKAS mg, 900 rounds / 1 x 7.62mm ShKAs mg in MV-3 turret Bombload: 200 – 400 kg
