The Japanese-developed F-2 fighter support aircraft, intended to replace F-1 and based on F-16 but incorporating new technologies was developed jointly with Lockheed. The fighter uses an all-composite wing. The Japanese Defense Agency approved a 55 aircraft purchase for 2000-1.
Early in October 1987, Japan announced that the FS-X would be a derivative of an existing US aircraft, the choice of the basic airframe being either the F-16 of the F-15. The F-16 derivative was selected by the Japanese Self-Defense Agency with formal endorsement of the Japanese National Security Council in October 1987.
The first prototype flew on 7 October 1995, and the first squadron to be equipped with the F-2 was formed in 2000.
The 1994 Mitsubishi-originated helicopter programme is the MH.2000. Launched in second half of 1995, this 7/12 seat commercial helicopter was first known as the Mitsubishi RP-1. Four development MH.2000 aircraft (two flying, two for ground test), the first flew on 29 July 1996(JQ6003), followed by a second machine (JQ6004, later JA001M) in late 1996.
Of single main rotor configuration (four blades with tapered tips) and Fenestron-type tail rotor, the main gearbox and other drive mechanisms are in an overhead fairing located aft of the passenger cabin. There is a mid-mounted tailplane with angular endplate fins. The landing gear is a cnventional twin-skid type, and all-composites main and tail rotor blades.
Power is from two 800shp / 653kW Mitsubishi MG5-110 turboshafts, with digital electronic control permitting one-touch changeovers between high-speed and low-noise modes. Crash-resistant fuel tanks are aft of the passenger cabin, wit a maximum usable capacity of 1,132 litres.
The main cabin has forward-facing, impact-absorbing seats for eight (standard) or six persons, and a crew of two. A crew door is on each side at the front, and a; large sliding door to the main cabin on each side. A baggage compartment is aft of the fuel tanks, with external access. An avionics bay is in the rear fuselage aft of the baggage compartment.
JCAB limited certification was awarded in June 1997 and full VFR certification on 24 September 1999. First and second prototypes had flown approximately 800 hours (500 + 300) by April 1998 and the initial production rate then planned for three per year.
The first production MH2000A (JQ 6005) was handed over to customer (Excel Air Service of Japan) on 1 October 1999. Two others were sold by October 1999, to the National Aerospace Laboratory (delivered March 1999 as JA21ME) and a Japanese private customer.
By July 2000, only three production aircraft had been registered in Japan. In 2003, Mitsubishi anticipated sales of 10 per year. The fifth production aircraft was registered in April 2003.
Four of first five (three customer aircraft and one demonstrator) was recalled in August 2000 when flaws were discovered in the metal engine covers. The sixth MH2000 was on the production line at that time. Loss of one prototype due to tail rotor blade separation led to suspension of the type certificate and redesign of the tail rotor. The aircraft was re-certified with new rotor and resumed flight testing in 2002.
Mitsubishi MH2000 Crew: 1 Passengers: 6-12 Engine: 2 x Mitsubishi MG5-100 turboshaft, 597kW Main rotor diameter: 12.2m Length with rotors turning: 14.0m Fuselage length: 12.2m Height: 4.1m Fuselage width: 3.1m Max take-off weight: 4500kg Empty weight: 2500kg Max speed: 280km/h Economic cruising speed: 250km/h Range: 700km
In 1959, MHI started on a utility/ executive aircraft aimed at the emerging business aviation market. It was announced in April 1962 that Mitsubishi were to build one flying prototype and a structure test airframe of a shoulder-wing twin-turboprop utility aircraft under the XMU-2 designation. A mock-up had been built and the aircraft is described as being similar in appearance to the Aero Commander, but smaller, with a circular-section fuselage. The engines were to be French or Canadian turboprops of 500 hp each.
On 14 September 1963 the first of four prototypes was flown, a cantilever high-wing monoplane with a pressurised fuselage, retractable tricycle landing gear and two wing-mounted turboprop engines. The first MU 2 prototype flew pow¬ered by French Turbomeca Astazou en¬gines. The fourth airplane to be tested was fitted with an early version of the Garrett AiResearch TPE 331, and all subsequent MU 2s have been powered by TPE 331 turboprops. By 1965, the short body MU 2B was certified by the FAA for use in the U.S. and sales to American firms began. To achieve roll control when the wing required full span flaps, Mitsubishi developed a small spoiler that resides at about the two thirds chord position and extends along most of the wing’s span.
Since 1965, MHI has improved the MU 2 as the technology of general avia¬tion aircraft advanced, but with the ex¬ception of powerplants and systems, very few changes in the airframe were neces¬sary. As more power was added, a speed increase of 15 percent and a gross weight increase of 30 percent was achieved. The first significant changes to the MU 2 ap¬peared in 1968 when the aircraft was fitted with larger tip tanks and powered by 705 eshp TPE 331s.
Initial production versions were the MU-2A with Turbomeca Astazou turboprops, MU-2B with Garrett TPE331 turboprops and a similar MU-2D, an unpressurised multi-role MU-2C for the Japanese Ground Self-Defence Force, a search-and-rescue MU-2E, and the MU-2F with uprated TPE331 engines.
Models B and D were powered by 605 shp and seated 7-9 passengers. The Model F represented a boost in power to 705 shp.
Certification of the MU-2B-26A is FAA A10SW, and the MU-2B-30 JCAB 25.
The first stretched (by 1.88 m) MU 2 was the G model, which was based on the MU 2F and introduced in 1969. The Model G featured increased seating capacity for up to 11 people, and the powerplant of the MU-2F.
In 1971, the eshp of the AiResearch turbines was increased to 724 for use on the long bodied MU 2J and the short bodied MU 2K, which were introduced in mid 1972. Both utilizing 724-shp turboprops and offering seating arrangements that corresponded to Models F and G, respectively.
Subsequent versions have included the MU-2J with more powerful engines, and MU-2K combining MU-2F fuselage and MU-2J powerplant.
Mitsubishi MU-2J N113SD
The MU 2L and M models (variants of the MU-2J and MU-2K respectively), with their increased gross weights and added soundproofing, were an¬nounced at NBAA in September, 1974. Fitted with full span, high lift flaps and two Garrett AiRe¬search TPE 331 6 251M engines, rated at 776 equivalent shaft horsepower on the L model and at 724 eshp on the M model. Thus, both Mitsubishis have power loadings of 8.1 pounds of aircraft per horsepower for the MU 2L ¬and 7.9 lbs/hp for the MU 2M. The L and M model use AiResearch cabin pressurization systems with Hamil¬ton Standard air conditioning utilizing bleed air from the engines. The MU 2L, nine feet longer inside than the MU-2M, providing ac-commodations for a pilot and from seven to ten passengers. The MU 2L uses 178 square feet of wing area and a NACA 64A415 airfoil to produce a high speed wing that carries a load of 65 pounds per square foot.
The MU-2L and MU-2M were discontinued in 1976 and replaced by the MU-2N and MU-2P with Garrett TPE331-5-252M engines. The 90 inch, three blade propellers that were standard on MU 2Ls and Ms are replaced on the latest models by 98 inch, four¬blade props that turn at 1,591 rpm on take off, only 80 percent of the revolu¬tions previously used. Because of the slower turning propellers, the propeller tip speeds are reduced about 100 feet per second in spite of the increased prop diameter needed to produce the same thrust horsepower available on older MU 2s. The result is a dramatic 25 per¬cent reduction in perceived noise levels within the cabin and no loss in per¬formance.
The new aircraft are designated the MU 2N and the MU 2P (the latter model has the shorter fuselage). In addition to larger, slower turning propellers, both models are equipped with the Woodward fuel control units; a move which will mark a return to the fuel con¬trol units utilized by Mitsubishi in their early MU 2 models. Purchasers of L or M model Mitsubishis have the option to upgrade their new aircraft to the stan-dards of the MU 2N or MU 2P, respective¬ly, should they wish to have the slow turning engines with the Woodward fuel controllers.
The MU 21P 98 inch four blade propellers have been slowed 20 percent, to 1,591 rpm for takeoff and 1,561 during cruise. According to the factory, that reduces the interior noise level by 25 percent. A vertical fin now sprouts from the top of each tip tank, to help improve low-¬speed roll stability, and there’s a new taxi light in the nose of each tank. A new windshield can be seen in the cockpit; the new glass creates less distortion. Spoilers replace the ailerons to good advantage; they remain equally effective at all airspeeds, eliminate adverse aileron yaw and, most significantly, permit space for almost full span double slotted Fowler flaps. When fully ex¬tended, the flaps increase wing area by 24 percent and reduce stalling speed by 24 knots. Taking off at Vmc (93 knots) allows the airplane to clear a 50 foot obstacle in 1,800 feet at gross on a standard day. In fact, the airplane’s single engine rate of climb is 760¬ fpm, at a typical weight of 9,250 pounds. The MU 2P is a short coupled machine, and this shows up during takeoff and landing. Bluntly stated, the MU 2P is lacking in pitch¬ control power, and some piloting effort is re¬quired to compensate for that shortcoming. The problem is apparently limited to the short fuselage version; the longer body MU¬2s, including the new four blade MU 2N, do not display any pitch difficulties. When leav¬ing or entering ground effect during takeoff or landing, the low mounted tailplane is af¬fected more than the high wings because of the particular relationship between them, and this produces a forward pitching force. The MU 2P, with its short fuselage and narrow center of gravity, demonstrates the effects of this nose down load more vividly than do most airplanes.
An ar¬rangement was struck with Mooney Aircraft for assembly and marketing of the MU 2, and that lasted until it was dissolved in 1970 after Mooney had been purchased by Butler Aviation. But as early as 1967, Mitsubishi Aircraft International, Inc. had been formed, and by 1970, MAI was in a position to take over both the assembly of MU 2s in San Angelo and marketing of the product. Mitsubishi Aircraft Interna-tional, Inc., a U.S. corporation based in San Angelo, Texas was responsible for assembling MU 2s and marketing them in the US and throughout the world.
The MU-2S is the Japan Air Self-Defence Force patrol aircraft, which resembles the civilian aircraft but has a shorter fuselage and bulbous radar nose.
The MU-2N and MU-2P evolved into the Solitaire (standard fuselage) and Marquise (stretched fuselage), respectively. Both airplanes have 1,000 ¬horsepower engines, wet wing fuel tanks that hold an additional 40 gallons and are certificated to 31,000 feet. The MU 2 designation will be dropped. The Solitaire succeeded the MU 2P, and the Marquise the larger, slower MU 2N.
The Solitaire is powered by two Garrett TPE331-10-501M turboprops producing 727 shp at maximum continuous power or 689 shp at recommended cruise power of 96% RPM. Each engine turns a Hartzell 98-inch four-blade prop and provides a 475-fpm single-engine rate of climb when loaded to full gross. With a cabin pressurization differential of 6.0 psi, a sea-level cabin can be maintained up to 14,000. The Marquise, which is 6 feet 2 inches longer, is powered by two turboprops, each producing 778- shp for takeoff or maximum continuous operation and 738 shp at recommended cruise power. Single-engine rate-of-climb is 410 fpm at full gross, and cabin pressurization differential is the same as the Solitaire. The long-fuselage Marquise accommodates a crew of two plus seven to nine passengers; and the Solitaire, seating a crew of two plus six or seven passengers.
Sales of the Mitsubishi MU 2 passed the 700 mark in July 1981 when the total reached 702. Since the twin turboprop business transport was introduced in 1966, 518 were sold in the USA, 20 in Canada, 58 in Latin America, 36 in Europe, nine in Africa, eight in Australia, one each in the Middle East and Asia and 51 in Japan. The last 100 aircraft were sold since September 1979.
Napier NZ Jan 84
When production ended at the end of 1983, 831 MU-2s of all versions had been built, including 73 military versions.
MU 2 prototype Engines: 2 x Astazou II turbo-prop, 415kW Wingspan: 10.3 m / 33 ft 10 in Length: 10.1 m / 33 ft 2 in Height: 4.0 m / 13 ft 1 in Wing area: 16.6 sq.m / 178.68 sq ft Max take-off weight: 3600 kg / 7937 lb Empty weight: 2072 kg / 4568 lb Max. speed: 525 km/h / 326 mph Cruise speed: 523 km/h / 325 mph Ceiling: 11000 m / 36100 ft Range w/max.fuel: 2830 km / 1759 miles Crew: 1-2 Passengers: 5-13
MU-2B-26A Engines: 2 x Garrett TPE-331-252M, 605 shp. Seats: 7/9.
MU-2B-60 Marquise Engines: 2 x Garrett TPE-331-10-501M, 715 shp. Props: Hartzell 4-blade, 98-in. Seats: 9/11. Length: 39.4 ft. Height: 13.7 ft. Wingspan: 39.2 ft. Wing area: 178 sq.ft. Wing aspect ratio: 7.7. Maximum ramp weight: 11,625 lbs. Maximum takeoff weight: 11,575 lbs. Standard empty weight: 7650 lbs. Maximum useful load: 3975 lbs. Zero-fuel weight: 9950 lbs. Maximum landing weight: 11,025 lbs. Wing loading: 65 lbs/sq.ft. Power loading: 8.1 lbs/hp. Maximum usable fuel: 2700 lbs. Best rate of climb: 2100 fpm Service ceiling: 29,400 ft. Max pressurisation differential: 6 psi. 8000 ft cabin alt @: 27,300 ft. Maximum single-engine rate of climb: 410 fpm @ 152 kts. Single-engine climb gradient: 158 ft/nm. Single-engine ceiling: 14,800 ft. Maximum speed: 309 kts. Normal cruise @ 20,000ft: 295 kts. Fuel flow @ normal cruise: 592 pph. Endurance at normal cruise: 4.1 hrs: Stalling speed clean: 100 kts. Stalling speed gear/flaps down: 81 kts. Turbulent-air penetration speed: 191 kts. Takeoff distance (50′) 2,170 ft Landing distance (50′) 2,200 ft
MU-2B-400 Solitaire Engines: 2 x Garrett TPE-331-10-501M, 665 shp Props: Hartzell 4-blade, 98-in Seats: 7/9 Length: 33.3 ft Height: 12.9 ft Wingspan: 39.2 ft Wing area: 178 sq.ft Wing aspect ratio: 7.7 Maximum ramp weight: 10,520 lbs Maximum takeoff weight: 10,470 lbs Standard empty weight: 7010 lbs Maximum useful load: 3510 lbs Zero-fuel weight: 9700 lbs Maximum landing weight: 9950 lbs Wing loading: 59 lbs/sq.ft Power loading: 7.8 lbs/hp Maximum usable fuel: 2700 lbs Best rate of climb: 2250 fpm Service ceiling: 31,000 ft Max pressurisation differential: 6 psi. 8000 ft cabin alt @: 27,300 ft Maximum single-engine rate of climb: 475 fpm @ 150 kts Single-engine climb gradient: 190 ft/nm Single-engine ceiling: 16,900 ft Maximum speed: 321 kts Normal cruise @ 25,000ft: 309 kts Fuel flow @ normal cruise: 526 pph Endurance at normal cruise: 4.6 hrs Stalling speed clean: 104 kts Stalling speed gear/flaps down: 78 kts Turbulent-air penetration speed: 182 kts
MU-2J
MU 2L Engines: 2 x AiResearch TPE 331¬6 251M, 776 eshp Max cruise pwr: 767 eshp Prop: Hartzell 90in Constant speed, full feather with reverse pitch Span: 39 ft. 2 in Overall length: 39 ft. 5 in Overall height: 13 ft. 8 in Wing area: 178 sq. ft Cabin length: 19 ft. 8 in Cabin width: 4 ft. 11 in Cabin height: 4 ft. 3.2 in Baggage compartment: 44 cu. Ft Seats: 8 11 Empty weight: 6,380 lbs Standard equipped weight: 7,570 lbs Max takeoff weight: 11,575 lbs Max ramp weight: 11,625 lbs Useful load (with std equip): 4,055 lbs Payload with full fuel: 1,603 lbs Usable fuel capacity: 366 US gal Max cruise: 340 mph Rate of climb at sea (10,350 lbs): 2,630 fpm ROC SE: 675 fpm Service ceiling (10,350 lbs): 29,600 ft Service ceiling (10,350 lbs) SE: 15,450 ft Stall speed: 88-115 mph Max range 30 min res: 1450 miles Takeoff distance over 50 ft. at 11,575 lbs: 2170 ft Ldg dist from 50 ft. at 9,473 lbs: 1880 ft Pressurization: 6.0 psi Cabin alt @ 24,000 ft: 6200 ft
MU 2M Engines: 2 x AiResearch TPE 331¬6 251M, 724 eshp Max cruise pwr: 715 eshp Prop: Hartzell 90in Constant speed, full feather with reverse pitch Span: 39 ft. 2 in Overall length: 33 ft. 3 in Overall height: 12 ft. 11 in Wing area: 178 sq. ft Cabin length: 11 ft Cabin width: 4 ft. 11 in Cabin height: 4 ft. 3.2 in Baggage compartment: 43 cu. Ft Seats: 7 9 Empty weight: 5,920 lbs Standard equipped weight: 6,864 lbs Max takeoff weight: 10,470 lbs Max ramp weight: 10,520 lbs Useful load (with std equip): 3,656 lbs Payload with full fuel: 1,204 lbs Usable fuel capacity: 366 US gal Max cruise: 365 mph Rate of climb at sea (9,250 lbs): 2,840 fpm ROC SE: 760 fpm Service ceiling (9,250 lbs): 32,200 ft Service ceiling (9,250 lbs) SE: 18,000 ft Stall speed: 84-112 mph Max range 30 min res: 1680 miles Takeoff distance over 50 ft. at 10,470 lbs: 1800 ft Ldg dist from 50 ft. at 8338 lbs: 1600 ft Pressurization: 6.0 psi. Cabin alt @ 24,000 ft: 6200 ft Wing loading: 58.8 lb/sq.ft
MU-2N Engines: 2 x Garrett TPE 331-6-251M, 715 hp Seats: 11 Wing loading: 65 lb/sq.ft Pwr loading: 8.1 lb/hp Gross wt: 11,625 lb Empty wt: 7570 lb Equipped useful load: 4040 lb Payload max fuel: 1601 lb Range max fuel/cruise: 772 nm/2.6 hr Range max fuel / range: 1112 nm/ 4.5 hr Service ceiling: 25,000 ft Max cruise: 291 kt Max range cruise: 250 kt Vmc: 99 kt Stall: 79-105 kt 1.3 Vso: 103 kt ROC: 2200 fpm SE ROC: 420 fpm @ 152 kt SE Service ceiling: 12,000 ft Min field length: 2200 ft Cabin press: 6 psi. Fuel cap: 2439 lb
MU 2P Engines: 2 x AiResearch TPE 331 5 252M, 665 shp Props: Hartzell four blade, full feathering, reversible Length: 33 ft 3 in Height: 12 ft 11 in Wingspan: 39 ft. 2 in Wing area: 178 sq. ft Wing loading: 58.8 lb/sq.ft Power loading: 7.9 lb/hp Seats: 7 Empty wt: 7,050 lbs Useful load: 3,420 lb Payload with full fuel: 1,236 lbs MTOW: 10,470 lb Usable fuel cap: 364 USG/2,184 lbs Max landing wt: 9,955 lb Max ROC: 2,450 fpm SE ROC: 475 fpm SE climb gradient (150 kt Vyse): 190 ft/nm Service ceiling: 32,200 ft Certificated ceiling: 28,000 ft SE service ceiling: 16,800 ft Max cruise at 16,000 ft: 306 kts Econ cruise at 24,000 ft: 272 kt Duration at max cruise: 3.9 hrs Duration at econ cruise: 5.9 hrs Stalling speed, clean: 103 kts Stalling speed, full flaps: 78 kts Pressurization differential: 6 psi 10.000 ft. cabin at: 31,200 ft.
Japan’s first indigenous combat aircraft produced since the end of World War II, the F-1 originated from a 1972 decision to develop a single-seat close air support fighter from the Mitsubishi T-2 supersonic trainer. The overall performance of the latter was such that virtually no aerodynamic modifica¬tions had to be made, the principal change from the T-2 to the F-1 being the fairing over the rear cockpit for a bombing computer, inertial navigation and radar warning systems, without changing the contours. Two T-2s were converted to a single-seat fighter variant and redesignated FST-2 Kai. The first flight of this prototype (59 5107) took place on 3 June 1975, a conversion of the third production T 2 trainer.
The two prototypes were modified T-2s with weapons systems equipment and test instrumentation in the rear cockpits. Powered by two 7,070 lb st / 3207kg with afterburning Ishikawajima-Harima TF40-IHI-801A (licence-built Rolls-Royce/Turbomeca Adour) turbofans, the F-1 was armed with a single 20mm JM61 multi-barrel cannon in the lower front fuselage and had provision for up to 2721kg of bombs or rockets on the fuselage centreline and four wing hardpoints. Normal armament comprised two ASM-1 air-to-surface missiles and two or four AIM-9 Sidewinder AAMs.
Its primary task in the Japanese Self Defense Force was anti-shipping with the 50km range ASM-1 anti-ship missile as its primary weapon. It is equipped with the J/AWG-12 radar which has two operating modes, air-to-air and air-to-surface, and is compatible with the ASM-1 missile. It has an air-to-air capability using the AIM-9 IR seeking missile, but because of its short range this capability is only limited.
The Air Self-Defence Force purchased 77 F-1s, and the first production example (70¬8201) of the Mitsubishi F 1 was flown on 16 June 1977. First deliveries of the initial 59 aircraft ordered began in 1977 to the 3rd Squadron of the JASDF’s 81st Air Wing were made on 26 September 1977, and in April 1978 the first F-1 entered JASDF (Japanese Self Defense Force) service. All were delivered by 1987.
70 were retrofitted during 1991-93 to enable them to remain in Air Self-Defence Force service until 1999-2000. The retrofit included installation of an advanced fire control system, provision of a stronger cockpit canopy and compatibility with the ASM-2 anti-shipping missile and XGCS homing bomb.
The F-1 was scheduled to be replaced by the F-2.
Mitsubishi F-1 Engines: two 32.49 kN (7,305 lb st) Ishikawajima-Harisma TF40-IHI-801 (license built Rolls-Royce/Turbomeca Adour Mk 801A) afterburning turbofans Wing span 7.88m (25 ft 10¼ in) Length 17.86m (58 ft 7 in) Height 4.39m (14 ft 5 in) Wing area, 228 sq ft (21,18 sq.m) Empty weight, 14,017 lb (6 358 kg) Max loaded weight, 30,146 lb (13 674 kg) Max speed, 1,056mph (Mach 1.6 / 1700 km/h) at 40,000 ft (12 190 m) Service ceiling 15240m (50,000 ft) Initial climb, 35,000 ft/ min (177,8 m/sec) Combat radius, 346 mls (556 km) Max range: 1100 km / 684 miles Armament: one JM61 Vulcan 20mm multi-barrel cannon with 750 rounds Hardpoints: 5 Bombload: 2721 kg (6,000 lb)
The T-2 was the first supersonic aircraft developed by the Japanese aircraft industry. It is a twin-engined two-seat jet trainer designed to meet the requirements of the JASDF. The first XT-2 prototype took to the air on 20 July 1971 and flew supersonically for the first time in level flight (Mach 1.03) during its 30th flight on 19 November 1971.
Armed with the 20mm Vulcan rotary cannon, production orders were placed for 92 T-2s: 28 T-2 advanced trainers, 62 T-2A combat trainers, and two as prototypes for the F-1 close-support fighter version. All of them retired from service by 1988.
Two T-2s were converted to a single-seat fighter variant and redesignated FS-T-2 Kai. The Mitsubishi FS-T2 Kai single seat close support fighter prototype (59 5107) was the first to fly on 3 June 1975, a conversion of the third production T 2 trainer. Designated F 1 in production form.
Mitsubishi T-2 29-5177 of JASDF ‘Blue Impulse’ team, Chitose, August 1982
A T-2 supersonic twin-turbofan advanced trainer modified to serve as a Control Configured Vehicle (CCV) testbed and distinguished by new horizontal canard and vertical control surfaces flew in August 1983. An extensive test programme undertaken by the JASDF/TRDI had achieved a total of 138 flights by March 1986, exploring all flight regimes including relaxed-stability and direct side force control.
Engines: 2 x Rolls Royce Turbomecca Adour turbofan, 22.8kN / 70 lb Wingspan: 7.9 m / 25 ft 11 in Length: 17.9 m / 58 ft 9 in Height: 4.5 m / 14 ft 9 in Wing area: 21.2 sq.m / 228.19 sq ft Max take-off weight: 9650 kg / 21275 lb Empty weight: 6200 kg / 13669 lb Max. speed: M1.6 Ceiling: 15250 m / 50050 ft Range w/max.fuel: 2870 km / 1783 miles Armament: 1 x 20mm cannon, 8-12 bombs, 2-4 missiles Crew: 2
Derived from the Ki-67 Hiryu bomber as a heavy interceptor, the Ki-109 was originally conceived in two versions, the Ki-l09Ko mounting two obliquely-firing 37-mm cannon and the Ki-l09 Otsu equipped with radar and a 15.75-in (40-cm) searchlight, the intention being that the two aircraft would work as a team. Soon thereafter the Ki-109 project was redefined as a bomber interceptor mounting a 75-mm Type 88 cannon with which it could attack its quarry while remaining beyond the range of opposing defensive armament. Converted from a Ki-67 airframe and retaining the dorsal, lateral and tail gun positions of the bomber, and the Mitsubishi Ha-104 engines each rated at 1,900 hp for take-off, the first Ki-109 prototype was completed in August 1944. The second prototype was powered by Ha-104Ru engines with Ru-3 turbosuperchargers, and it was intended that these would be installed in the final 22 aircraft of an initial batch of 42 Ki¬109s. The first series Ki-109 dispensed with the dorsal and lateral gun positions, retaining only the tail position which mounted a single 12,7-mm machine gun, primary armament being the single 75-mm cannon with 15 shells individually loaded by the co-pilot. In the event, production difficulties with the Ru-3 turbosupercharger prevented its application to any series Ki-109s, and only 20 production aircraft were completed, these having standard Ha-104 engines.
Engines: 2 x Mitsubishi Ha-104, 1,900 hp / 1425kW Span, 73 ft 9 7/8 in (22,50 m) Length, 58 ft 10¾ in (17,95 m) Height, 19 ft 1 in (5,80 m) Wing area, 708.8 sq ft (65,85 sq.m) Empty weight, 16,367 lb (7 424 kg) Loaded weight, 23,810 lb (10800 kg) Max speed, 342 mph (550 km/h) at 19,980 ft (6 090 m) Range, 1,367 mls (2 200 km) Crew: 4 Armament: 1 x 75mm cannon, 1 x 12.7mm machine-guns
Intended to meet a requirement formulated in 1943 for an advanced two-seat long-range escort fighter. the Ki-83 was designed by a team headed by Totnio Kubo, who had previously been responsible for the Ki-46.
Aerodynamically exceptionally clean and powered by two turbo-supercharged Mitsubishi Ha-211ru 18-cylinder radials, the Ki-83 possessed an armament of two 20-mm and two 30-mm cannon.
The first of four prototypes was flown on 18 November 1944, demon¬strating spectacular performance and remarkable maneuverability for its size – a 2,200-ft (670-rn) diameter loop being executed at 403 mph (648 km/h) at 9,500 ft (2900 m) within 31 sec. However, definitive plans for the series manufac¬ture of the Ki-83 were still being finalised when hostilities terminated.
Engines: 2 x 2200hp / 1650kW Mitsubishi Ha-211-Ru Span, 50 ft l0¼ in (l5,50m) Length.41 ft /8 in (l2.50m) Height, 15 ft 1¼ in (4,60 m) Wing area, 360.8 sq ft (33.52 sq.m) Empty weight. 13,184 lb (5 980 kg) Normal loaded weight, 19,390 lb (8 795 kg) Max speed. 438 mph (704 km/h) at 32,810 ft (10 000 m) Cruise speed: 450kph / 280 mph Normal range w/max.payload. 1,213 mls (1953 km) Range w/max.fuel: 2175km / 1352 miles Ceiling: 12660m / 41,550 ft Time to 32,810 ft (10 000 m), 105 min Crew: 1-2 Armament: 2 x 30mm cannon, 2 x 20mm cannon, 2 x 50-kg bombs
To take the place of the Mitsubishi Ki-21 ‘Sally’ and the Nakajima Ki-49 ‘Helen’, the Air Office (Koku Hombu) issued specifications for a new bomber to the Mitsubishi concern in November 1940. The work was led by Chief Engineer Ozawa on an aircraft based on the beautiful Japanese lines and powered by the new generation of Ha-100 double-row 18- cylinder radial engines.
Three prototypes of the Ki-67-I were completed between December 1942 and March 1943, the first making its initial flight on 27 December 1942. The Ki-67-I proved to be fast (though not as fast as originally specified), and extremely manoeuvrable with loops and barrel-rolls being carried out with ease in an unloaded configuration.
Although adopted for service as the Army Type 4 Heavy Bomber, such was the promise of the Ki-67-I that even the Imperial Japanese Navy was impressed, and made early representations to Mitsubishi. On 5 January 1943 Mitsubishi received an order to convert 100 Ki-49s as torpedo-bombers, with internal racks capable of handling the standard 450mm Navy Type 91 Model II aerial torpedo. These saw service with the 762nd Kokutai (air group) from the autumn of 1944 onwards. The Ki-67- I was issued in small numbers to the 7th, 14th, 16th, 61st, 62nd, 74th, 98th and 110th Hikosentais (air regiments) and saw limited action over China, Biak and Sansapor in north western New Guinea, and Sumatra in the summer of 1944.
Comparitively few Ki.67-1a were completed before being superceded by the Ki.677-1b, which continued in production to the end of the war.
Ki.67-1a
Three other manufacturers, Kawasaki, Nippon and Rikugun, were in the production team, but only completed just over 100 aircraft between them.
The type was recognized as such for the first time by the Allies in October 1944, code named ‘Peggy”, during the US 3rd Fleet’s attacks on Formosa and the Ryukyus where the Hiryu served in the 8th Hikoshidan (air division) based on Formosa under navy control. Thereafter Ki-67-Is were encountered over the Philippines, off Iwo Jima, in the strikes on the US 20th Air Force’s bases on Saipan and Tinian, and in the Okinawa campaign where it was used as a suicide aircraft.
For suicide missions the JAAF used modified Peggys known as the Ki-61-I KAI with armament removed and a solid nose packed with explosive. Only two of the more powerful Ki-67-II variant were made, production of army and navy Ki-67-Is amounting to 696.
Ki-67 Engines: 2 x Mitsubishi HA-104 18-cyl radial, 1425kW Max take-off weight: 13765 kg / 30347 lb Empty weight: 8649 kg / 19068 lb Wingspan: 22.5 m / 73 ft 10 in Length: 18.7 m / 61 ft 4 in Height: 7.7 m / 25 ft 3 in Wing area: 65.85 sq.m / 708.80 sq ft Max. speed: 537 km/h / 334 mph Cruise speed: 400 km/h / 249 mph Ceiling: 9470 m / 31050 ft Range w/max.fuel: 3800 km / 2361 miles Range w/max.payload: 2800 km / 1740 miles Armament: 1 x 20mm cannon, 4 x 12.7mm machine-guns, 500-800kg of bombs
Ki-67-Ib Engines: 2 x Mitsubishi Ha-104, 1900 hp Wing Span: 22.50m / 73 ft 9.75 in Length: 18.70m / 61 ft 4.25 in Height: 7.70m / 15 ft 9 in Wing Area: 65.85sq.m Empty Weight: 8650kg / 19,069 lb Max.Weight: 13765kg / 30,346 lb Max speed: 537 km/h / 334 mph at 19,980 ft Service ceiling: 9470m / 31,070 ft Range: 2800km / 2360 mi Armament: 1 x 20mm, 4 x mg12.7mm Bombload: 800kg / 1760 lb Crew: 6-8
With interest shown by Japan Air Lines for a civil version of the Mitsubishi Ki-21 bomber, the company built a Mitsubishi Ki-57 prototype with the civil designation MC 20, which was flown in August 1940.
Essentially, the Ki 57 (Topsy to the Allies) was a low wing version of the Ki 21 I bomber, except for a redesigned fuselage which accommodated a crew of two and up to 11 passengers. The powerplant consisted of two 950 hp Nakajima Ha 5 Kai 14 cylinder radials. The main wheels retracted into the engines nacelles.
Following satisfactory testing the type was ordered into production in 1940 for civil and military use under the designations MC-20-1 and Army Type 100 Transport Model 1 respectively (Mitsubishi Ki-57-I), 100 series aircraft being built.
Ki.57
After 101 of these had been built, Mitsubishi in 1942 replaced this version on the production line with the Ki 57 II Army Type 100 Transport Model 2 /MC 20 II, generally similar but with 1080 hp Mitsubishi Ha 102 radials. They continued in production until January 1945, by which time 406 of this improved model had been completed.
A small number of Ki-57-IIs transferred for use by the Japanese navy were redesignated L4M1 or Navy Type 0 Transport Model 11, and all of these versions had the Allied codename ‘Topsy’.
The Ki 57 featured most notably in the paratroop attack on the airfield at Palembang and neighbouring oil refineries in February 1942.
Ki-57-II Engine: 2 x 1080 hp Mitsubishi Ha 102, 810kW Wingspan: 22.6 m / 74 ft 2 in Length: 16.1 m / 52 ft 10 in Height: 4.77 m / 15 ft 8 in Wing area: 70.08 sq.m / 754.33 sq ft Max take-off weight: 8173-9120 kg / 18018 – 20106 lb Empty weight: 5585 kg / 12313 lb Max. speed: 470 km/h / 292 mph Ceiling: 8000 m / 26250 ft Range w/max.fuel: 3000 km / 1864 miles Range w/max.payload: 1500 km / 932 miles Crew: 2 Passengers: 15
