The T2 flying-boat soon crashed, but with new funds from Dubonnet Tellier evolved the T3 two-seat bomber flying-boat of 1917 and its cannon-armed derivative, the TC6. Most were built by Nieuport and other manufacturers.
Military
Taylorcraft D / DL / L-2 / O-57
The 1941 DC and DF models (ATC 746) were tandem-seat trainers, priced at $1,685-1,995.
The 1941 Taylor DL (ATC 746) production totalled 2,348 D models, of which 2,119 DC and DL models went to the USAAF as L-2 and O-57. The L-2A with open cowling, L-2M with closed cowling, and observation as O-57.
The Auster Mk.I design originated with a pre-war American light cabin monoplane of 1938 built in England under licence. Successful trials with impressed civilian Taylorcraft Plus D aircraft by the Army for artillery spotting duties led to the introduction of the first fully militarised Taylorcraft, the unarmed two-seat Auster I.
In England, Taylocraft Ltd built 822 D models as Auster AOP-1 Mk III (130hp Cirrus Major) and IV/V (125hp Lycoming O-290).
Taylor D
Engine: Lycoming O-145, 65hp
Seats: 2
DC
Engine: Continental A-65, 65hp
Wingspan: 35’5″
Length: 22’9″
Useful load: 480 lb
Max speed: 102 mph
Cruise speed: 92 mph
Stall: 35 mph
Range: 270 mi
Seats: 2
DF
Engine: Franklin 4AC, 65hp
Seats: 2
Tachikawa Ki-94-II
Defeat in the Battle of Midway essentially left Japan without means to project their aerial power over distant territories and started the three-year long retreat towards their home islands. Since 1942, US strategic bombers began regularly raiding imperial territories, and it culminated with the raid on Tokyo on the night of 9-10 March 1945 that included 334 B-29 heavy bombers and resulted in the almost total obliteration of mostly wooden civilian structures over 40 km2 of the Japanese capital, and the death of over 100,000 people.
The Japanese army command had considered such possibilities beforehand, and the means to deter long-range bombing raids were being developed from 1942. Koku Hombu, the aviation HQ of the Imperial Army, placed an order with the Tachikawa Hikoki HK company for a high altitude interceptor that would be able to destroy enemy bombers.
The initial requirements were the fighter was supposed to have a range of 3,000 km, up to 800 km/h speed, and a pressurized cockpit. Tachikawa started the Ki-94 project that was later split into two completely different designs – the Ki-94-I and Ki-94-II.
The Ki-94-I was a large twin-boom monoplane with two tandem 18-cylinder Mitsubishi Ha-211 Ru piston engines located in the front and rear sections of the fuselage. The rear-pushing propeller was located between the tail booms. The designers expected that this scheme would provide speeds of up to 780 km/h at a 10-kilometer altitude. The Ki-94 was supposed to carry two 37-mm Ho-204 and two 30-mm Ho-155 cannons, located in the wings.
By the end of 1943, Tachikawa had a wooden model built but the Koku Hombu technical department considered it to be exceedingly difficult to produce, and the high expectations of the aircraft’s characteristics were deemed overly enthusiastic. As a result, the design was discarded and the role of the fighter-interceptor was handed over to Nakajima Ki-87, while Tachikawa focused on the sister Ki-94-II design.
Ki-94
Engine: 1 x Nakajima Ha-44, 1835kW
Max take-off weight: 6450 kg / 14220 lb
Empty weight: 4690 kg / 10340 lb
Wingspan: 14 m / 45 ft 11 in
Length: 12 m / 39 ft 4 in
Height: 4.65 m / 15 ft 3 in
Wing area: 28 sq.m / 301.39 sq ft
Max. speed: 712 km/h / 442 mph
Cruise speed: 440 km/h / 273 mph
Ceiling: 14680 m / 48150 ft
Range: 2100 km / 1305 miles
Crew: 1
Armament: 2 x 30mm cannons, 2 x 20mm cannons, 500kg of bombs
Tachikawa Ki-74
From 1937 Tachikawa produced a number of interesting designs which did not go into series production. The Tachikawa Ki-74 monoplane attracted official support. By 1941 the project had been confirmed as a long-range high-altitude bomber reconnaissance aircraft, and the first of the prototypes, powered by 1641kW turbocharged Ha-211-Ru radials, flew in March 1944.
Thirteen pre-production machines followed, powered by more reliable 1491kW Ha-104 Ru engines, giving a maximum speed of 570km/h at 8500m. They carried 1000kg of bombs and were defended by a single remotely-controlled 12.7mm machine-gun in the tail.
Although not used operationally, the Ki-74 received the Allied codename ’Pat’ when first identified, mistakenly, as a fighter. When it was discovered it was an experimental bomber, the name was feminised as ‘Patsy’.
Ki-74
Engines: 2 x Mitsubishi Ha-104-Ru, 1500kW
Max take-off weight: 19400 kg / 42770 lb
Empty weight: 10200 kg / 22487 lb
Wingspan: 27 m / 89 ft 7 in
Length: 17.65 m / 58 ft 11 in
Height: 5.1 m / 17 ft 9 in
Wing area: 80 sq.m / 861.11 sq ft
Max. speed: 570 km/h / 354 mph
Cruise speed: 400 km/h / 249 mph
Ceiling: 12000 m / 39350 ft
Range w/max.fuel: 8000 km / 4971 miles
Armament: 1 x 12.7mm machine-guns, 1000kg of bombs
Crew: 5
Tachikawa Ki-70
The Ki-70 was a twin-engined high-speed reconnaissance monoplane intended to replace the Ki-46. The first prototype flew in 1943. Built in prototype only, allied code name Clara was allocated as a result of identification in captured enemy documents. ‘Clara’ never appeared in any recognition manuals during the War for its appearance was a mystery until the Wat ended.
Ki-70
Engines: 2 x Mitsubishi Ha-104M, 1425kW
Max take-off weight: 9855 kg / 21727 lb
Empty weight: 5895 kg / 12996 lb
Wingspan: 17.8 m / 58 ft 5 in
Length: 14.5 m / 48 ft 7 in
Height: 3.46 m / 11 ft 4 in
Wing area: 43 sq.m / 462.85 sq ft
Max. speed: 580 km/h / 360 mph
Cruise speed: 490 km/h / 304 mph
Ceiling: 11000 m / 36100 ft
Range: 2480 km / 1541 miles
Crew: 3
Armament: 1 x 12.7mm machine-guns, 1 x 7.7mm machine-guns
Tachikawa Ki-54 / Y-59
The Ki 54was a 1939 design by Ryokichi Endo of the Tachikawa Hikoki K K, as an advanced trainer/crew trainer, and made its first flight in mid 1940. It was a twin engined, low wing monoplane of all metal construction (except for the control surfaces, which were fabric covered) and had retractable landing gear. It was powered by two wing-mounted Hitachi Ha-13a radial engines. Successful testing led to the initial version intended primarily for pilot training, ordered during 1941 as the Army Type 1 Advanced Trainer Model A (Tachikawa Ki-54a).
The initial military version, which entered production in 1941, was the Ki 54a or Army Type 1 Advanced Trainer Model A. Both the prototype and the Ki 54a were powered by two 510 hp Hitachi Ha 13a nine cylinder radial engines, each driving a two blade variable pitch propeller. Intended for pilot training, the Ki 54a was built in fairly small numbers before being supplanted by the Model B (Ki 54b), the most widely used version. Both models could carry from five to nine occupants. In the case of the Ki 54b (a bomber crew trainer) there were four stations for gunnery trainees who could each operate a free 7.7 mm (0.303 in) Type 89 machine-gun. The installation was characterized by twin dorsal turrets, a distinctive recognition feature of the Ki 54b.
Its operating reliability and roomy fuselage made the Ki 54 an obvious candidate for light transport and communications duties, and these were the functions of the third production version, the Ki 54c, or Army Type 1 Transport Model C. It differed from the previous variants in being unarmed, and therefore having no turrets on the fuselage. The Ki 54c carried a flight crew of two and eight passengers. Production included about two dozen civil examples (designated Y 59), some of which were used in Manchuria.
A fourth model, the Ki 54d antisubmarine patrol version, or Type 1 Patrol Bomber Model D, could carry an offensive load of 480 kg (1060 lb) of depth charges, but was not built or used in great numbers. Three developed versions of the Ki 54 were not finished before the end of the war. Completion of the Ki 110 prototype a wooden construction version of the Ki 54 was prevented by US air attack. The Ki 114, a development of the Ki 110, and the projected Ki 111 flight-refuelling tanker development of the Ki 59 were never built.
The Ki 54 was the standard aircrew trainer of the Second World War for the pilots of multi-engined aircraft, navigators, bomb aimers, radio operators and air gunners. It. Between 1940 45, Tachikawa produced 1368 examples 1342 of them for the Japanese army air force in a variety of models, all of which were given the name Hickory under the Allied Pacific codename system.
Ki 54b
Engines: 2 x Hitachi Ha-13a, 380kW
Span: 17.9 m (58 ft 9 in)
Length: 11.94 m (39 ft 2 in)
Height: 3.58 m / 12 ft 9 in
Wing area: 40 sq.m / 430.56 sq ft
Empty weight: 2954 kg / 6512 lb
Gross weight: 3897 kg (8590 lb)
Maximum speed: 376 km/h (234 mph)
Ceiling: 7180 m / 23550 ft
Range: 960 km / 597 miles
Crew: 2
Passengers: 8
Armament: 4 x 7.7mm machine-guns
Tachikawa Ki-36 Ida / Ki-55 Ida
In 1937 army air headquarters authorized the construction of two prototypes of a two seat army cooperation aircraft developed by Ryokichi Endo’s design team from Tachikawa Hikoki K K (Tachikawa Aircraft Company).
The first of two prototypes was flown on 20 April 1938 flew from Tachikawa airfield, the Tachikawa Ki-36 was a cantilever low-wing monoplane of all-metal basic structure, covered by a mix of light alloy and fabric. Landing gear was of fixed tailwheel type, the main units enclosed in speed fairings, and power was provided by a 336kW (450-hp) Hitachi Ha-13 radial engine. The two-man crew was enclosed by a long ‘greenhouse’ canopy and both men had good fields of view, that of the observer being improved by clear-view panels in the floor.
The aircraft was very sensitive to the controls and fully satisfied the army, although later production aircraft incorporated a 2′ wing washout to counter a tendency to stall which had become apparent during very tight manoeuvring.
The type was ordered into production in November 1938 as the Army Type 98 Direct Co- Operation Plane. Generally similar to the prototypes, the type was armed with two 7.7mm (0.303-in) Type 89 machine guns, one in the engine cowling synchronized to fire through the propeller, and the other on a flexible mounting operated by the observer, and introduced the more powerful Hitachi Ha-13a engine. Up to 150 kg (330 lb) of bombs were carried on underwing racks. In 1939 Kawasaki joined the production programme.
When construction ended in January 1944, a total of 1,334 had been built by Tachikawa (862) and Kawasaki (472).
The handling characteristics and reliability of the Ki-36 made the army realize that it was ideal for use as an advanced trainer, resulting in development of the Ki-55, intended specifically for this role and having armament reduced to a single forward-firing machine-gun. Following the testing of a prototype in September 1939, the army ordered this aircraft as the Army Type 99 Advanced Trainer; when production was terminated in December 1943 a total of 1,389 had been built by Tachikawa (1,078) and Kawasaki (311).
Both versions were allocated the Allied codename ‘Ida’, and the Ki-36 was first deployed with considerable success in China. However, when con¬fronted by Allied fighters at the begin¬ning of the Pacific War it was found to be too vulnerable, being redeployed in China where it was less likely to be confronted by such aircraft.
Ki 36s were employed against the Allies from December 1941, but were withdrawn from 1943 onwards, in which role, with wheel spats removed and necessary equipment modifications, they were very successful, so much so that production as the Army Type 99 Advanced Trainer or Ki 55 was initiated by both Tachikawa and Kawasaki. . In the closing months of the war, many examples of both versions were pressed into service as suicide bombers carrying a 250 kg (550 1b) or 500 kg (1100 lb) bomb. Allied name for all models was Ida.
Twenty-four Ki-55 served with the RTAF throughout the period of Japanese ascendancy and the immediate post war period. One survives.
Ki-36
Engine: one 380-kW (510-hp) Hitachi Ha- l3a radial
Maximum speed 348 km/h (216 mph) at 1800 m(5905 ft)
Cruising speed 235 km/h (146 mph)
Service ceiling: 8l50 m (26740 ft)
Range 1235 km (767 miles)
Empty weight 1247 kg (2749 lb)
Maximum take-off 1660 kg (3,660 lb)
Wing span 11.80 m (38 ft 8.6 in)
Length 8.00 m (25 ft 3 in)
Height 3.64 m (11 ft 11.3 in)
Wing area 20.00 sq.m (215.29 sq.ft)
Armament: two 7.7-mm (0.303-in) machine-guns
Bombload: 150 kg (331 lb)
Crew: 2
Ki-55
Engine: 1 x Hitachi Ha-13a, 380kW
Span: 11.8 m (38 ft 9 in)
Length: 8 m (26 ft 3 in)
Height 3.64 m (11 ft 11.3 in)
Wing area 20.00 sq.m (215.29 sq.ft)
Empty weight: 1292 kg / 2848 lb
Gross weight: 1721 kg (3794 lb)
Maximum speed: 348 km/h (216 mph).
Cruising speed 235 km/h (146 mph)
Ceiling: 8200 m / 26900 ft
Range: 1060 km / 659 miles
Crew: 2
Tachikawa Ki-17
The third prototype of the Ki 9, intended as a primary trainer, was flown in early 1935 but exhibited poor handling qualities because of its smaller, lighter engine and the consequent displacement of the centre of gravity. The Ki 9 was therefore abandoned as a primary trainer, and the army air force asked Tachikawa to produce, later that year, two prototypes of a new primary trainer biplane, the Ki 17.
The Tachikawa Ki-17 biplane had a slimmer fuselage, more square-cut equal-span wings and a redesigned tailplane, engine uncowled and a simplified landing gear.
The first of two prototypes was flown in July 1935 powered by a 150 hp Hitachi Ha 12 seven¬ cylinder radial engine driving a two blade propeller. Trials were successful and the only major change made to subsequent production aircraft was the deletion of the upperwing ailerons to eliminate oversensitive control inputs.
Between 1936 and 1943 Tachikawa completed 658 series Ki-17s and the type was used at four major flying schools and the Army Air Academy. The Ki-17 bore the official designation Army Type 95 III Primary Trainer, Allied codename ‘Cedar’. Some Ki 17s were later transferred to liaison or communications duties.
Ki-17
Engine: 1 x Hitachi Ha-12, 112kW
Max take-off weight: 914 kg / 2015 lb
Loaded weight: 639 kg / 1409 lb
Wingspan: 9.82 m / 32 ft 3 in
Length: 7.85 m / 26 ft 9 in
Height: 2.95 m / 10 ft 8 in
Wing area: 26.2 sq.m / 282.01 sq ft
Max. speed: 170 km/h / 106 mph
Ceiling: 5300 m / 17400 ft
Crew: 2
Tachikawa Ki-9
The Ki 9 had been designed in 1934 by Ryokichi Endo to satisfy a Japanese army air force requirement for a primary and intermediate trainer, capable in the latter case of 220 km/h (137 mph) and an endurance of 3½ hours.
First flown on January 7, 1935, the first and second prototypes were each powered by a 350 hp / 261kW Hitachi Ha 13a nine cylinder radial engine; the third aircraft, prototype for the primary trainer version, had a lower powered Nakajima NZ seven cylinder radial engine of 150 hp / 112kW.
Tests indicated centre of gravity problems for the proposed primary trainer and the Ki-9 was developed in the higher-powered intermediate training role only. As Tachikawa had suggested, the army air force found that one aircraft could not successfully carry out both duties, and accordingly the Ki 9 was ordered into production in 1935 only as the Type 95 1 Medium Grade (intermediate) Trainer.
Production deliveries began in 1935. Designated the Army Type 95-1 Medium Grade Trainer Model A and later given the Allied codename ‘Spruce’, the Tachikawa biplane had complex split-axle landing gear with fairings over the top of the wheels. In 1939 this was modified and simplified, the fuselage slightly shortened and all-up weight reduced. The resulting Army Type 95-1 Model B or Ki-9 Kai had improved manoeuvrability and flight characteristics. Both versions were used widely for blind-flying training with a folding hood over the rear cockpit, and at least one was modified with a glazed canopy over the rear cockpit for use as a staff officer transport.
Production by Tachikawa ended in 1942 after completing 2395 (in addition to the three prototypes), but in 1944 45 a further 220 were manufactured by the Tokyo Koku K.K.
It served with the army air force throughout the remainder of the 1930s and until the end of the Second World War. Some Ki 9s were used for reconnaissance or communications duties, and the type also served with the air forces of Cochin China, Manchuria and Thailand during the Pacific war. After the war, captured examples were employed for a time by the insurrectionist Indonesian forces.
The Ki-9 received the allied code name ‘Spruce’.
Ki-9 Model A
Engine: 1 x Hitachi Ha-13a, 261kW
Max take-off weight: 1580 kg / 3483 lb
Loaded weight: 1120 kg / 2469 lb
Wingspan: 10.32 m / 33 ft 10 in
Length: 7.52 m / 24 ft 8 in
Height: 3.1 m / 10 ft 2 in
Max. speed: 240 km/h / 149 mph
Ceiling: 5800 m / 19050 ft
Crew: 2
Supermarine 541 Swift
The Swift was a single-seat swept-wing fighter powered by a Rolls-Royce Avon axial-flow turbojet engine. During development the engine was changed from the Rolls-Royce Nene to the slimmer Avon. It was too late to change the fuselage, which was fatter than necessary. Flown for the first time in prototype form on 1 August 1951, the Swift appears to have proceeded fairly smoothly through its development period.
On 10 July 1952 the prototype established an international point-to-point record between London and Brussels, covering 320km in 18 minutes 3.3 seconds, representing a speed of 1,071.7km/h. Mike Lithgow piloted the prototype Swift F.Mk 4 to 1183.5 km/h (735,4 mph) over a 3 km course at Idris, Libya, of 24 September 1953. Subsequent runs were spoilt by a failed afterburner. This accomplishment was extremely short-lived, the record standing for just three days before it succumbed to a US Navy Douglas F4D-1 Skyray.
Record holding Swift WK198 was the third production Swift F.Mk 1 and was converted as the prototype F.Mk 4. This introduced a variable-incidence tailplane to counter pitch-up problems encountered with earlier machines.
Deliveries to the Royal Air Force got under way during February 1954, the first examples of the Swift F.Mk.1 being assigned to the Air Fighting Development Squadron for operational trials. Shortly after this the type began to enter operational service with No. 56 Squadron, but the pure fighter variant was destined to enjoy only a very brief career, those examples of the Swift F.Mk 1 and Swift F.Mk 2 which equipped No. 56 being retired in March of the following year, largely as a result of the type’s poor all-round qualities. Subsequently, most of the remaining Swift F.Mk 2 and Swift F.Mk 3 production examples were passed directly from storage to technical schools, where they served as instructional airframes.
The RAF received a total of about 60 Swift F.1s, F.2s and F.3s, with an Avon RA.7 turbojet engine and two 30mm Aden cannon; four Aden cannon and a new wing planform with compound leading-edge taper; and with an Avon RA.7R engine with afterburner and changes to the rear fuselage respectively. These versions were not used operationally.
The Swift F.4 had an all-moving tail of increased area which finally cured the Swift’s pitch-up problems, and an afterburning Rolls-Royce Avon.
Only the FR.5 was used for any length of time and was a fighter-reconnaissance aircraft with a longer nose to accommodate 3 F95 camera- 1 facing forward & 2 facing sideways. AG45 gun camera was also fitted.
Deliveries began in 1956. Sixty were flown by the RAF; one further aircraft ordered crashed on delivery and several others were not completed.
All production was stopped in February 1955 after the 176th production machine had been completed. The final 35 aircraft were converted to the tactical reconnaissance FR Mk.5, this serving with Nos 2 and 79 Squadrons from Gütersloh, West Germany. Introduced by No.2 Squadron during February 1956, the Swift FR.Mk 5 remained operational until early in 1961 when re-equipment with the Hunter FR.Mk 10 was completed. The only other noteworthy Swift derivative was the Swift F.Mk 7 which equipped the Guided Weapons Development Squadron at Valley during the late 1950s, being employed on trials work in connection with the Fairey Fireflash guided missile. Following a single prototype, 12 examples of the Swift F.Mk 7 were completed from F Mk 4s, and one of these remained in an airworthy state until about the mid-1960s, at one time taking part in a series of trials relating to braking efficiency on wet runways.
Despite more and more modifications, it was all too late. The performance of the aircraft had been so degraded by the constant increase in weight that its intended role as an interceptor could not be fulfilled. Reheat had to be employed for take off, climb and combat, which resulted in an endurance of but 25min and a combat radius of barely 50 miles, or virtually nil if a bad weather recovery was needed. Having been plagued with problems and incidents and being clearly unsuited for its intended role as a day fighter, the aircraft was withdrawn from use by 56 Sqn during March 1955, after barely a year of service. The squadron was re-equipped with the Hunter during the following May.
Only a relatively small number of the 175 or so that were eventually completed actually attaining operational service with the Royal Air Force.
Swift F.Mk.1
Engine: 1 x Avon RA.7 turbojet
Armament: two 30mm Aden cannon
Swift F.Mk 2
Engine: 1 x Avon RA.7 turbojet
Armament: four 30mm Aden cannon
Swift F.Mk 3
Engine: 1 x Avon RA.7 turbojet
Armament: four 30mm Aden cannon
Swift F.4
Engine: 1 x Rolls-Royce Avon RA.7R with afterburner.
Swift FR.5
Engine: 1 x 4287-kg (9,450-lb) afterburning thrust Rolls-Royce Avon Mk 114 turbojet
Maximum speed 1102 km/h (685 mph) at sea level
Initial climb rate 4468 m (14,660 ft) per minute
Service ceiling 13960 m (45,800 ft)
Range 1014 km (630 miles)
Empty weight 6094 kg (13,435 lb)
Maximum take-off 9831 kg (21,673 lb)
Wingspan 9.85 m (32 ft 4 in)
Length 12.90 m (42 ft 3.5 in)
Height 4.00 m (13 ft 2 in)
Wing area 30.44 sq.m (327.7 sq ft)
Armament: two 30-mm Aden cannon
Crew: 1
Swift F.Mk 7
Engine: 1 x Rolls-Royce Avon RA.7R with afterburner.
All Aero 