Military

Kawasaki Ki-48 / Ki-148

TerryLeave a comment

In 1937, at the beginning of the Sino Japanese war, Chinese air force units were equipped with twin engined Soviet Tupolev SB 2 bombers. The Japanese army air staff, impressed by the high performance of the Soviet aircraft, instructed the Kawasaki company in December 1937 to produce a twin engined bomber. It was to be powered by two Nakajima Ha 25 radial engines and to be able to fly at a maximum 480 km/h (298 mph) at 3000 m (9850 ft), and cruise at 350 km/h (217 mph) at the same altitude. It had also to reach 5000 m (16 400 ft) in ten minutes and carry a 400 kg (880 lb) bombload. At that time army strategy was based on a war with the USSR, so it was further stipulated that the aircraft must be capable of operating under Siberian winter conditions.

Takeo Doi began design work in January 1938. The Ki 48 was a mid wing all metal cantilever monoplane, the wing position being adopted to provide an internal bomb bay. The fuselage was cut down aft of the dorsal gunner’s cockpit and the ventral gunner’s stepped position. The bomb aimer/nose gunner’s position was fully glazed. There was a single curved fin and rudder, and the main undercarriage legs retracted backwards to lie fully enclosed in the engine nacelles. In the type’s prototype form, two 708kW Nakajima Ha-25 radial engines mounted in nacelles at the wing leading edges.

Takeo Doi’s design team was forced to divide its time between the extremely complex Ki 45 Kai fighter and the Ki 48. Consequently the first Ki 48 did not fly until July 1939. Three more prototypes and five evaluation machines were soon completed. During development, tail flutter problems were overcome and the rear fuselage strengthened. The new type met a favourable reception and series production started late in 1939, under the designation Army Type 99 Twin engined Light Bomber. All the criteria laid down by the army had been met except that the bomb bay only accommodated 300 kg (660 lb) of bombs.

Ki 48 Ia aircraft first went into action in northern China with the 45th Sentai and did well against indifferent Chinese opposition. They were used at night, as well as for short-range daylight operations. The Ki-48 Ib was only slightly modified, and a total of 557 of both initial versions were built up to June 1942. With the Japanese attack on the United States and the British Empire, Ki 48s were deployed in Burma, Malaya and the Philippines, moving on with the advancing land forces into the Dutch East Indies and New Guinea. After a few months their defects became obvious: there was minimal protection for crew and fuel, and despite the Ki-48’s good speed the better Allied fighters could outstrip it and had little trouble dealing with its defensive armament of single 7.7 mm (0.303 in) Type 89 machine guns flexibly mounted in nose, dorsal and ventral positions. Night raids became the rule.

Three Ki 48 II prototypes were built by February 1942, powered by twin 1150 hp Nakajima Ha 115 radials and outwardly resembling the Ki 48A. They had a slightly lengthened fuselage and had fuel tank protection in addition to armour plating for the crew positions. Production aircraft also featured further fuselage strengthening. Ki 48 IIb was a dive bomber variant with fence type under-wing dive brakes. Late production machines had dorsal fin extensions to improve stability. The maximum bombload was increased to 800 kg (1764 lb). Maximum speed rose by 24 km/h (15 mph).

Ki-48

During the fighting over New Guinea, large numbers of Ki 48s, codenamed Lily by the Allies, were destroyed on the ground. The Ki 48 remained in production until October 1944. The late versions were designated Ki- 48 IIc and had a 12.7 mm (0.5 in) Type 1 machine gun in the dorsal position in place of the previous rifle calibre weapon, in addition to one more nose mounted 7.7 mm Type 89 gun. The Ki 48 II fought against odds in the Philippines and over Okinawa in day and night operations. A specially modified suicide version, Ki 48 II Kai, carried an unchanged bombload, its bombs being triggered on impact by a nose probe. Ki 48s were used for tests of the Igo Ib guided missile and the Ne0 turbojet unit.

The total of all variants built 1977.

The Air to Surface Guided Missile was called I-Go Type1-Otsu or Ki-148. At the Ki-148 test, it struck an Onsen hotel. At last Ki-148 was complete.

Some of the Ki.48-IIb featured a small dorsal extension to the fin.

A number of Ki.48s were modified for experimental duties, one becoming a testbed for a ramjet engine.

Ki 48 I
Engines: 2 x Nakajima Ha 25, 950 hp
Span: 17.47 m (57 ft 4 in)
Length: 12.60 m (41 ft 4 in)
Height: 3.80 m / 12 ft 6 in
Wing area: 40 sq.m / 430.56 sq ft
Empty weight: 4050 kg
Gross weight: 5900 kg (13000 lb)
Maximum speed: 480 km/h (298 mph)
Range: 2400 km
Service ceiling: 9500 m
Crew: 4
Armament: 4 x 7.7mm mg or 3 x 7.92mm mg
Bomb load: 300-400 kg

Ki-48-II
Engines: 2 x Nakajima Ha115 (1,130hp)
Length: 12.75m
Wing Span: 17.47m
Height: 4.32m
Wing Area: 40.0 sq.m
All-Up Weight: 6,750Kg
Empty Weight: 4,550Kg
Max Speed: 505Km/h
Range: 2,400Km
Service Ceiling: 10,000m
Crew: 4
Armament: 7.92mm Machine Gun X 4
Bomb load: 300 or 500Kg

Ki.48-IIa
Engines: 2 x Mitsubishi Ha.115, 1150 hp
Span: 57 ft 3.75 in
Max speed: 314 mph at 18,372 ft

Ki-48-IIb
Engines: 2 x Nakajima Ha-115, 850kW
Max take-off weight: 6500-6750 kg / 14330 – 14881 lb
Empty weight: 4550 kg / 10031 lb
Wingspan: 17.45 m / 57 ft 3 in
Length: 12.75 m / 41 ft 10 in
Height: 3.80 m / 12 ft 6 in
Wing area: 40 sq.m / 430.56 sq ft
Max. speed: 505 km/h / 314 mph
Ceiling: 10100 m / 33150 ft
Range: 2050 km / 1274 miles
Range w/max.fuel: 2400 km / 1491 miles
Armament: 3 x 7.7mm machine-guns, 400kg of bombs
Crew: 4

Kawasaki Ki-45 Toryu

TerryLeave a comment

Developed as a result of an official specification issued in March 1937, this two seat twin engined fighter did not go into service until August 1942. The intervening five years saw strenuous development and testing interspersed with periods of total inactivity caused by the Japanese army’s equivocal attitude to the type of fighter typified by the German Bf 110.

The original requirement was for a fighter capable of 540 km/h (335 mph) at 3500 m (11480 ft), and able to operate at altitudes between 2000 m (6660 ft) and 5000 m (16400 ft). It was to have a range of some 1800 km (1100 miles) and the selected engines were 820 hp Nakajima Ha 20b radials. Engineer Takeo Doi struggled with the difficult concept, and the first prototype was ready to fly in January 1939.

Kawasaki Ki-45 Toryu Article

The Ki.45 origins can be traced back to the Ki.38 design produced by Kawasaki at the JAAF’s requed in 1937, althought so many modifications were called for by the Army that the revised design was re-titled Ki-45.

The first Kawasaki Ki-45 Toryu (dragon killer) prototype was a cantilever mid-wing monoplane with retractable tailwheel landing gear. A slender fuselage provided enclosed accommodation for two in tandem.
Armament was heavier than originally specified: a forward-firing 20 mm (0.79 in) Ho 3 cannon and two 7.7 mm (0.303 in) Type 89 machine guns were fixed to fire forward, and there was a flexibly mounted rear 7.7 mm Type 89 machine gun. There was also provision to carry two drop tanks or two 250kg bombs on underwing racks.
As flight trials continued, the Ki 45 was found to achieve a rather poor performance and the engines continually gave trouble. The third prototype featured major refinements. Drag was considerably reduced, but maximum speed was still only 480 km/h (298 mph). There was some instability and a tendency to nacelle stall. Yet the Ki 45 prototypes were externally attractive, with curved, oval fuselages and elliptical wings and tail surfaces. The main undercarriage legs retracted backwards into the engine nacelles leaving the wheels partially exposed. At first, the undercarriage retraction mechanism was hand operated, but an electrically operated mechanism was installed on the third prototype.

With so many difficulties and no pressing need for the type, the army suspended further flight trials, leaving six further prototypes partly finished. Six months later, in April 1940, work was restarted, and 1000 hp Nakajima Ha 25 14 cylinder double row radials were installed in one of the airframes, which was completed the following July. The five other airframes were similarly modified, and two more machines were built from scratch. A maximum speed of 520 km/h (323 mph) at 3500 m (11500 ft) was attained.

The design team had meanwhile been reviewing the whole project and proposed that the Ki 45 Kai of simplified design was suited for mass production. The army accepted the proposal, and the first of three Ki 45 Kai prototypes flew in May 1941.

Twelve pre-production aircraft followed. With tests successfully completed, Ki-45 KAIa series production as the Army Type 2 Two seat Fighter began early in September 1941, and soon the Ki-45 Kai was given the popular name Toryti (dragon slayer) while the Allies called it Nick. Effective crew and fuel tank protection was incorporated in the design. Power was provided by two 1050 hp Nakajima Ha 25 radials, but late production Model B aircraft had Mitsubishi Ha 120s.

Model A, the first series version, went to the 5th Sentai in Japan in August 1942. The next Sentais to equip with the type were the 16th in China and the 21st in Burma. It was effective in attacks on enemy shipping and troop concentrations, a specialized attack version being built as Ki-45 KAIb Model B. Original armament had comprised two 12.7 mm (0.5¬in) Type 1 machine guns in the nose, one forward firing 20 mm (0.79 in) Ho 5 cannon in a ventral tunnel in the starboard nose section, and a single 7.92 mm (0.312 in) Type 98 machine gun on a flexible mounting operated by the observer. In the Model B a 37 mm (1.46 in) Type 98 cannon was installed in the ventral tunnel and the nose guns were replaced by a single 20 mm Ho 3 cannon.

A number of alternative weapon installations were tried experimentally, including the use of a 75mm cannon for attacks on shipping.

Production aircraft had straight contoured fuselage and wings. The range of Model A was 2260 km, (1400 miles) and it could climb to 5000 m (16 400 ft) in just over six minutes. Models A and B flew operationally in many theatres of war, not least in the New Guinea region, where they inflicted heavy losses on US motor torpedo boats.

The Ki-45 KAIa was, for its day, heavily armed and proved effective against the USAF’s Consoldiated B-24 Liberators and, when these bombers were used more extensively for night operations, the Ki-45 was adapted to attack them. Thus the night-fighting capability of the type was discovered, leading to development of the Ki-45 KAIc night-fighter.

It was not until 1944 that the night-fighter version, the Ki-45 KAIc, became operational as the only army night-fighter of the war. Retaining the two 805kW Mitsubishi Ha-102 radials of the Ki-45 KAIb heavy day fighter, the Ki-45 KAIc was armed with a single forward-firing semi-automatic 37mm Ho 203 Type 98 cannon in a fairing under the fuselage, two oblique/upward-firing 20mm Ho-5 cannon in the centre fuselage, and a single hand-held machine-gun in the rear cockpit. It had been intended to fit airborne radar in the nose, and therefore no nose guns were included. Production difficulties seriously delayed the radar equipment and it did not enter service, although a single aircraft flew with centimetric radar shortly before the end of the war. Production of the Ki-45 KAIc got underway at Kawasaki’s Akashi plant in March 1944, the first aircraft being completed the following month. By then Kawasaki had transferred Ki 45 Kai manufacture from its Gifu plant to the works at Akashi.

On 15 June American Boeing B-29s of XX Bomber Command launched their first raid on the Japanese homeland, and were intercepted by eight Toryus whose pilots shot down eight of the big bombers. At that time about 40 Ki-45 KAIc fighters had been completed, and the aircraft went on to serve with the 4th Sentai at Usuki in the Oita prefecture, the 5th Sentai at Usuki and Komachi in the Aichi prefecture, the 53rd Sentai at Matsudo in the Chiba prefecture, and the 70th Sentai at Kashiwa. Toryus shared the night defence of Japan with the navy’s J1N1-S and Yokosuka P1Y1-S, and were probably the most successful in action against the massive American raids in the last six months of the war; the 4th Sentai alone was credited with 150 kills, of which 26 were gained by one pilot, Captain Isamu Kashiide, all despite the lack of any AI radar. Away from the homeland Ki-45 KAIc nightfighters also served with the 45th Sentai in the Philippines and New Guinea late in 1944, and with the 71st Dokuritsu Hiko Chutai at Singapore in August 1945. Production of the Ki-45 KAIc reached 477 aircraft before being terminated in December 1944. The type was codenamed ‘Nick’ by the Allies.

An improved model, with uprated engined, was begun in 1942 under the designation Ki.45-II, subsequently developed into the Ki.96 heavy fighter, which was eventually abandoned although components of it were later utilised in the Ki.102.

Total production, including original Ki 45 prototypes, and evaluation aircraft, was 1701, including 477 Model Cs.

Major Revisions:

Ki-45 Prototype 1
Nakajima Ha-20b Engine
Two 7.7 mm Type 89 machine guns mounted in the upper fuselage nose
20 mm Ho-3 cannon mounted in a ventral tunnel
One flexible rear-firing 7.7mm Type 89 machine-gun
298 mph @ 13,125 ft

Experimental Improved Type 1 Ki-45
Ha-25 fourteen-cylinder double-row radials with single stage superchangers.
323 mph @ 11,480 ft

Ki-45 KAI – Type 2
Slimmer fuselage with straight contours and redesinged tail surfaces
Straight tapered wing of increased span and area
New engine nacelles of smaller diameter mounted lower on the wings
Replacement of the 7.7 mm type 89 machine-guns by two 12.7 mm Type 1 (Ho-103) machine guns in the nose and one flexible rear firing7.9mm Type 98 machine-gun
Replacement of the telescopic gunsight by a reflector gunsight.
340 mph at 22,965 ft

Ki-45 KAIa
Slimmer fuselage with straight contours and redesinged tail surfaces
Straight tapered wing of increased span and area
New engine nacelles of smaller diameter mounted lower on the wings
Replacement of the 7.7 mm type 89 machine-guns by two 12.7 mm Type 1 (Ho-103) machine guns in the nose and one flexible rear firing7.9mm Type 98 machine-gun
Replacement of the telescopic gunsight by a reflector gunsight.
340 mph at 22,965 ft

Ki-45 KAIb
Ground attack modifications made
Forward-firing armament was revised to include one 20mm Ho-3 cannon mounted centrally in the nose
One hand-loaded 37mm Type 98 cannon in the ventral tunnel
Late production b’s were powered by a pair of 1050 hp Army Type 101 fourteen-cylinder radials.
Note: Some of these aircraft were modified in the filed by replaceing the upper fuselage petrol tank with a pair of 12.7mm Type 1 machine-guns mounted obliquely to fire upward.

Ki-45 KAIc
Engines: 2 x Mitsubishi Ha-102 Type I, 1080 hp
Wingspan: 49 ft 5.25 in
Length: 36 ft 1 in
Height: 12 ft 1.75 in
Empty weight: 8818 lb
Loaded weight; 12,125 lb
Max speed: 340 mph at 22,965 ft
Service ceiling: 32,810 ft
Semi-automatic 37mm Ho-203 cannon in the ventral tunnel
Two obliquely-mounted upward 20 mm Ho-5 cannon in the center fuselage
Crew: 2

Ki-45 KAId
Anti-shipping version
Two 20 mm Ho-5 cannon in the nose
One 37 mm Ho-203 cannon in the ventral tunnel
One flexible 7.9 mm Type 98 machine-gun in the rear cockpit
Ki-45 KAIc airframe

Ki-45 KAI-II
(Never produced, changed to the Ki-96)
1500 hp Mitsubishi Ha-112-II

Production:

Gifu Plant
3 Ki-45 Prototypes
Jan – May 1939
8 Improved Type 1 Ki-45 Prototypes
July 1940 – Feb 1941
3 Ki-45 KAI prototypes
Auguest- October 1941
12 Ki-45 KAI pre-production aircraft
October – December 1941
305 Ki-45 KAIa and KAIb production aircraft
January 1942 – September 1943

Akashi Plant
893 Ki-45 KAIa, b & d production aircraft
September 1942 – July 1945
477 Ki-45 KAIc production aircraft
April – December 1944

Specifications

Ki.45-KAI-Ko
Engines: 2 x 1080hp Mitsubishi Ha-102
Wing Span: 15.05m
Length: 11.00m
Height: 3.70m
Wing Area: 32sq.m
Empty Weight:
Max.Weight:
Speed: 540km/h
Ceiling: 10730m
Range: 2260km
Armament: 1 x 20mm, 2 x mg12.7mm, 1 x mg7.92mm
Crew: 2

Model A
Span: 15.02 m (49tt 3 in)
Length: 10.6 m (34 ft 9 in)
Gross weight: 5276 kg (11632 lb)
Maximum speed: 547 km/h (340 mph)

Model B
Span:15.02 m (49 ft 3 in)
Length: 111 m (36 ft 1 in)
Gross weight. 5500 kg (12125 lb)

Kawasaki Ki 45 KAIc ‘Nick’
Engines Two Nakajima Ha-102 nine-cylinder radials, 810kW
Wingspan: 15.02 m / 49 ft 3 in
Length: 11 m / 36 ft 1 in
Height: 3.7 m / 12 ft 2 in
Wing area: 32 sq.m / 344.44 sq ft
Max take-off weight: 5500 kg / 12125 lb
Empty weight: 4000 kg / 8819 lb
Maximum speed 540 km/h / 336 mph
Operating altitude 6,560 ft to 16,405ft
Ceiling: 10000 m / 32800 ft
Range: 2000 km / 1243 miles
Endurance 4 hours & 40 minutes at 217 m/hr
Armament: 1 x 37mm cannon, 2 x 20mm cannons, 1 x 7.92mm machine-guns, 2 x 250kg bombs
Crew: 2

Kawasaki Ki-32

TerryLeave a comment

Kawasaki proposed a 708kW / 950 hp Ha 9 IIb water-cooled engine of its own design in 1936 for the new Ki 32 light bomber, a mid wing all metal cantilever monoplane. A wooden mock up was constructed in the summer of 1936, followed by eight prototypes, the first of which flew in March 1937. There were problems with the engine, and development was protracted, but the Kawasaki design team of Imashi and Ota was rewarded in July 1938 with a production contract.
Its wide-track fixed cantilever undercarriage featured open-sided wheel fairings. Wing and tail surfaces were finely tapered. The two-man crew were accommodated beneath a long raised canopy. Armament comprised one fixed cowling 7.7mm Type 89 machine-gun and another of the same type on a flexible mounting operated by the observer. An internal bomb bay accommodated a 300kg offensive load, supplemented by 150kg of bombs on external racks.
Designated Army Type 98 Light Bomber, the Ki 32 entered service late in 1938 to supplement the Mitsubishi Ki 30.

Apart from prototypes, Kawasaki delivered 846 Ki 32s up to May 1940. They flew with considerable success with seven operational Sentais (groups) in China, where they made many low level sorties, particularly in the campaigns to capture the cities of Hangchow and Wuchang during 1938 39. They equipped two operational Sentais during the fierce fighting over the Khalkin Gol and Nomonhan on the border of Manchuria and Outer Mongolia against Soviet ground and air units in 1939.

Ki 32s were still in the army’s first line inventory when Japan attacked Pearl Harbor, and were prominent in the heavy attacks on Hong Kong which preceded the British surrender of Hong Kong in December 1941, but during 1942 they were nearly all relegated to training duties. The type received the Allied codename Mary. Armament and bombload were identical with that of Ki 30. Like its Mitsubishi contemporary the Ki 32 carried its normal bombload internally in a fuselage bomb bay.

Ki-32
Engine: 1 x Kawasaki Ha-9-IIb, 640kW
Span: 15m (49 ft3 in)
Length: 11.64m (38ft2 in)
Height: 2.9 m (9 ft 6 in)
Wing area: 34.0 sq.m (365.97 sq ft)
Max take-off weight: 3539-3762 kg (7802-8294 lb)
Empty weight: 2349 kg (5179 lb)
Maximum speed: 423 km/h (263 mph)
Cruise speed: 300 km/h (186 mph)
Ceiling: 8920 m (29250 ft)
Range w/max.fuel: 1960 km (1218 miles)
Range w/max.payload: 1300 km (808 miles)
Armament: 2 x 7.7mm machine-guns, 300-350kg of bombs
Crew: 2

Kawasaki Ki-10 / Type 95

TerryLeave a comment

The single seat Ki-10 was Kawasaki’s second attempt to evolve a replacement for the Japanese army air force’s Type 92 Intercepter Fighter. The first had been the Ki 5 monoplane which proved to have a performance and manoeuvrability below that specified by the army air force.
A fighter competition was held in 1934 to evaluate new designs from Kawasaki, Mitsubishi and Nakajima, designated Ki 10, Ki-8 and Ki 11 respectively. This time the manoeuvrability of the Kawasaki design won the day, and it was ordered into production as the Army Type 95 Fighter. It proved to be the last biplane combat aircraft to serve with the army air force.

Designed by Takeo Doi (who had succeeded Richard Vogt as Kawasaki’s chief designer), the Ki 10 closely resembled the earlier Type 92 in appearance, but powered by an 850 hp Kawasaki Ha 9 11a 12 cylinder V type engine. The first of four prototypes was flown in the spring of 1935, and production aircraft were based on the third prototype which had a three blade metal propeller, and a flush riveted light alloy skin over the forward fuselage. The Ki-10 was selected in competition with Nakajima’s Ki-11 low-wing monoplane, the Japanese Army preferring the Ki-10 biplane’s manoeuvrability to its opponent’s slightly superior speed.

Production Ki-10-1 aircraft were powered by the 633kW Kawasaki Ha-9-IIa liquid-cooled engines, and 300 built between December 1935 and October 1937 went into service as the Army Type 95 Fighter. The biplane wings of unequal span were braced by N-struts and with ailerons on the upper wing only. The divided undercarriage had wheel spats. The all-metal structure was alloy sheet and fabric-covered. Armament was two synchronised 7.7mm Type 89 machine-guns.

The improved Type 95 Model 2, flown in prototype form in May 1936, differed primarily in having slightly larger wings of 10.02 m (32 ft 10 in) span, a fuselage lengthened to 7.55 m (24 ft 9 in), and a gross weight increased to 1740 kg (3836 lb), and vertical tail surfaces of greater area. The powerplant and performance remained es¬sentially unchanged, but stability was greatly improved and the service ceiling was increased from 10 000 m (32,810 ft) to 11500 m (37,730 ft). This version was built between June 1937 and December 1938, 280 completed.

Standard armament of both models was a pair of 7.7 mm (0.303 in) Type 89 machine guns mounted in the upper engine decking.

Over the period in which they were in service Ki 10s equipped seven, different Rentais (wings) and six other Sentais (corps) of the army air force. They operated in China, Formosa, Korea, and Manchuria, as well as at home bases, before and during the Second World War. By the time that conflict began, however, most Ki 10s (codenamed Perry by the Allies) had been reallocated to training or other second line duties.

One Ki-¬10 1 Kai and two Ki 10 11 Kai prototypes appeared in 1936 and 1937 respectively, embodying aerodynamic, structural and powerplant improvements, but neither of these models entered production.

Ki¬-10 Prototype
Engine: 850 hp Kawasaki Ha 9 11a
Seats: 1
No built: 4

Ki¬-10 Type 95 Fighter 1
Engine: 633kW Kawasaki Ha-9-IIa
Span: 9.55 m (31 ft 4 in)
Length: 7.2 m (23 ft 7 in)
Gross weight: 1650 kg (3638 1b)
Maximum speed: 400 km/h (249 mph)
Service ceiling: 10 000 m (32,810 ft)
Seats: 1
Armament: 2 x 7.7mm Type 89 machine-guns
No built: 300

Ki¬-10 Type 95 Fighter 2
Engine: 633kW Kawasaki Ha-9-IIa
Wingspan: 10.02 m (32 ft 10 in)
Length: 7.55 m (24 ft 9 in),
Height: 3.0 m / 9 ft 10 in
Wing area: 23.0 sq.m / 247.57 sq ft
Empty weight: 1360 kg / 2998 lb
Max take-off weight: 1740 kg (3836 lb)
Max. speed: 400 km/h / 249 mph
Service ceiling 11500 m (37,730 ft)
Range: 1100 km / 684 miles
Seats: 1
Armament: 2 x 7.7mm Type 89 machine-guns
No built: 280

Ki-¬10 1 Kai
Seats: 1
No built: 1

Ki 10 11 Kai
Seats: 1
No built: 2

Kawanishi N1K1-J / N1K2 Shiden-Kai

TerryLeave a comment
N1K1-J

In 1941 Kawanishi was still designing the float-equipped N1K1, and Kawanishi undertook a wheel-landing gear version, designated the N1K1-J Shiden (Violet Lightning). The prototype of the new fighter was flown on 27 December 1942 powered by the new 18-cylinder Nakajima Homare radial.

Kawanishi N1K1-J Article

Production got under way in 1943 of the N1K1-J with Homare 21 radial and an armament of two 7.7-mm nose guns and four 20-mm wing cannon (two of which were carried in underwing fairings). Despite being plagued by constant engine troubles and an inherently weak landing gear, the Shiden was an excellent aircraft in combat, proving an equal match for the Grumman F6F Hellcat. Given the reporting name ‘George’ by the Allies, three other main production versions were produced: the N1K1-Ja with nose guns deleted and all cannon mounted inside the wings; the N1K1-Jb with underwmg racks for two 250-kg bombs; and the N1K1-Jc with racks for four 250-kg bombs.

Kawanishi and Himeji combined to produce 1007 machines of this model, with one of three standard armaments: two 7.7, fuselage guns and four 20mm cannon (two in, two under, the wings) in the N1K1-J; the four cannon only in the –Ja; and four cannon within the wings of the –Jb. Later modifications included a ventral bomb attachment, and a few aircraft were experimentally equipped with a booster rocket.

Meanwhile the parent company had recast and simplified the original design, resulting in the N1K2-J Shiden-Kai (George 21) which possessed an extremely rapid climb rate and first class manoeuvrability. It employed only two-thirds as many constructional parts as the N1K1-J, reducing the all-up weight by nearly 500 lb, and differed considerably in appearance from its predecessor with improved landing gear and cleaner engine cowling. The latter’s mid-wing gave way to a low-mounted one, the fuselage was streamlined and extended, and the fin and rudder re-shaped.

Orders for a small prototype batch quickly materialised and the first flew on 31 December 1943.

N1K2-J

Despite the sharing of production among eight different assembly plants, B-29 raids on Japanese industry restricted the number of Shiden-Kais completed to 428. An instance occurred when a single Japanese pilot, Warrant Officer Konsuke Muto, fought off 12 Hellcats, shooting down four.

A total of 1,435 N1K Shiden landplane fighters were produced. A few N1K2-K two-seat trainers were completed.

N1K2-J
Engine: 1 x Nakajima NK9H “Homare 21”, 1990 hp / 1365kW
Wingspan: 12.0 m / 39 ft 4 in
Length: 9.35 m / 30 ft 8 in
Height: 3.96 m / 13 ft 0 in
Wing area: 23.5 sq.m / 252.95 sq ft
Max take-off weight: 4000-4860 kg / 8819 – 10715 lb
Empty weight: 2657 kg / 5858 lb
Max. Speed: 585 km/h / 364 mph at 1,370 ft
Cruise speed: 365 km/h / 227 mph
Service ceiling: 10760 m / 35300 ft
Range: 1700 km / 1056 miles
Crew: 1
Armament: 4 x 20mm cannon
Bombload: 2 x 550 lb

N1K2-J

Kawanishi N1K1 Kyofu

TerryLeave a comment

Anticipation of a need for single-seat float-equipped interceptor seaplanes prompted the Japanese navy to initiate a development programme for such aircraft in 1940, the Nakajima A6M2-N floatplane adaptation of the famous Mitsubishi A6M2 Zero being intended as a stopgap until a purpose-designed aircraft could be introduced. This was to be the Kawanishi N1K Kyofu (mighty wind), whose design was started in September of that year.

Featuring a central float and twin wing-mounted stabilizing floats, the new prototype retained the same gun armament as the A6M2 but was powered by a 1089kW Kasei 14 radial engine driving two-blade contraprops in an attempt to counter the torque-induced swing on take-off. The wing-mounted floats were originally intended to be retractable but design problems led to these being fixed before the aircraft’s first flight. Persistent trouble with the contraprop gearbox resulted in a change to the Kasei 13 engine driving a single three blade propeller from the second prototype onwards.

First flown on 6 May 1942, the N1K1 went on to trials with the navy, although with tricky take-off characteristics, in the air, with its combat flaps, the Kyofu handled and manoeuvred well. The N1K1 Kyofu reached the Imperial Navy in August 1942. At a time (the end of 1942), the N1K1 was ordered into production, but the delivery rate was slow to accelerate and fortunes changed rapidly during 1943. By December 1942, with only 15 aircraft being completed each month and Japanese offensive initiative dwindling, it was decided to end production of the aircraft, and in March 1944 the last of 89 Kyofus was delivered to the service.

Codenamed ‘Rex’ by the Allies, the N1K1 was first deployed for the defence of Balikpapan in Borneo. In the final weeks of the war N1K1s flew alongside the ‘Rufes’ of the Otsu Kokutai from Lake Biwa in defence of central Honshu against the increasing American raids on Japan.

In 1941 Kawanishi was still engaged in design of the N1K1, and while their design was still in progress Kawanishi undertook a wheel-landing gear version, designated the N1K1-J Shiden (Violet Lightning).

N1K1
Engine: 1 x Mitsubishi MK4E “Kasei-15”, 1150kW / 1460 hp
Wingspan: 12 m / 39 ft 4 in
Length: 10.59 m / 34 ft 9 in
Height: 4.75 m / 15 ft 7 in
Wing area: 23.5 sq.m / 252.95 sq ft
Max take-off weight: 3500-3712 kg / 7716 – 8184 lb
Empty weight: 2752 kg / 6067 lb
Max. speed: 480 km/h / 298 mph at 18,680 ft
Cruise speed: 365 km/h / 227 mph
Ceiling: 10560 m / 34650 ft
Range w/max.fuel: 1650 km / 1025 miles
Crew: 1
Armament: 2 x 20mm cannons, 2 x 7.7mm machine-guns

Kawanishi H8K Emily

TerryLeave a comment

Although only 167 examples were produced, the Kawanishi H8K was the most advanced flying-boat to achieve production status during World War II. Designed to meet a requirement issued in 1938 for a four-engine maritime reconnaissance flying-boat superior in all respects to the British Short Sunderland, the H8K1 prototype was first flown in January 1941, but initially possessed very poor water handling qualities. Extensive modifications were made and after successfully completing its service trials the aircraft was ordered into production as the Navy Type 2 Flying Boat Model 11, powered by four 1141kW Mitsubishsi Kasei 11 or 12 radials. Armament of these early aircraft was two 20mm cannon and four 7.7mm machine guns. With armour protection, selfsealing fuel tanks and a maximum speed of 433km/h, the new flying-boat was a considerable advance over the H6K.

H8K1

It carried out its first operational mission in March 1942 when two aircraft of the Yokohama Kokutai set out from Wotje Atoll in the Marshalls to bomb Oahu Island (Pearl Harbor), putting down at French Frigate Shoals to refuel from a submarine. Arriving over the American base, the Japanese crews found heavy cloud and the raid was ineffective. As a longrange maritime reconnaissance aircraft, the H8K1 (codenamed ‘Emily’ by the Allies) with its 7,200km range, heavy armament and good performance proved a highly competent aircraft. 112 improved H8K2, with 1380kW Kasei 22 radials and armament increased to five 20mm cannon and four 7.7mm machine-guns, were built between 1943 and 1945. It was also equipped with ASV radar, being responsible for the sinking of at least three American submarines in the area north of the Philippines during the last 18 months of the war.

Additional to the maritime reconnaissance version, 36 H8K2-L boats were built in the last two years of the war, these being equipped as naval staff and troop transports capable of accommodating either 29 staff passengers or 64 fully armed troops. The progressively deteriorating war situation for Japan led to a run-down in production of flying boats during 1945 in favour of fighters for home defence, and later versions of the H8K were accordingly abandoned. Nevertheless this excellent aircraft saw considerable service, being flown by the 14th, 801st, 851st, 1001st, 1021st, Takuma, Toko, Yokohama and Yokosuka Chinjufu Kokutais.

H8K2
Engine: 4 x Mitsubishi MK4Q “Kasei-22”, 1380kW / 1850 hp
Max take-off weight: 24500-32500 kg / 54014 – 71651 lb
Empty weight: 18380 kg / 40521 lb
Wingspan: 38 m / 124 ft 8 in
Length: 28.13 m / 92 ft 3 in
Height: 9.15 m / 30 ft 0 in
Wing area: 160 sq.m / 1722.22 sq ft
Max. Speed: 460 km/h / 286 mph at 15,485 ft
Cruise speed: 290 km/h / 180 mph
Ceiling: 8850 m / 29050 ft
Range w/max.fuel: 7050 km / 4381 miles
Crew: 9
Armament: 3 x 20mm cannons, 4 x 7.7mm machine-guns, 2 x 800-kg torpedos or 2000kg of bomb

Kawanishi H6K Mavis

TerryLeave a comment

Owing much to American and French flying-boat design of the mid-1930s, the large four engine Kawanishi Type 97 parasol monoplane flying boat. When first flown in July 1936, The Type 97 was Japan’s only in-service long-range reconnaissance flying-boat when that nation went to war in December 1941. The H6K1 initial military version entered limited service with the Imperial Japanese Navy in 1938, and was followed by 10 H6K2 flying-boats.

The first major production version, the H6K4, was powered by four Mitsubishsi Kinsei 43 radiais and armed with four 7.7mm machine-guns in bow and midships positions and a 20mm cannon in a tail turret, and was capable of carrying two 800kg bombs or torpedoes. A total of 66 were in service at the time of Pearl Harbor, later aircraft powered by Kinsei 46 engines. These boats were widely employed, although the initial heavy defeats inflicted on the Allies in the Pacific rendered maritime reconnaissance duties subordinate to the need for air transportation of Japanese troops during the swift conquests in the East Indies and elsewhere. A number of aircraft, designated H6K4-L, were converted for transport duties and were each able to accommodate about 18 fully-armed troops. Lacking armour and self-sealing fuel tanks, they were extremely vulnerable to fighter attacks and, after a number had been shot down, a new version entered production as the H6K5 in August 1942. By that time the maritime reconnaissance version had been given the reporting codename ‘Mavis’ by the Allies, the transport derivative being named ‘Tillie’.

Powered by either Kinsei 51 or 53 radials, the H6K5 was intended to eliminate the shortcomings of the earlier versions, but although the open bow gun position was replaced by a single-gun turret immediately aft of the pilot’s cockpit, the overall armament was not increased. Only 36 H6K5s were completed by 1943, when production gave place to the greatly superior H8K.

H6K4

Kawanishi H6K Article

H6Ks served with the 8th, 14th, 801st, Toko and Yokohama Kokutais, and some of the H6K5s were employed as naval staff transports throughout the Pacific in 1943. Eighteen aircraft served on the quasicommercial courier services in South East Asia, a number of them being destroyed by Allied aircraft both in the air and at their moorings.

H6K5
Engine: 4 x Mitsubishi “Kinsei-51”, 975kW
Take-off weight: 17500-23000 kg / 38581 – 50707 lb
Empty weight: 12380 kg / 27293 lb
Wingspan: 40 m / 131 ft 3 in
Length: 25.63 m / 84 ft 1 in
Height: 6.27 m / 20 ft 7 in
Wing area: 170 sq.m / 1829.86 sq ft
Max. Speed: 380 km/h / 236 mph
Cruise speed: 255 km/h / 158 mph
Ceiling: 9560 m / 31350 ft
Range: 4870 km / 3026 miles
Range w/max.fuel: 6670 km / 4145 miles
Crew: 10
Armament: 1 x 20mm cannon, 4 x 7.7mm machine-guns, 2 x 800-kg torpedos or 1000kg of bombs

H6K5
Engines: 4 x Mitsubishi Kinsei 46, 1070 hp
Span: 131 ft 3 in
Max speed: 211 mph at 13,120 ft
Range: 3107 miles
Max bombload: 3527 lb

Kamov Ka-50-2 / Ka-52

TerryLeave a comment
Ka-52

The Ka-50-2 designation applies to three different aircraft. The basic Ka-50-2 is a variant of the Ka-50 single-seater, though the designation is also applied to two twin-seat aircraft; first of these was a version of the Ka-52 Alligator. All Ka-50-2s differ from the baseline Ka-52 in retaining the attack and anti-tank role using 12 laser beam-riding AT-8 Vikhr ATGMs or 16 Rafael NT-D ATGMs. Number 024 was used as demonstrator.

Kamov Ka-50-2 / Ka-52 Article

The second variant of Ka-50-2 is another two-seater, intended to have a conventional stepped, tandem cockpits. A further subvariant of the tandem-seat Ka-50-2, the Erdogan (Turkish for Born Fighter) was proposed to Turkey jointly by Kamov and Israel Aircraft Industries. Powered by TV3- 117VMA-02 engines, this would have been fitted with longer-span wings and feature a NATO-compatible Giat 621 turret containing a single 20mm cannon which would fold down below the belly of the helicopter in flight, for a 360 degree arc of fire. It would fold to starboard for landing, and could be fired directly forward, even when folded. Ten Turkish pilots flew Alligator “061” at Antalya, Turkey, in early 1999 as part of evaluation process for a requirement for 145. Named as second choice when the Bell AH-1Z selected, negotiations reopened in mid-2002, following an impasse in negotiations with USA.

The multi-role all-weather combat Ka-52 “Alligator” coaxial-type helicopter differs from its predecessor by a wider nose part and twin-seat crew cockpit where the pilot ejection seats are arranged side-by-side. Both pilots have full controls of the helicopter without any limitations. The pilot cockpit is armored. Numerous weapons options for the helicopter are achieved by arranging a movable high-speed firing gun starboard of the helicopter, and by six external wing stores.
The avionics suite is comprised of a multiplexed, multi-level digital computer-based system having large storage capacity and high speed. Observation, search and targeting systems comprising head-mounted display are used for round-the-clock and all-weather detection of specified targets and their attack using optical, TV, laser, IR and radar equipment.
NATO reporting name Hokum-B, the Ka-52 was revealed at the 1995 Paris Air Show, rolled out in December 1996. The first flight was on 25 June 1997, but the first official flight was on 1 July 1997.
The Ka-52 is 85% similar to the single-seat Ka-50, but the front fuselage is redesigned to accommodate two crew, side by side. Access is by upward-hinged and bulged gull-wing type transparent canopy doors over each seat. The bottom of nose is recessed on the starboard side to improve the field of fire of the 2A42 gun. Some cockpit armour and a number of rounds for the cannon are omitted to compensate for the increased weight.
Power plant for the production models is two uprated 1,863kW Klimov TV3-117VMA-SB3 turboshafts. Two 1,633kW TV3-117VMA turboshafts powered the prototype.
The pilot and pupil or navigator/weapons operator have Zvezda K-37-800 ejection systems, for simultaneous emergency escape, similar to that of Ka-50. Full dual controls are standard including two colour and two monochrome SMD 66 multifunction displays.
AVIONICS: Integrated by Sextant Avionique, supplier of head-down displays, the Navigation and Attack System for Helicopters (NASH), Topowl helmet-mounted sight display, Nadir 10 navigation system.
Radar: Phazotron FH-01 Arbalet MMW radar installed in mast-mounted dome.
Flight: Nadir 10 nav system with Stratus laser gyro AHRS and Doppler radar.
Instrumentation: Arsenal Shchel-V helmet-mounted sight for weapons operator.
Mission: Samshit-E weapons control system above and behind the second cockpit, with TV, FLIR and laser range-finder and target designator. Thomson-CSF FLIR (or optional Russian Khod FLIR) integrated with Shkval electro-optical (TV) sighting system in ball above fuselage aft of canopy. Smaller ball for optical sight under fuselage. Windows for laser range-finder and IR camera in nose turret.
Self-defence: Active IR and electronic jamming units; UV-26 flare/chaff dispensers in wingtip fairings. Warning equipment includes Pastel (L150) RWR, Mak (L136) IR and Otklik (L140) laser system.

The Kamov Ka-52 entered series production on October 29, 2008. With deliveries of the first batch of 12 units for the Russian air forcé.

Powered by TV3-117VMA turboshafts of 2,195 unit shp from Kamov the Ka-52 reaches a maximum speed of 310 km/h and a cruise of 270 km/h, able to move backwards up to a maximum speed of 90 km/h or 80 km. /h to the sides. The normal takeoff is around 10,400 kg, the maximum 11,000 kg.

The Ka-52 Kamov cockpit chose the side-by-side seating. Both have a K-37-800 ejection seat which, prior to the exit of the seats, different explosive charges separate the rotor blades to allow both seats come out of the fuselage without inconvenience. The cabin is armored with the capacity to resist impacts of up to 20 mm while the windshields have a resistance to ammunition shots of up to 12.7 mm.

The instrument panel incorporates four multifunction polychrome LCD screens and another two monochrome to which is added an ILS-31 model Head Up Display. Both crew members have GEO-ONV-1 or ONV-1-01 night vision goggles, the entire instrument panel being compatible with them. Within the NAV/COM systems there is an inertial navigator with satellite assistance and digital communications equipment.

The integrated self-defense system known as Vitebsk includes:
L-150 Pastel radar warning system
L-140 OTKLIK laser warning system
Missile approach detector of unknown model
Double infrared jammer L-3705
Six UV-26 decoy dispersers

Gallery

Ka-52
Engines: 1,863kW Klimov TV3-117VMA-SB3 turboshafts
Rotor diameter: 14.50m
Fuselage length: 13.53m
Height: 4.95m
Max take-off weight: 10800kg
Max speed: 300km/h
Hovering ceiling, OGE: 3600m
Normal range: 520km
Range with max fuel: 1200km
Armament: 1 x 30mm 2A42 cannon, 240 rounds
Hardpoints: 6
Crew: 2

Ka-52

Kamov Ka-50 / Ka-52

TerryLeave a comment

The Ka-50 Akula (Black Shark) is a single-seat attack helicopter. The Ka-50 has two coaxial three-blade rotors of 14.5-m diameter each. The polymeric composite blades are attached to the hub by a torsion bar. The airframe features mid-set stub wing, retractable three-leg landing gear and empennage of a fixed-wing aircraft type. The pilot cockpit is fully armored. The emergency pilot escape system, comprising an ejection seat, operating within the entire flight speed and altitude range.
The load factor of 3.5G allows numerous weapons options by arranging a movable high-speed firing gun starboard of the helicopter, and six external wing stores.
Total weight of the weapons on the wing stores is 2300kg. The on-board avionics suite uses satellite navigational and the observation, search and sighting systems comprising TV, laser and IR equipment.

Kamov Ka-50 / Ka-52 Article

A single-seat close support helicopter, the Ka-50 features a coaxial, contrarotating and widely separated semi-rigid three-blade rotors system with swept blade tip, attached to the hub by steel plates. The fuselage has nose sensors, a flat-screen cockpit, heavily armoured by combined steel/aluminium armour and spaced aluminium plates, with a rearview mirror above the windscreen. A sweptback tailfin has an inset rudder and large tab. A high-set tailplane on rear fuselage has endplate auxiliary fins. With retractable landing gear and mid-set unswept wings, carrying ECM pods at tips and four underwing weapon pylons. The engines are above the wingroots. Partially dismantled, the Ka-50 can be air-ferried in the Il-76 freighter. Much of the fuselage skin is formed by large hinged door panels, providing access to interior equipment from ground level.

The fuselage is built around a steel torsion box beam, of 1.0m square section. The wing centre-section passes through the beam, and the cockpit is mounted at the front of beam, gearbox above and engines to the sides. Carbon-based composites materials constitute 35% by weight of the structure, including the rotors. Approximately 350kg of armour protects the pilot, engines, fuel system and ammunition bay. The canopy and windscreen panels are 55mm thick bulletproof glass.
The hydraulically retractable tricycle type landing gear has a twin-wheel steerable nose unit and single mainwheels all semi-exposed when up. All wheels retract rearward, and have low-pressure tyres.

Power is from two 1,633kW Klimov TV3- 117VMA turboshafts with VR-80 main reduction gearbox and two PVR-800 intermediate gearboxes, with air intake dust filters and exhaust heat suppressors. Two primary fuel tanks, filled with reticulated foam, are inside the fuselage box beam. Total internal capacity approximately 1,800 litres. The front tank feeds the port engine, the rear feeds the starboard and APU. Each tank is protected by layers of natural rubber. There is provision for four 500 litre underwing auxiliary fuel tanks. Transmission remains operable for 30 minutes after oil system failure.
The double-wall steel armoured cockpit is able to protect pilots from hits by 20 and 23mm gunfire over ranges as close as 100m. The interior is black-painted for use with NVGs. Specially designed Zvezda K-37-800 ejection system, for safe ejection from 100m. Following explosive separation of the rotor blades and opening of the cockpit roof, the pilot is extracted from the cockpit by a rocket; alternatively, he can jettison doors and stores before rolling out of cockpit sideways.
All systems are configured for operational deployment away from base for up to 12 days without need for maintenance ground equipment. Refuelling, avionics and weapon servicing are performed from ground level. AI-9V APU for engine starting, and ground supply of hydraulic and electrical power, in top of centre-fuselage. Anti-icing system for engine air intakes, rotors, AoA and yaw sensors; de-icing of windscreen and canopy by liquid spray.
PrPNK Rubikon (L-041) piloting, navigation and sighting system based on five computers: four Orbita BLVM-20-751 s for combat and navigation displays and target designation, plus one BCVM-80-30201 for WCS. Incorporates PNK-800 Radian navigation system, with C-061K pitch and heading data, IK-VSP-VI-2 speed and altitude and PA-4-3 automatic position plotting subsystems. Series 3 Tester U3 flight data recorder. Ekran BITE and warning system. KKO-VK-LP oxygen system with 2 litre supply for 90 minutes. Electrical supply from two 400kW generators at 115V 400Hz three-phase AC; 500W converter; rectifiers for 27V DC supply.
NATO code name ‘Hokum’, the project was launched in December 1977 as the V-80 (Vertolyet 80: Helicopter 80). The first prototype (010) was built by the Kamov bureau and hovered at Lyubertsy on 17 June 1982, and flew on 23 July 1982. Power was by TV3-117V engines. The second prototype (011) flew on 16 August 1983 with TV3-117VMA engines and a mockup of the Shkval tracking system, Merkury LLLTV, cannon and K-041 sighting system. Both prototypes wore painted ‘windows’ to simulate fictitious rear cockpits. Initially reported in the West in mid-1984, but the first photograph did not appear (US Department of Defense’s Soviet Military Power) until 1989.
The first prototype was lost in a fatal accident on 3 April 1985. The first was replaced by the third prototype (012) with Mercury LLTV system for the state comparative test programme against the Mil Mi-28, which was completed in August 1986.
Two preproduction V-80Sh-1s (014 and 015) were the first to be built at Arsenyev and introduced UV 26 chaff/flare dispensers. The second had the K-37-800 ejection system and mockup of an LLLTV in an articulated turret. Ordered into production in December 1987, a further three were used for continued development work comprising 018 (first flown at Arsenyev 22 May 1991), 020 “Werewolf” and 021 “Black Shark”. (The export marketing name was originally Werewolf, but had changed to Black Shark by 1996.) State tests of the Ka-50 began in mid-1991 and the type was commissioned into the Russian Army Aviation in August 1993 for trials at the 4th Army Aviation Training Centre, Torzhok. In August 1994, the Ka-50 was included in the Russian Army inventory by Presidential decree, and judged winner of the fly-off against Mi-28. The Mi-28 was nominally terminated on 5 October 1994 but the competition continued.
Further army evaluation followed when the first two of four production Ka-50s were funded in 1994 and officially accepted on 28 August 1995. The third and fourth were received in 1996, the four were numbered 20 to 23 (prompting pre-series 021 to be renumbered 024 to avoid confusion). Arsenyev production was to have increased to one per month during 1997, but this did not occur. The original Ka-50 (and rival Mi-28A) were overtaken by the issue of a revised requirement which emphasised night capability – favouring the two-seat Mi-28. The initial order for 15 Ka-50s was reportedly cancelled in September 1998, with procurement postponed until 2003. Three were deployed to Mozdok during 1999 for use in Chechnya, but were not used operationally. Two returned to the theatre in December 2000, with the first firing of weapons against guerrilla forces on 6 January 2001 (operating in conjunction with Mil Mi-24s). The helicopters returned to Torzhok in March 2001. Unspecified modifications, found necessary as a consequence of operational deployment, had been incorporated by November 2002, according to a Kamov announcement.

Customers were the four for Russian Army service trials, plus eight flying prototype and pre-series helicopters; all delivered. A further 10 were ordered in the 1997 budget and six in 1998, of which first three were due for delivery before the end of 1998. The initial helicopter was eventually completed in June 1999, two more were due by mid-2000. By early 2003, it was still unclear if helicopters from the first batch of 10 had been delivered to Army Aviation. Two operational Ka-50s were shown at the Moscow Salon in August 2001 but may have been repainted trials aircraft. One army helicopter lost in accident 17 June 1998; attributed to rotor clash.
The unit price of the Ka-50N was quoted as between US$12 million and US$15 million in mid-1999.

The Ka-50N (Nochnoy: Nocturnal) was also reported as the Ka-50Sh. A night-capable attack version, essentially a single-seat Ka-52, the programme began in 1993, originally based on TpSPO-V and Merkury LLLTV systems, which were tested on Ka-50 development aircraft. The Ka-50N was first reported in April 1997 as a conversion of prototype 018 with Thomson-CSF Victor FLIR turret above the nose and Arbalet (crossbow) mast-mounted radar, plus a second TV screen in cockpit. The FLIR was integrated with Uralskyi Optiko-Mekhanicheskyi Zavod (UOMZ) Samshit-50 (Laurel-50) electro-optic sighting system, incorporating a French IR set. First flight variously reported as 4 March or 5 May 1997. Programmed improvements included replacement of the PA-4-3 paper moving map with digital equivalent. By August 1997, the FLIR turret was repositioned below the nose and the Arbalet was removed. By mid-1998, the IT-23 CRT display was replaced by a TV-109, and the HUD removed and replaced by Marconi helmet display. A proposed new cockpit was shown in September 1998, having two Russkaya Avionika 203 x 152mm LCDs and central CRT for sensor imagery. Indigenous avionics were intended for any local production orders, the French systems were an interim solution and standard for export. The Republic of Korea Army evaluated both the Ka-50N and the baseline Ka-50. In 1999, pre-production aircraft 014 was exhibited with a UOMZ GOES sensor turret in place of Shkval.

The Ka-50 Hokum-A was a a single seat helicopter, althougth Israeli Air Industries developed a tandem-seat cockpit version with Kamov known as the Ka-52 Alligator or Hokum-B.

Ka-50
Engine: 2 x Klimov TV3-117VK.
Instant pwr: 1642 kW.
Rotor dia: 14.5 m.
Length with rotors turning: 16.0m
Empty weight: 7700kg
MTOW: 10,800 kg.
Payload: 2500 kg.
Max speed: 189 kts / 310km/h
Range with max payload: 450km
Range with max fuel: 1200km
HOGE: 13,115 ft / 4000m
Rate of climb: 10.0m/s
Crew: 1.
ROC: 1500 fpm.