Nakajima G8N "Renzan" (Rita) - Extra info

Prototype Number 4 found at the Nakajima plant in Koizumi, Gunma prefecture. This was the one that was brought back to the USA for testing.

Extra info from the Japanese Wiki: 

Nakajima Aircraft proceeded with the design and development under Chief Engineer Matsumura Kenichi, and in October 1944, the first prototype was completed and successfully made its maiden flight on 23 October. However, due to a shortage of aluminum, the first prototype was unable to achieve the planned performance. Furthermore, while being moved to the hangar, a brake failure caused a collision, damaging the nose. As the turbosuperchargers were also incomplete, delivery to the Navy was delayed until January 1945. 

Prototypes 1 to 3 were primarily used to verify the condition of the airframe and its fittings; final performance tests using aircraft fully equipped with turbosuperchargers and armament were scheduled to begin with Prototype 4 onwards. Although high performance was anticipated, due to accidents and air raids, and the cancellation of production of the aircraft itself, sufficient test flights were not carried out, and its actual performance remains unclear. 

Although the "Renzan" Prototypes 1 and 2 were accepted by the Navy and began trials based at Oppama Airfield, Prototype 1 suffered an accident during a test flight landing in which the rear fuselage snapped. Following an investigation, it was found that the fuselage strength specifications in use at the time were inadequate for aircraft with a nose-wheel landing gear configuration; consequently, repairs were carried out alongside a redesign. 

As Oppama Airfield was cramped and unsuitable for testing heavy aircraft, and as US air raids on the Kanto region had intensified since February of that year, Prototypes 1 and 2 of the "Renzan" were airlifted to Misawa Naval Air Station in March to avoid these attacks. Flight tests aimed at overloading the aircraft were conducted there; however, due to the worsening war situation, the "Renzan" prototype program itself was canceled in June 1945. Tests using the turbosuperchargers were never carried out, and the aircraft were destroyed in an air raid at the same location in August. Nakajima Aircraft had halted work at the stage of manufacturing the fuselages for prototypes 5-8 at Koizumi Works, leaving a total of two aircraft-prototypes 3 and 4, which had been completed but not yet accepted-at the adjacent Koizumi Airfield. One of these was severely damaged by air raids, while the other remained in a partially damaged state. 

This damaged airframe (believed to be Prototype No. 4, though there are differing theories) was seized by the US military. After repairs were carried out using salvaged parts from Prototypes No. 1 and No. 2, which had been transported from Misawa, it was airlifted from Koizumi Airfield to Oppama in December 1945 under US military supervision. It was then loaded onto a ship at Yokosuka and transported to the United States. 

In June 1946, the transferred aircraft flew the 480-nautical-mile route from Newark Army Airfield to Patterson Airfield in Ohio at a speed of 110 miles per hour, covering the distance in 3 hours and 10 minutes against a headwind of 26 knots. Although one more test flight was conducted, subsequent flights were canceled due to the poor condition of the aircraft; for instance, even after refurbishment by the US military, only one of the four engines was capable of operating at full power. The aircraft was stored on the base as a candidate for display in the Air Force Museum, but was ultimately scrapped during the Korean War, and no examples survive today.

This photo and the next two, feature Prototype Number 2 found in Misawa base, Aomori Prefecture. It suffered serious damage on the fuselage, as can be seen in the photos, when it was strafed during an air raid.

I’d like to conclude these posts on the "Renzan" by sharing my thoughts on the aircraft.

The "Renzan" was supposed to be the replacement Navy bomber of the Mitsubishi G4M "Betty". If everything had gone well with the engines, it would be faster than the "Betty"; "Rita" max speed 320kt, "Betty" 254kt. 

"Rita" would also have significantly increased range; "Rita" 2130 naut miles, max 4030, "Betty" 3270 or 2340.

"Rita" would also have drastically improved defensive armament with the rotating dorsal and ventral turrets and the twin 20mm cannons on the nose and tail.

Other than that...nothing else. In my eyes Nakajima, again, strived to improve the Mitsubishi design by trying to correct some of its weaknesses but did nothing to improve the payload.

I'll keep it simple to be easily understood.

If an ordnance of 100 tonnes is necessary to damage an enemy airfield significantly enough so that it remains out of comission for a meaningful amount of time (one week), then 20 bombers carrying a payload of 5 tonnes (ex. Consolidated B-24 Liberator) would need to fly 3-4 missions. 

Now consider how many missions or how many aircraft would be needed if you have bombers that can only carry a one-ton payload. In fact, Japanese bomber crews frequently expressed frustration that any damage they caused to the enemy airfield during night missions was gone by the following morning. Certainly, credit goes to the Seabees, but this also clearly illustrates the critical shortcomings of the Japanese bombers.

Therefore, if the "Renzan" was not intended for strategic bombing missions but rather to function more as an attack bomber, akin to the "Betty," then Mitsubishi had already completed and started production of one the finest attack bombers: the Ki-67 "Hiryu" (Peggy).

All in all, I fail to see how the "Renzan" would be of any use to the Japanese Navy. A testbed for some improvements like the turrets and the turbosuperchargers, okay, but nothing more.

Nakajima G8N "Renzan" (Rita) Prototype - video

The video today features the acceptance and purification ceremony of the first Nakajima G8N "Renzan" (Rita) prototype, held on December 25, 1944, at the airfield adjacent to the Nakajima Aircraft Koizumi factory. The original 16mm film was shot by Kaneko Michio, who was at the time head of the Photography Section in the Design Department at Koizumi.

At 0:36 we can see the second prototype of the Nakajima G5N "Shinzan" (Liz) with tail marking "コ-G5-2" (Ko-G5-2).

At 1:07, following the purification ritual performed by a Shinto priest, a "tamagushi" is offered at the altar in front of the aircraft.

Kyushu J7W "Shinden" pt. 3

After the war concluded, certain outer surfaces of the initial prototype were damaged and were later fixed for delivery to the US forces that occupied the area.

As per Japanese reports, the second prototype (of which no images have emerged, to my knowledge) was nearing completion when the war concluded.

The attached photos feature the first prototype following its repairs, prior to being painted, awaiting delivery to the US military.

Here's what the Japanese Wikipedia say about the Kyushu "Shinden-kai" J7W2 equipped with a jet engine:

There is a theory that there was a plan to eventually convert the Shinden into a jet aircraft, known as the "Shinden-kai" (designation J7W2). The basis for this theory regarding the Shinden's jet conversion plan is a contribution to an aviation magazine by Kiyohara Kunitake, former Deputy Chief of the First Design Section in the Kyushu Aircraft Design Department.

In his article, Kiyohara wrote: “On June 5, 1944, either during the ‘Study Group on the Prototype "Shinden" Project Requirements’ held at the Air Technical Arsenal or following subsequent instructions, a member of the Air Technical Arsenal’s Engine Division stated, ‘Proceed with the design with the use of a gas turbine in mind.’ The engine to be installed on the "Shinden" would have a static ground thrust of 900 kg, equivalent to roughly 3,000 HP, and would likely achieve a speed of about 420 kt (780 km/h). However, a takeoff booster rocket would be necessary, and the plan was to treat this as an overload. It appears this was the Ne-130 jet engine then under development at Ishikawajima-Shibaura Turbine. Given the engine layout of the "Shinden," converting it to jet engines did not seem particularly difficult. I remember feeling excited and hoping it would be realized as soon as possible. Ultimately, this did not come to fruition, but the prototype of the twin-engine jet attack aircraft "Kikka," designed by Nakajima Aircraft, was also built at Kyushu Aircraft, and the war ended just as the first prototype was nearly complete.” he testified. 

However, no other specific records have been found indicating that the "Shinden" was designed with jet conversion in mind. Furthermore, while Nishimura Mitsuo, who served as the chief engineer for the "Shinden’s" powerplant installation, acknowledges that there was talk of jet conversion, he also testified that “no concrete progress had been made” toward its realization. The development of the Ne-130 jet engine—which was under prototyping at the time and slated for installation—had only just reached the stage of full-power testing near the end of the war and was not yet in a condition suitable for actual operation.

The reason for this was that its predecessor, the Ne 20, suffered from various fatal defects. As a result of these defects, its endurance was extremely short, with a maximum operational life of only 15 hours during design-phase full-power operation. These defects were also exposed during test flights of the "Kikka," which was being developed in parallel with the "Shinden" at the time, and no progress was being made toward resolving them. These defects were present not only in the Ne-20 but also in the Ne-130, which was under development at the time, and naturally, the "Shinden" was not in a condition to be equipped with them.

Furthermore, by the end of the war, Japan had virtually exhausted its supply of rare metals (such as nickel and chromium) necessary for manufacturing the heat-resistant metals essential for jet engines; the development of high-heat-resistant alternative metals to address this resource shortage was a major obstacle even for the exhaust turbine, as is often noted. Consequently, it is believed that even if a prototype engine had been completed, mass production would have been virtually impossible.

Allow me to conclude this series of posts on the "Shinden" by sharing my thoughts on the aircraft. Although undoubtedly distinctive, highly intriguing, and in simple terms, truly impressive, I think the "Shinden" ought to be regarded not as a "miracle weapon" but rather in a more realistic and pragmatic light.

The aircraft was primarily designed as an interceptor for the B-29. U.S. bombers flying at very high altitudes would necessitate the development and installation of a pressurized cabin in the "Shinden," something I have not read anywhere that was taken into consideration. The IJAAF was experimenting with pressurized cabins (Kawasaki Ki-108), but the Navy?

Bombers flying at lower altitudes would afford the protection of escort fighters, and the "Shinden" was not intended to engage in aerial battles with them. Even if that became feasible, by the second half of 1945, the Japanese military did not have enough highly trained fighter pilots to stand a chance. Training new pilots to fly this new high-performance interceptor would require many months. Given that Japan had nearly depleted its supply of high-quality aviation fuel, it is very difficult to see how new pilots would have been trained to reach a level of proficiency sufficient to make a difference. 

Most Allied sources mention that by the summer of 1945, the bombing campaign against Japan was nearly complete and the B-29s were mostly out of targets. Furthermore, during the invasion of the Japanese mainland, medium and low-altitude bombers would be deployed to support the ground forces, so again, not many B-29s would be in the sky for the "Shinden" to intercept. All in all, I see the "Shinden" as a design that could have made some impact if it had been completed, produced, and delivered to combat units by the end of 1944, to be thrown into combat at the beginning of 1945, rather than as a 1946 design. I can imagine in 1945 the 302 Kokutai having a bunch of "Shindens" led by Akamatsu and perhaps a night fighter version, a J7W1-S with a couple of cannons right behind the pilot's seat but in 1946...unlikely.

But hey, it went against Godzilla, didn't it?

The 14 Sentai "Sally" that demands correction!

Four years ago ICM, with ARAWASI help, released the beautiful Mitsubishi Ki-21 "Sally" kit and everybody was thrilled and very happy. That is until...some modellers realized it was a Model 1 and that most of them were overall gray. Oh, the mysery! Little chance to show off and make squiggles with my expensive airbrush for camo!!!! Buhuhu... 

Rather than waiting for ICM to issue a Model 2 kit featuring numerous interesting camouflage and tail marking choices, there’s been a pursuit to discover "interesting" (i.e. highly camouflaged) Model 1 "Sallys" and push the matter, sometimes resulting in historical inaccuracies.

And so, the opportunity for this small piece came when I recently saw photos, splashed all over the net, of an absolutely beautiful model from a friend and a very respected Japanese modeller that is unfortunately historically inaccurate. I definitely wouldn't object to the occasional modeller who got the kit and had fun with it; I'm not out there looking to correct the work of modellers - I'd rather not be part of the "history police." However, when a well-regarded and fairly renowned modeller, recognized for creating highly precise models, produces an inaccurate one, I feel compelled to express my concerns before others begin to replicate his model.

Here goes...

There were two "Sally" Models. Model 1 had Nakajima Ha-5 engines, and Model 2 had bigger and more powerful Mitsubishi Ha-101 engines. In Model 1, the engines were fairly small, and half of the wheels were hanging from the nacelles. The Ha-101 engines were bigger and required equally larger nacelles, and the landing gear was enclosed with doors. Check the illustration below to see these differences in the engine, nacelle, and wheel areas.

Top, Mitsubishi Ki-21 Model 1 Otsu.

Bottom, Mitsubishi Ki-21 Model 2 Ko.

The illustrations are from Maru Mechanic #29 and although not bad at all, there are issues with the non-existent windows between the wing root and the fuselage door. But more importantly, note the differences between the two models in the engine, nacelle, wheel area.

As we described for the first time in our Eagle Eye #3 publication, according to the official unit history, the 14th Sentai relocated back to Japan in April 1942, where they exchanged their old Model 1 bombers for new Model 2s and trained for about a month. According to veteran recollections, the tail marking the unit became famous during the Papua/New Guinea campaign was adopted while in Japan, i.e. the unit used a different tail marking on their Model 1s. Then the unit moved to Kuala Ketil in central Malaya, where they spent the rainy season in Burma training with their new bombers, now having 27 (36) bombers in its strength. In other words, the unit DID NOT operate any Model 1s after April 1942. There are no photos or records indicating it had any. Yet, illustrations have appeared that show 14th Sentai Model 1s in the P/NG theater.

This photo detail taken from a US bomber during a November 2, 1943, raid against Rabaul, features a 14 Sentai 3rd Chutai "Sally" and a second one belonging to the 81 Sentai under a camouflage net. This has frequently been cited as evidence of a Model 1 14 Sentai "Sally."

Many who are not familiar with the differences between Model 1 and Model 2 "Sallys" overlook the wheel doors indicated by the red arrow. These doors confirm that this is a Model 2 "Sally"; definitely NOT a Model 1.

"Rising decals" has included decals of this particular "Sally" in its RD72105 set. As you can see it depicts a Model 1, which is inaccurate. Furthermore, the vast majority of 14 Sentai "Sallys" had the individual aircraft number painted at the bottom of the rudder.

Well-known, very highly regarded and respected (and a friend) aviation historian Michael Claringbould has included 14 Sentai "Sally" illustrations in one of his books. The books are top notch and VERY highly recommended but the artwork is occasionally not on par with the text. The attached illustration shows a misleading and incorrect combination of Model 1 fuselage with a Model 2 Otsu turret. I reached out to Michael and inquired about his source for Model 1 14 Sentai "Sallys," and he referred to the above photo in Rabaul.

This 14 Sentai "Sally" illustration far more accurately showcases the way the unit's aircraft looked when operated in the P/NG theater. There are some issues with the fuselage windows (the artist was probably inspired by the MM illustration) and again the aircraft misses the individual aircraft number at the bottom of the rudder. 

I really wish modellers could wait until ICM releases their Model 2 "Sally." And let's not forget there is a war going on there in Ukraine, and the ICM headquarters was bombed, not by innocuous requests but with actual bombs.

Kyushu J7W "Shinden" Test Flight pt. 2 - video

Today's video features the first Kyushu J7W "Shinden" prototype taking off for the very first time, on August 3, 1945, from Mushiroda Airfield in Fukuoka. In the cockpit is a Kyushu Aircraft test pilot (Blue FAOW says it's LCDR Tsuruno!), and as you can see the small tail wheels helped a lot to prevent another propeller accident.

Here's some interesting information about the aircraft from the Japanese Wiki:

From 1942 to around 1943, LCDR Tsuruno Masayoshi of the Aircraft Division at the Naval Air Technical Arsenal (Kugisho) conceived and researched a forward-swept-wing fighter, aiming to develop an innovative fighter that would significantly exceed the performance limits of conventional fighters. Additionally, in 1943, CDR Genda Minoru, who had been appointed as a staff officer at the Naval General Staff, believed that the Zero-sen had likely already been thoroughly studied by the enemy. Seeking a groundbreaking fighter distinct from the Zero, he explored the development of a high-speed fighter but lacked the technical knowledge to propose such a design. However, thanks to Tsuruno's presence, who shared this vision, the development of the "Shinden" began.

Even during the development of the "Shinden", some held the opinion that “a shape not found in nature must have some sort of flaw. Tsuruno simply hasn’t realized it yet.” However, the project gained widespread support on the premise that, as long as the design was fundamentally sound, it was worth pursuing.

The Navy, which had already anticipated an invasion of the mainland by high-altitude bombers, tentatively approved the development of a prototype in February 1945. Kyushu Aircraft was selected as the joint development partner to handle the detailed design and manufacturing, as the company had recently completed development of the land-based patrol aircraft "Tokai" and had more capacity available than other aircraft manufacturers. Tsuruno and others from the Naval Technical Arsenal were assigned to the company to provide technical guidance.

When determining the required performance specifications, there were calls from the operational side (led by staff member Kofukuda) to equip the aircraft with air combat flaps, but the design team argued, “The premise is that this aircraft will not engage in dogfights.” Team member Kitano also countered, “If the flaps are fully extended, drag increases; if they are only half-extended, they will be inferior to the Raiden’s air combat flaps”. The Aircraft Division and Science Division of the Aviation Technical Arsenal questioned their effectiveness and advocated avoiding close-range dogfights, instead adopting a hit-and-run tactic that leveraged high speed, similar to the U.S. Army Air Forces’ P-51 and P-38. Despite a directive from CDR Genda, a staff officer at the Naval General Staff, stating, “We are pursuing this because we want a high-speed fighter capable of over 400 knots; we must not impose too many additional requirements that would reduce its speed”, it is reported that they ultimately decided to proceed with the installation of automatic air combat flaps and continued their deliberations.

Prototype

In May 1944, the 18th Experimental Interceptor Fighter "Shinden" was officially ordered into production, with the primary objective of intercepting Allied heavy bombers. Initially, the Navy’s requirement was to begin drafting in April 1944 and complete the aircraft by the end of that year. To meet this, Kyushu Aircraft mobilized not only local residents but also many female students and conscripted laborers from places such as Amami Oshima, Tanegashima, and Kumamoto to establish the necessary production capacity. At its peak, the workforce exceeded 50,000 people, and it was estimated that once mass production began, the plant would be capable of producing 300 aircraft per month. Additionally, regarding materials, there was a requirement to consider using iron, which was expected to be relatively abundant in the future.

In November 1944, Kyushu Aircraft, having assembled its engineers, completed the drafting work—which normally takes a year and a half—in just six months, producing approximately 6,000 drawings. That same month, Franz Paul, a German engineer from Henschel [couldn't find anything about him. Leave a comment if you know more] , visited the facility. Under his guidance, the team began creating modified drawings designed with mass production in mind.

From December 1944 through April 1945, the Nagoya Plant of Mitsubishi Heavy Industries, which was developing the “Ha-43-42” engine scheduled to be installed in the "Shinden", suffered catastrophic, irreparable damage from air raids by the U.S. military. This led to significant delays in development.

In March 1945, following a B-29 air raid on Tachiarai Airfield, Kyushu Aircraft decided to evacuate its factory to Harada in present-day Chikushino City. Parts were transported by ox-drawn carts in the middle of the night [as usual].

As we saw in the previous post, the aircraft suffered a propeller mishap and small tail wheels from "Shiragiku" were installed. For mass-production models, the main landing gear was planned to be moved rearward, and no wheels were to be attached under the vertical stabilizer.

On August 3, 1945, the aircraft successfully completed its maiden flight during a test flight. Test flights were conducted on the 6th and 8th as well, but an engine malfunction occurred, and the war ended while the team was in the process of contacting Mitsubishi Heavy Industries to order replacement parts.

Kyushu J7W "Shinden" Test Flight pt.1 - video

The video today features the first prototype of one of the most unique Japanese aircraft ever produced, the Kyushu J7W "Shinden", during taxiing tests.

The original 8mm film was shot by Engineer Kiyohara Kunitake, an 8mm film enthusiast who, at the time, served as Deputy Chief of the First Design Section at Kyushu Aircraft and oversaw the aircraft’s equipment, piloting, functions, powerplant, and armament teams. It was developed after the war, the image quality is not very good and yet it is a most valuable record of this rare aircraft type.

The location is Mushiroda Airfield in Fukuoka. The airport was built in 1944 by the IJAAF and was named Mushiroda Airfield. After the war, the United States Air Force used the airfield as Itazuke Air Base from 1945 to 1972. Today it is called Fukuoka Airport, the principal airport on the island of Kyushu and the fourth busiest passenger airport in Japan.

The exact date is unknown but most sources mention that these taxiing tests were conducted in late July 1945.

After being transported to the runway and purified by a Shinto priest, the president of the Kyushu Hikoki, the Chief Designer LCDR Tsuruno Masayoshi performed a ritual offering of sacred branches. The engine was then started, and the taxiing test finally began. An Army Type 100 Reconnaissance Aircraft Model 3 can be seen in the rear left.

Below are some captions from the old blue FAOW explaining what we see in the clip.

Before the test run began, LCDR TSuruno, wearing a Navy cap, took the pilot’s seat himself to check the engine’s condition. This first prototype was finally completed shortly after June 10 and transported to Mushiroda Airfield on the 15th; however, modifications and maintenance to the radiator and hydraulic systems took a full month, and the final inspection was conducted in mid-July inside the tunnel hangar at Mushiroda.

A view from the front during the engine test run. The Mitsubishi Ha-43 Model 12 engine, with a takeoff power of 2,030 hp (2,900 rpm), rotates powerfully, emitting a distinctive, piercing roar. Because the cockpit is high off the ground, a long ladder was placed against the No. 1 prototype; a boarding mechanism allowing for quick entry was scheduled to be installed before mass production began.

The taxiing test is about to begin. LCDR Tsuruno, with a tense expression, is about to enter the cockpit. The antenna mast protruding from the right side of the nose is for the Type 3 Ku-1 radio telephone. There is another one below the front windshield of the cockpit. 

A view from the front-left just before the taxi test. With the engine at full throttle, the shadow of the 6-bladed propeller, 3.400 m in diameter, is clearly visible. The designers and prototype development staff watch over the scene.

The first prototype of the "Shinden", piloted by Major Tsuruno, took off in a cloud of dust, but just as it seemed the nose was lifting slightly near the north end of the runway, the aircraft spun halfway around and came to a stop. It is shown here taxiing back a short while later. 

Upon shutting down the engine and inspecting the aircraft, it was found that the tip of the propeller had bent about 50 cm. This was caused by the nose rising too high during the run, causing the propeller to strike the ground. Afterward, the tail wheels from Kyushu K11W "Shiragiku" were temporarily attached to the underside of the wing. 

The propeller was replaced with one intended for the second prototype, and the “first flight” took place on August 3 which we will see in the following post.

Aichi E13A "Jake", Tateyama Kokutai

Our friend Danny Jackett notified us of an interesting photo he spotted on the net, so we paired it with another featuring the same Aichi E13A "Jake" seaplanes found at the end of the war at Tateyama. They actually belong to the Tateyama Kokutai, as indicated by the katakana "タ-" (TA-) on the tail. 

Tateyama Kokutai was one of the oldest IJNAF units, organized on June 1, 1930, in Tateyama, Chiba Prefecture, to ease the congestion of Yokosuka Ku and to protect Tokyo Bay, as well as the areas near the coastline of East Japan. It could operate land-based aircraft and seaplanes, and when established, it had in its strength carrier fighters, carrier attackers, reconnaissance seaplanes, and flying boats; eight of each. It was nicknamed "Tateku." On December 15, 1944, all the Eastern Japan patrol kokutai, including Tateyama Ku, were merged into the 903 Ku. A second Tateyama Ku was organized on May 15, 1945, with carrier attack-bombers and patrol seaplanes.

Mitsubishi G4M "Betty", 705 Kokutai, New Georgia

A set of photos features a Mitsubishi G4M1 Model 11 "Betty" found wrecked and abandoned in New Georgia belonging to the 705 Kokutai as the tail marking "336" indicates.

The unit was originally called Misawa Kokutai but on November 1, 1942,...(unit history relative to the photos, from Wiki)

...was redesignated to 705th Kokutai (Air Group). 

On 11 November, newly promoted Lieutenant Commander Nakamura led 16 torpedo-armed bombers against the enemy ships around Guadalcanal. They were intercepted by 16 Wildcat and eight Bell P-39 Airacobra fighters and in combination with AA fire from the ships, they shot down 11 medium bombers, while the rest returned severely damaged. This put an end to further raids by medium bombers against Guadalcanal. 

On 29 January 1943, 705Ku was involved in the Battle of Rennell Island. Lieutenant Commander Nakamura led 16 torpedo-armed bombers against the enemy ships spotted near Rennell Island. They scored no hits and in return lost one bomber, however, subsequent attacks by other air groups managed to sink the cruiser Chicago. 

On 12 April, the unit participated in Operation I-Go, where Lieutenant Commander Nakamura led 27 bombers against Port Moresby. 

Two days later, they also participated in a raid against Milne Bay. The unit continued to be involved in the Solomon Islands campaign until 5 September, when it was withdrawn to Tinian.

Mitsubishi G3M "Nell", 901 Kokutai, Okinawa - video

Here's the material on Dan's exquisite "Nell" model featured in the previous post. 

Inferior quality but color (NOT colorized) short video. The "KEA-395" indicates that it belonged to the 901 Kokutai. 

The unit was organized on December 15, 1943, at Tateyama for patrol and ship escort missions. In the beginning it was equipped with 24 "Nell" and 12 "Mavis" flying boats. Later it received a variety of types and in May 1945 the unit had no less than 212 planes. 

In the middle of June 1944 the 901Ku moved to Donggang, Pingtung County, Taiwan, and then to Maizuru, Kyoto Prefecture where they sent various dispatch units to different locations. The main mission of the unit was sea patrol and the protection of the south-west ship routes.

On January 1, 1945, it merged with the 254Ku, 953Ku and 954Ku and on March 1, 1945, the unit had 24 carrier fighters, 24 interceptors, 24 carrier attackers, 24 "Nell" and "Betty" bombers, 64 "Jake" floatplanes, 40 Kyushu Q1W "Tokai" and 12 flying boats. On June 1, the unit had a mixed force of 12 carrier fighters, 12 "Nell" and "Betty", 80 "Jake" and 42 "Tokai".

Note the "letter" "C" on the fuselage side of the"Nell". It is actually not a letter but a marking to help the aircraft equipped with "Jikitanshiki" (MAD anti-submarine equipment) to align themselves in a submarine hunting formation. 

A color, (NOT colorized) photo of the Mitsubishi G3M "Nell", 901 Kokutai, Okinawa

Mitsubishi G3M "Nell" in 1/48 by Dan Salamone

I spent the past 4 months working on the Koster Nell kit. I bought it brand new in 2006, started it in 2021 and made a little progress, but restarted in late December 2025.

Tamiya acrylics, weathered with oils and AK pencils. Kit is vacform, with white metal and resin parts. I used a 500kg bomb from Ushi and the dorsal cannon is from Quinta, both 3D printed. Kit hinomaru, tail codes from generic sheets and the 901st Ku tail stripes were painted.

Main reference was FAOW #109, but also found online images of the actual aircraft in a wrecked state at Okinawa.

The kit itself was superb, and is my first full vacform kit completion.

- Dan Salamone -