Vintage magazine cover

"Asahi Graph" January 3, 1945

Vintage magazine cover

"Umi to Sora" (Sea and Sky), December 1942

Vintage magazine cover

"Umi to Sora" (Sea and Sky), April 1942

Nakajima J1N "Gekko" (Irving), 141 Kokutai - video

The short video today features a Nakajima J1N "Gekko" (Irving) found in Kanoya by US forces at the end of the war. The tail marking "141-59" indicates that it belonged to the little-known 141 Kokutai. It is most probably a J1N1-Sa late Model 11; unfortunately the presence or absence of downward firing cannons under the fuselage cannot be confirmed. 

Unit history from the Japanese Wiki:

The 141st Kokutai was the main reconnaissance unit for the defense of the Philippines and engaged in patrol and enemy search operations during the final stages of the Pacific War.

History

From February to March 1944, the Navy successively formed several aviation units with the aim of strengthening its base aviation forces and incorporated them into the 62nd Sentai of the First Air Fleet. On May 5, these aviation units were transferred to the Combined Fleet in order to train them as powerful attack units. On June 15th, they were incorporated into the newly formed Second Air Fleet and underwent training without being deployed in Operation A. [Operation A (1944) - A plan devised by the Navy in 1944 to intercept the American fleet in the Mariana Islands area.]

Following the failure of Operation A, they were reorganized for deployment to the Philippine theater, and the 322nd Kokutai was absorbed into the 141st Kokutai.

The 141Ku was established on March 15, 1944, based at Oita Airfield as part of the Mie Kokutai. It was designated as a reconnaissance squadron with a strength of 24 aircraft and bore the code name “Akatsuki Butai” (Dawn Unit). 

The main aircraft type was the reconnaissance variant of the "Suisei" [Yokosuka D4Y (Judy)] but many records also mention the bomber variant of the "Suisei" so it is unclear whether both variants were actually used interchangeably. It was soon reorganized into the Kogeki 3rd Hikotai (Attack Flight) and the Teisatsu 4th Hikotai (Reconnaissance Flight). The authorized strength for both squadrons was set at 24 aircraft, effectively doubling the total authorized strength; however, each squadron maintained only 11 aircraft, falling short of even the original authorized strength. 

On July 10, 1944, as part of a reorganization, the 322nd Kokutai was disbanded, and the Sento 804 Hikotai (Fighter Squadron)—a night fighter unit that had belonged to that group—was incorporated into the 141Ku. The "Gekko", which served as the main aircraft, had been designed as a land-based reconnaissance aircraft, so it continued to be used without issue even after the transfer. Positioned as the main reconnaissance unit of the 6th Kichi Koku Butai (Base Air Force?), which had jurisdiction over the Taiwan area, the unit gradually advanced into the Kyushu region. As of September 1, eight aircraft from the 804th Hikotai had reached Hsinchu, while the remainder were deployed at Kanoya Airfield and Kushira Airfield. Eight aircraft from Reconnaissance Squadron No. 3 advanced to Kanoya. Reconnaissance Squadron No. 4, which was the slowest to advance, also dispatched three aircraft to the Army’s Miyakonojo Airfield. 

1944

October 11: Enemy task forces approached the Ryukyu Islands. All aircraft from the dispatched units, including 804 Hikotai, conducted search-and-destroy operations.

October 13: One aircraft was dispatched to Okinawa’s Oroku Airfield. The situation escalated into the Offshore Taiwan Air Battle, and the unit engaged in search-and-destroy operations.

October 22: "Operation Sho-1"* was launched. Six aircraft were dispatched to Luzon Island’s Nichols Airfield.

October 24: The general air offensive began; the unit engaged in search-and-destroy operations but did not encounter the enemy. Search operations continued on the following day, the 25th, but again no enemy was encountered.

After this, the unit operated from Nichols Airfield as its base in various locations. Many sources document that the 141Ku conducted reconnaissance missions to assess enemy conditions in the Mariana Islands and Ulithi Atoll. Furthermore, reinforcements continued to be dispatched. The "Gekko" Unit did not engage in night combat but was tasked with surprise attacks and bombing raids against enemy forces. By November 28, the operational aircraft of the 141Ku had been reduced to two carrier-based reconnaissance aircraft ["Suisei"?] and twelve "Gekko" aircraft. 

1945

January 8: Transferred to the 1st Koku Kantai (Air Fleet) to evacuate the personnel. Began the withdrawal to Taiwan the following day.

February 5: Reorganization of the 1st Koku Kantai. Personnel not selected for the newly formed 132nd Kokutai underwent training with the 26th Sentai.

May 8: Detached from the 1st Koku Kantai; while remaining stationed in Taiwan, the unit was transferred to the Southwest Area Fleet and engaged in ground combat training.

Of the 10 months from its formation to its disbandment, the unit was able to engage in operations for only the first three months. It was disbanded upon the end of the war. Ground personnel did not withdraw to Taiwan but remained in the Philippines and became ground combat personnel and devoted themselves exclusively to defending the Army’s Clark Airfield under the command of the Army’s 2nd Tank Division Commander Nakamura Nenosuke, who remained in the area rather than withdrawing. Pilots who withdrew to Taiwan, lacking both a command headquarters and aircraft, spent their time solely on ground combat training.

Based on the above, the presence of the "Gekko" in Kanoya at the end of the war is a small mystery.

*"Operation Sho-Go" was a plan devised by the Japanese Army and Navy during World War II to intercept enemy forces using base air units in the Philippines, Taiwan, and mainland Japan. The operations were numbered from No. 1 to No. 4 depending on the area of ​​the main battle, and Operation Sho-Go No. 1 was launched on October 18, 1944, in response to the American invasion of Leyte Island.

VIPs updated

Not long after the capitulation of Allied forces in the Dutch East Indies on March 5, 1942, a military delegation from countries allied to Japan visited the areas where the fiercest battles took place for a close inspection. Although vintage publications mention that there were the military attachés of Germany, Italy, Rumania and Finland, only two names are actually included; Germany's Generalleutnant Alfred F. Kretschmer and Italy's Colonel Guido Bertoni. An internet research revealed that at that time military attaché of Romania was Major-General Gheorghe Bagulescu and of Finland Col Auno Kaila (rather interesting link here with photo but poor English translation).

On March 9, 1942 the group left Tokyo and arrived in Hong Kong via Taiwan. On March 13 they visited sights in Kowloon and Hong Kong especially the British fortifications.

After brief stops in Saigon and Bangkok, on the 19th the group flew from Don Muang airport to Alor Setar in Malaysia. Lt Col Saeki, commander of the 1st Tank Regiment, drove for three days to meet them and explain what happened during the Battle of Jitra.

In the photos above, Lt Col Saeki is showing the military attachés British fortifications encountered during the Battle of Jitra.

The next day they were driven from Ipoh to Kuala Lumpur through a difficult road crossing wild jungle. On the 21st the group arrived in Singapore and left immediately for Johor Bahru.

In Johor Bahru

Their next visit was to the military harbour of Seletar back in Singapore. On the 23rd they were able to observe the locations where battles took place from a hill in Kallang and saw first-hand one of the 38cm cannons that protected Singapore.

On the 24th the group flew to Palembang in Sumatra to inspect the areas where the Japanese parachutists fought and also saw the destroyed British, US and Dutch airplanes. 

On the 25 flew to Bandung in Jawa. Then to Lembang and finally to Batavia where they were treated to a lavish feast with more than 20 waiters serving them local dishes. With this last stop the part of their trip to Malaysia and East Indies was concluded and the second part, which included a visit to the Philippines, started by them returning first to Singapore.

Arriving in Bandung on a Mitsubishi Ki-57 "Topsy", possibly Model 1 with two 850hp engines.

Two more photos above of their visit in Bandung. (Bottom photo) Finland's Col Kaila is second from the left, Italy's Col Bertoni is possibly standing next to him with his right hand raised. Right next to him fiddling with his spectacles is Germany's Generalleutnant Kretschmer and third from the right is probably Romania's Major-General Bagulescu.  

In Singapore

On April 1st the group arrived in Manila and visited the military harbor in Cavite.

Inspecting in Cavite the wrecked submarine is USS Sealion (SS-195) damaged on 10 December 1941 by Japanese bombers and blown up with demolition charges on the 25th by US troops. (Thank you Luca Ruffato)

On the 3rd they drove 300km to Lingayen Gulf and spend the night in the Governor General's residence in Baguio.

On the 4th the group visited Clark Field air base and inspected the captured and destroyed US aircraft.

Clark Field

On the 5th flew to Luzon island and then to Vigan, one of the initial landing spots during the Japanese invasion of the Philippines.

On April 7 the group returned to Haneda airport in Tokyo after covering no less than 20,000km by plane. 

In the Dutch archive of Japanese news in Indonesian, I recently discovered an un-edited, short and rough video featuring the group.

In this still the military attaché from Germany Generalleutnant Alfred F. Kretschmer is seen getting out of a Japanese transport aircraft, perhaps the Mitsubishi Ki-57 "Topsy" we saw in the photo above.

I believe the transport seen in the background on the right with the funky camouflage is a Nakajima Ki-34 "Thora".

Saipan - video

Japanese aircraft found by US forces at Saipan's Aslito airfield (present-day Saipan International Airport).

Some are utterly destroyed, like the Zero at the beginning; some seem undamaged, like the Zeros beneath the camouflage nets, and some appear to be positioned as decoys, like the two "Betty" bombers.

Nakajima Army Type Ko Model 4 Fighter / Nieuport-Delage NiD 29 - video

An extremely rare but short video today features Nakajima Army Type Ko Model 4 Fighters.

Here's what the English Wiki has to say about the type:

"The Japanese company Nakajima bought a pattern aircraft and built 608 for the Imperial Japanese Army as the Ko-4."

And here's what the Japanese Wiki has on the type:

In Japan, after importing 110 completed “NiD 29 C.1” aircraft, Nakajima Aircraft acquired the license to produce the aircraft. The first domestically produced aircraft made its maiden flight in December 1923, and 608 units were produced for the Imperial Japanese Army as the Type Ko Model 4 Fighter. In addition, the Army Artillery Arsenal produced 46 aircraft. Japan was the country that adopted the “NiD 29” (referred to in Japan at the time as the “Type ニ Model 29 Fighter”; “ニ” is the katakana initial of 「ニューポール」 (Nieuport)) in the greatest numbers worldwide.

The “Ko” type was manufactured by Nieuport, the “Otsu” type by Salmson, the “Hei” type by Spad, the “Tei” type by Farman, the “Bo” type by Cordonnier, and the “Ki” type by Henriot. The designation “Model 4” indicates that three other Nieuport models had already been adopted by the Imperial Japanese Army. "Model 3" was the Nieuport 24C.1 Trainer/Fighter, "Model 2" was the Nieuport 83 E.2 Trainer and, "Model 1" was the Nieuport 81 E.2 Trainer.

The engine installed in this aircraft was the “Mitsubishi Hispano-Suiza 300-horsepower engine,” a domestic version of the “Hispano-Suiza HS-8Fb water-cooled V-8 gasoline engine, 300 hp” produced at the “Mitsubishi Internal Combustion Engine Co., Ltd., Nagoya Works.” (The abbreviation for “Hispano-Suiza-type” was “I-type” in the Army and “Hi-type” in the Navy.) 

It employed a Lamblin radiator, which offered low air resistance, and was mounted at the base of the main landing gear.

This aircraft was the first fighter to be mass-produced by the Imperial Japanese Army. It was the first Imperial Japanese Army aircraft to be equipped with two 7.7 mm machine guns (the Imperial Japanese Navy’s Mitsubishi 1MF Fighter was the first to adopt them), which were mounted above the engine and in front of the pilot’s windscreen.

Although it served as the Imperial Japanese Army’s main fighter during the Manchurian Incident, it saw almost no actual combat and was later sold off to the civilian sector for use as training aircraft and other purposes. Its successor was the Type 91 Fighter.

Messerschmitt Me 210 in Japan

According to Akimoto:

The Messerschmitt Me 210A twin-engine, two-seat fighter-bomber (serial number 2350), imported by the Army along with the Fw 190, began assembly at Kawasaki's Akashi factory in January 1943, and its maiden flight was conducted in May of the same year by pilot "シューテア" (the name is given in katakana. Google reads this as "Schuteer" or "Schulter". Leave a comment if you know the correct spelling of the German test pilot). During military testing, it made an emergency landing, damaging the landing gear struts, engine mount, and propeller, and was subsequently sold to Kawasaki for use as research equipment.

A key feature of this aircraft was its remotely controlled turrets, each equipped with a 13mm autocannon on one side of the fuselage, in addition to the fixed armament in the nose. Its bomb load could reach a maximum of 1,000 kg. While the innovative remote control mechanism for the turrets and the dive brakes attracted attention, the former was not highly regarded for its practicality, and the latter was deemed too precise to be domestically produced. Furthermore, its performance did not meet expectations.

The Japanese Wiki says it was a "Me 210 A-1", the English Wiki disagrees and says it was a "Me 210A-2" and adds:

"received one aircraft bought in Germany for tests and delivered by blockade runner. It was operated by the Testing unit of the First Tachikawa Air Army Arsenal."

An on-line source also mentions:

"The Japanese army and the Kawasaki plant in 1942 were interested in a new German heavy fighter/bomber due to the fact that the Japanese did not have any similar design. The Japanese commission, which was sent to Germany to bring the Me 210 A-1 aircraft, was impressed by this aircraft. Therefore, this aircraft was purchased and in January 1943 it was sent to Japan, probably on board the U-180 submarine.... Due to the lack of spare parts and the inability to deliver the appropriate parts from Germany, the aircraft was scrapped. However, Japanese designers used the technologies used in the Me 210 to develop the Ki-93 aircraft, and it was planned to use similar automatic cannons in the planned modernization of the Ki-74."

I could not find any reference to the Japanese using Me210 technologies on the development of the Ki-93 and the Ki-74. Furthermore, the Ki-74 was a bomber and there was no planned version equipped with "automatic cannons". The Ki-93 did have a big cannon, so, perhaps the author mixed the aircraft types.

Marcus Z left the following comment:

Hello George, according to Edwin M. Dyers' "Japanese Secret Projects" it was a Messerschmitt Me 210 A2, Werksnummer 2350 which was modified to the standard of the Me 410 (with the exception that it retained the original Daimler-Benz DB601F engines). It was sent to Japan in 1942 for evaluation. Cheers Marcus Z

Thank you Marcus.

Photos Tanaka Shoichi via Jun Oizumi

Fiat BR.20 "Cicogna" in Japanese service

I was recently going through the Japanese propaganda videos dubed in Indonesian found in the Dutch archives. One video showcasing the "power of the Japanese Air Force" features a collection of short clips. Among them there is some really short footage of a Fiat BR.20 "Cicogna" operated by an IJAAF "jubakutai" (heavy bomber unit).

Although really very short, this is the only footage of a BR.20 in Japanese service I know of. Obviously the original would have included additional material, but regrettably, I believe it's unlikely it will ever surface.

According to the Japanese Wikipedia:

In 1938, 85 units of the late-model BR.20 were exported to the Imperial Japanese Army and deployed in the Second Sino-Japanese War under the designation "I-shiki" (Type I) Heavy Bomber. The aircraft served as an interim measure pending the introduction of the Type 97 Heavy Bomber [Mitsubishi Ki-21 "Sally"]; by the time the Type 97 was deployed to the front lines, stocks of Italian-standard bombs and spare parts had been exhausted, leading to the aircraft's withdrawal from frontline service. Nevertheless, the Breda-SAFAT 12.7mm machine guns with which the aircraft was equipped proved invaluable to the Army's development of its own aircraft machine gun, the Ho-103.

Type I Heavy Bomber (Fiat BR.20) flown by the 1st Chutai of the 98th Sentai.

Type I Heavy Bomber (Fiat BR.20) flown by the 1st Chutai of the 12th Sentai. 

(Photo Tanaka Shoichi via Jun Oizumi)

In case you didn't know, the best and immediately available (not ancient, out-of-print or inaccurate) reference for the "Sally" and the Fiat BR.20 in Japanese service, is the 3rd release in our Eagle Eye series.

Available from our online store: HERE

The Mindset Behind the Development Process of the Imperial Japanese Army Fighter Aircraft: Kawasaki Ki-60 & Ki-61 "Hien"

Let's begin with what Francillon has to say about the Kawasaki Ki-60 & the Ki-61 "Hien"

Ki-60:

"While negotiating with Daimler-Benz A.G. for the manufacturing rights for the German DB 601A inverted-vee liquid-cooled engine, Kawasaki were successful in impressing upon members of the Koku Hombu that most contemporary foreign high-performance fighters were powered by liquid-cooled engines. Consequently, in February 1940, Kawasaki were instructed to design around the German engine, or its Japanese version, two fighter aircraft: the Ki-60 heavy interceptor and the Ki-61, a lighter all-purpose fighter. "

Ki-61:

"While negotiating with Daimler-Benz, Kawasaki had approached the Army with initial design studies for various fighter aircraft making use of this engine. As reports from the air war in Europe were showing the apparent superiority of aircraft powered by liquid-cooled engines, the Koku Hombu instructed Kawasaki in February 1940 to proceed with two aircraft of this type: the Ki-60, a heavy interceptor, and the Ki-61, a lighter all-purpose fighter, priority being given to the heavier aircraft".

The Japanese Wikipedia and virtually all Japanese sources see things differently:

"In the summer of 1939, when the Nakajima Ki-43 "Hayabusa" [Oscar], was still undergoing evaluation, the Army began preparations for the development of a new fighter aircraft, exchanging opinions and conducting inspections with various companies. While air-cooled radial engines manufactured by Nakajima and Mitsubishi dominated the Japanese aviation engine landscape, Kawasaki had—since acquiring the manufacturing rights for the German BMW liquid-cooled V-type engine in 1924—developed, produced, and installed that engine (and its improved variants) in its own aircraft. However, the engine series culminating in the Ha-9 model had reached its performance limits, necessitating a shift to a new type. Meanwhile, liquid-cooled engines remained highly valued overseas for high-speed military aircraft; unable to abandon this technology, the Japanese military decided to domesticate the German Daimler-Benz DB601 engine. In 1937, the Navy assigned the acquisition of manufacturing rights to Aichi, while the Army assigned them to Kawasaki—both companies having prior experience in liquid-cooled engine production. Kawasaki, slightly lagging behind Aichi, dispatched a team of engineers to Germany in 1939 and invited technicians from Daimler to assist, ultimately completing the first domestically produced DB601A in December 1940. After further research, Kawasaki submitted plans for the light fighter KDA-21 and the heavy fighter KDA-22 in January 1940. 

Under the Japanese Army's "Research Policy" and "Research Schedule for Next-Generation Aircraft" dated 1940, the goal was to  first complete a "Type 1" interim model—equipped with two 20mm cannons and capable of a top speed in the 550 km/h range—by December 1940, followed by the completion of evaluations for this interim model by September 1941, with the development of the final operational version to proceed based on those results.

As this was essentially Japan's first attempt at a dedicated heavy fighter, the research schedule for future aircraft outlined a phased approach: first, an interim model armed with two 20mm cannons would be completed by December 1940 and undergo evaluation by September 1941; subsequently, a production-ready model would be developed based on those results. The target maximum speed for the final operational version was envisioned to be in the 640 km/h range.

In February 1940, acting on this policy, directives were issued for the development of the Ki-60 heavy single-seat fighter powered by the DB601A and the Ki-61 light single-seat fighter powered by the Ha-40 (the domestic version of the DB601A) as the next generation of fighters. The chief engineer for both was engineer Takeo Doi.

The first Kawasaki Ki-60 prototype.

The type incorporated various new technologies, such as a sliding canopy designed for improved rearward visibility, a retractable tailwheel, and—for the first time in Japan—retractable main landing gear that shortened in length during the retraction process. This shortening-retraction mechanism was adopted despite the resulting mechanical complexity and increased weight in order to narrow the spacing between the wing-mounted cannons.

The English Wikipedia has this about the Ki-60:

"From the start of flight testing, it became apparent that the design was seriously flawed in several key areas. The take-off run was unacceptably long, while, in flight, the aircraft displayed some lateral instability, excessively heavy controls, and poor control response. The spinning characteristics were described as "dangerous", and the stalling speed was extremely high. Although a top speed of 600 kilometres per hour (370 mph) had been projected the Ki-60 was only able to achieve 548 kilometres per hour (341 mph)."

The source is mentioned as "Green, William; Swanborough, Gordon (1976). JWW2 Aircraft Fact Files: Japanese Army Fighters, Part 1."

Curiously, absolutely no Japanese source mentions anything even remotely close to the above statements.

On the contrary, Japanese sources mention that:

"Test results confirmed that the aircraft achieved a maximum speed of 560 km/h at an altitude of 4500 m, a climb time of 6 minutes to 5000 m, and a service ceiling of 10000 m. This was about 15 km/h faster in maximum speed and 30 seconds faster in climb time compared to the Nakajima Ki-44 "Shoki", which had been completed and was undergoing testing earlier."

"In June 1941, during the height of the evaluation process, a comparative test was held in Kakamigahara between a Messerschmitt Bf 109E imported from Germany and Japanese fighter planes. The Ki-60 also participated in this test, and it was found that it could engage in aerial combat on equal or slightly superior terms with the Bf 109E.

Compared to its rival, the Nakajima Ki-44 "Shoki", the Ki-60 had superior turning performance as long as the Ki-44 didn't use its combat flaps, making it easier to pilot and take off/land than the Ki-44. The pilot of the Ki-60 at that time was Captain Kuroe Yasuhiko, who became captivated by the Ki-60's charm and a fan of it ever since."

Other Ki-60 details missing from all non-Japanese sources:

a. "the Ki-60 was armed with 20mm cannons and designed strictly for "hit-and-run" tactics."

b. "The engines installed in the Ki-60 were units imported from Germany to serve as samples for domestic production."

dc. "A total of three prototype aircraft were produced. Two of these were deployed to the 47th Independent Air Squadron alongside pre-production models of the Ki-44, but both were lost in accidents before they could see combat. The remaining aircraft survived until the end of the war."

Finally, completely contrary to what all non-Japanese sources say about the type, all Japanese sources agree that: 

"Although the aircraft was ultimately not adopted for service, flight test results indicated it was an excellent machine that fully met its design objectives."

The main reason for the Army rejecting the Ki-60 is that the Ki-61 "Hien", demonstrated unexpectedly outstanding performance. 

The second Kawasaki Ki-61 "Hien" (Tony) prototype (c/n 6102). The vision panels forward of the windscreen have been increased to two. Aiming for aerodynamic cleanliness and light weight, the Ki-61 achieved performance levels far exceeding those anticipated. In comparative trials against the Bf 109E, the Ki-61 was found to be superior in speed, climb rate, endurance and handling qualities.

As for the "Hien", here's a piece from the Japanese Wikipedia, that includes details largely absent from non-Japanese references:

"The design concept for the Ki-61 was that of a versatile fighter—sometimes referred to as a "medium fighter"—that did not strictly adhere to the "heavy fighter" or "light fighter" categories defined in the "Aviation Weaponry Research Policy." It is said that internal Army debate inevitably arose because the requirements for light single-seat fighters demanded not only maneuverability and climbing ability but also the installation of 12.7 mm cannons. Deputy Chief Engineer Owada stated that "a fighter aircraft must surpass the enemy in overall performance; categorizing them into 'light' and 'heavy' fighters is irrational", a view that was shared by the entire Kawasaki development team. Some sources even indicate that the development team referred to the concept as a "medium fighter", suggesting the idea originated with Kawasaki.

Doi himself stated that he sought to craft the Ki-61 into an ideal fighter, without being bound by the Army's "light fighter" doctrine. Detailed design work began around September 1940. 

Additionally, Watanabe Yoji in his "The Liquid-Cooled Fighter “Hien”: The Silver Wings of a Japanese-German Collaboration" notes that as early as May 1940—during the initial development phase—Doi had already discussed the possibility of equipping the Ki-61 with an air-cooled engine.

The wooden mockup review took place in June 1941 [23], and the prototype was completed and made its maiden flight in December 1941. Although some sources suggest that the Army had low expectations for the Ki-61—given that it utilized an engine of the same family as the Ki-60—it achieved a top speed of 590 km/h during testing, surpassing both the Ki-60 and the Bf 109E by 30 km/h. This level of performance was entirely unexpected, even by its designer, Doi. For context, other Army fighters of the era had lower top speeds: the "Hayabusa" (a "light fighter") ranged from 495 km/h to 515 km/h, while the "Shoki" (a "heavy fighter", prior to official adoption) topped out at 580 km/h. Consequently, Doi and Owada were awarded the Mainichi Aviation Prize in October 1942 and the Army Technical Merit Award in December 1943.