- See more photos of this, and the Wikipedia article.
Details, quoting from Smithsonian National Air and Space Museum | Hawker Hurricane Mk. IIC
Hawker Chief Designer Sydney Camm's Hurricane ranks with the most important aircraft designs in military aviation history. Designed in the late 1930s, when monoplanes were considered unstable and too radical to be successful, the Hurricane was the first British monoplane fighter and the first British fighter to exceed 483 kilometers (300 miles) per hour in level flight. Hurricane pilots fought the Luftwaffe and helped win the Battle of Britain in the summer of 1940.
This Mark IIC was built at the Langley factory, near what is now Heathrow Airport, early in 1944. It served as a training aircraft during the World War II in the Royal Air Force's 41 OTU.
Donated by the Royal Air Force Museum
Manufacturer:
Hawker Aircraft Ltd.
Date:
1944
Country of Origin:
United Kingdom
Dimensions:
Wingspan: 12.2 m (40 ft)
Length: 9.8 m (32 ft 3 in)
Height: 4 m (13 ft)
Weight, empty: 2,624 kg (5,785 lb)
Weight, gross: 3,951 kg (8,710 lb)
Top speed:538 km/h (334 mph)
Engine:Rolls-Royce Merlin XX, liquid-cooled in-line V, 1,300 hp
Armament:four 20 mm Hispano cannons
Ordnance:two 250-lb or two 500-lb bombs or eight 3-in rockets
Materials:
Fuselage: Steel tube with aircraft spruce forms and fabric, aluminum cowling
Wings: Stressed Skin Aluminum
Horizontal Stablizer: Stress Skin aluminum
Rudder: fabric covered aluminum
Control Surfaces: fabric covered aluminum
Physical Description:
Hawker Hurricane Mk. IIC single seat, low wing monoplane ground attack fighter; enclosed cockpit; steel tube fuselage with aircraft spruce forms and fabric, aluminum cowling, stressed skin aluminum wings and horizontal stablizer, fabric covered aluminum rudder and control surfaces; grey green camoflage top surface paint scheme with dove grey underside; red and blue national roundel on upper wing surface and red, white, and blue roundel lower wing surface; red, white, blue, and yellow roundel fuselage sides; red, white and blue tail flash; Rolls-Royce Merlin XX, liquid cooled V-12, 1,280 horsepower engine; Armament, 4: 20mm Hispano cannons.
Long Description:
Hawker Chief Designer Sydney Camm's Hurricane fighter ranks with the most important aircraft designs in military aviation history. Hurricanes proved vital to win the Battle of Britain during the summer of 1940, when the Nazi Blitzkrieg seemed unstoppable. These airplanes also performed other roles flying on nearly every front until the end of the war. The Hurricane was the first British monoplane fighter aircraft, and the first British fighter to exceed 483 kph (300 mph) in level flight. That it was designed and built at all was a major undertaking that literally flew in the face of conventional aeronautical wisdom in the mid-1930s. At that time, the biplane was omnipresent and monoplanes were considered unstable and too radical to be successful fighter aircraft.
In 1925, Camm was appointed Chief Designer of the H. G. Hawker Engineering Company, the forerunner of Hawker Aircraft Ltd. During that same year, Camm designed a monoplane fighter and although it was not built, he realized that biplane fighters could not be designed to go faster than monoplanes. Two wings simply generated more drag than a single wing. It was time for a radical advance in fighter technology. In 1933, under Camm's direction, the Hawker design team began work on a new monoplane fighter and informal design proposals were made to the Air Ministry in August 1935. Camm and his team proposed a single-wing adaptation of the highly successful Hawker Fury biplane. They selected a liquid-cooled, 660 horsepower Rolls-Royce Goshawk engine to power the new aircraft. It was called the Fury Monoplane. Soon a new powerplant, forerunner of the legendary Rolls-Royce Merlin, was proposed for this airplane.
Camm revised the design, based on this new engine, and introduced a wide track, hand-operated, retractable landing gear, a retracting tail wheel, and an enclosed cockpit. These features reduced drag even further and made the aircraft faster. More modifications and refinements followed and on September 4, 1934, Camm submitted a new, revised design known as the Interceptor Monoplane. A mock-up was begun later that year. Official approval for a prototype was given in February 1935 and the military serial number K5083 was assigned to this revolutionary airplane.
The Interceptor Monoplane was a blend of the old and new. It was a monoplane with retractable landing gear but the internal airframe structure reverted to the formula Hawker had proven on all his biplanes: tubular metal cross braced sections covered with fabric. While the prototype was under construction, another new specification was issued, causing a design change from a four-machine gun armament system to a scheme that used eight, license-built, American .303 caliber, Browning weapons. A Rolls Royce Merlin, twelve-cylinder, 990 horsepower engine driving a two-blade, fixed-pitch wooden propeller, supplied power. Despite early engine difficulties, the new aircraft proved to have excellent potential. It flew for the first time on November 6, 1935.
Flight trials began immediately but engine troubles continued to plague the aircraft and the Merlin engine was continuously upgraded to increase performance and reliability. Camm had started out with the Merlin C series engine, then tried the F series, known as the Merlin I, and then the Merlin II. The Merlin III, developing 1,030 horsepower, became the most satisfactory engine variant and it powered most of the early production aircraft.
As prototype evaluation continued, Hawker received an unprecedented contract order for 600 aircraft on June 3, 1936. This was one of the largest production orders ever placed for a single military aircraft design during peacetime. On the 27th, the name Hurricane was officially adopted. Hawker was expecting production orders so the company had already began to tool their production lines to build the airplane. They made 40 within three months and a short time later, the Royal Air Force (RAF) accepted their first Hurricane. In December 1937, ten weeks after the first flight of a production Hurricane I on October 12, 1937, the first RAF squadron to convert to the new fighter, No. 111 at Northolt, traded in their Gloster Gauntlets biplanes for the new monoplanes. Hawker never paused in flight-testing improvements to the fighter and in 1939, the company began using the variable-pitch, three-bladed propeller. This technology significantly increased the Hurricane's climb performance and service ceiling.
This relentless pace of production, the introduction to service, and continued flight-testing was driven initially by the threat of war posed by Nazi Germany. When Hitler invaded Poland in 1939, the Hurricane joined the fight. Hurricane pilots drew first blood for the RAF during air battles fought over France. Flying a Hurricane, Pilot Officer P. W. O. Mould of No. 1 Squadron, RAF, destroyed a Dornier Do17 (German twin-engine bomber) on October 30, 1939. Soon several Hurricane squadrons were heavily engaged with German aircraft but the Luftwaffe (German air force) outnumbered the smaller force of British fighters and inflicted heavy casualties.
The Hurricane's most important role in World War II came a few months later during the Battle of Britain, fought between July and October 1940. On the eve of this great battle for England's survival as a free country, the British could muster only 26 Hurricane I squadrons. In addition to Hurricanes, there were 19 Supermarine Spitfire squadrons and 10 other fighter squadrons equipped with Defiants and Blenheims. Once the battle began, these latter two aircraft quickly proved utterly inferior to the Messerschmitt Bf 109. All together, RAF Fighter Command had about 720 serviceable Hurricanes, Spitfires, and other combat airplanes. Against them stood a force of about 2,000 Luftwaffe aircraft, flush with sweeping victories over every air force in Europe that had opposed them.
For Hitler's Luftwaffe, the primary goal of the great contest about to unfold was to engage and destroy all RAF fighter aircraft in the air or on the ground. Once this was accomplished, Hitler could launch Operation Sealion, the amphibious invasion of Great Britain, unopposed by the RAF. The Luftwaffe would then revert to its earlier role as the air component of Blitzkrieg, or Lightning War. German fighters, in conjunction with level bombers such as the Heinkel 111, and the Junkers Ju 87 dive bomber, would work in direct support of the German Army's tank and infantry forces by attacking British troops, tanks, and fortifications.
The battle for air superiority over England saw RAF Fighter Command devise a strategy for singling out the German bombers. They assigned Hurricane squadrons to concentrate on the bombers while the faster Spitfires engaged the escorting fighters. This tactic was determined by the differences in performance between the Spitfire and the Hurricane. The primary German fighter airplane, the Messerschmitt Bf109, outclassed the Hawker fighter in speed and armament; the difference was small enough that many times the outcome depended upon individual pilot skills. The Hurricane did enjoy several advantages over the Bf 109. It could out-turn the German fighter at all operational altitudes, it could sustain more damage and return to base, and when battle damage was so severe that a crash-landing became unavoidable, the Hurricane usually fell on friendly territory. The Hurricane's sturdy tubular construction allowed many machines to survive combat and return quickly to the fight.
The Battle of Britain ended in early November when Göring ordered the Luftwaffe to switch to bombing cities, ports, and factories at night. The sea borne invasion was called off and Hitler turned his attention east to plan the invasion of Russia. It had been a near thing for Britain. The RAF nearly ran out of pilots and serviceable aircraft. Mechanics patched together every Hurricane and Spitfire that could stagger back into the air but losses were terrific. Between July 10 and October 31, the Germans lost 1,733 aircraft to the RAF. The Royal Air Force lost 915 airplanes and 415 pilots. Hurricane production figures reveal the airplane's critical importance to the RAF. Every week of the battle, Hurricane losses exceeded that of any other fighter type, yet the Air Ministry consistently ordered more Hurricanes built than any other type of fighters (Spitfires, Blenheims, and Defiants).
As the Battle of Britain ended, Hawker continued to modify and improve the Hurricane. At the same time, several Hurricane squadrons learned night fighter tactics and many Hurricanes were modified to fly and fight in darkness and bad weather. Others were fitted with tropical filters and sent overseas to the Mediterranean. Hawker also sold Hurricanes to Yugoslavia, Belgium, Iran, Rumania, Turkey, and Poland. Early in 1941, the Royal Yugoslavian Air Force replaced the Merlin engine with a Daimler Benz DB601A. After flight trials, Yugoslavian test pilot claimed the German engine was superior to the Merlin. Hurricanes also fought in Malta and the western desert of North Africa. The Hurricane even went to sea aboard CAM (Catapult Aircraft Merchantmen) ships. These hastily modified sea-borne interceptors were nicknamed 'Hurricats.'
The Hawker design staff wanted to increase engine power without interrupting production, so they selected a new, more powerful version of the Merlin. The new Merlin XX engine was only slightly larger than earlier versions, yet it generated 1,280 horsepower and a maximum speed in the Hurricane of 550 kph (342 mph). This new version was called the Hurricane II and a prototype first flew on June 11, 1940. Armament was increased from eight guns (Mark IIA) to twelve guns (Mark IIB). The biggest weapons modification came with the Mark IIC Hurricane. A specification dating back to 1935 had called for a fighter armed with four 20mm cannons. After initial test results proved successful, Hawker began building the Mark IIC in 1941 equipped with a very potent battery of four 20 mm Oerlikon cannons, and more than 4,700 examples of this Hurricane were built.
Several other variants of the Hurricane appeared including the Mark IID with two 40mm cannons mounted under the wings. Most of the Mark IID's were shipped to the Middle East, North Africa and Burma, and one squadron flew them in northern Europe. The Mark IV Hurricane showed little difference from the Mark II series, but it had improved armor and universal wing mounts for various ground attack roles. Several other versions of the Hurricane were created including Sea Hurricanes designed for convoy escort and equipped with arresting hooks. From 1936 until production ended in September 1944, Hawker, Gloster, Canadian Car and Foundry, and Fairey built 14,233 Hurricanes. One of the last Hurricanes built was purchased by the Hawker Company and named "The Last of the Many." It is maintained in flying condition to this day.
The National Air and Space Museum owns a Hawker Hurricane Mk. IIC bearing RAF serial number LF686. Hawker built this fighter at the Langley factory, near Slough, Buckinghamshire, just six miles from what is now called Heathrow airport, early in 1944. It was part of the last RAF Hurricane order for about 1,300 aircraft. On March 14, 1944, the RAF moved LF686 to No. 5 Maintenance Unit at RAF Kemble airfield for installation of operational equipment. The fighter was delivered to No. 41 Operational Training Unit at RAF Hawarden airfield in Cheshire on April 15, 1944. It served in this OTU until the RAF reclassified the aircraft a maintenance training airframe, number 5270M, on June 27, 1945, and transferred it to RAF Maintenance Command at Chilbolton, Hampshire, where it was used to train mechanics. At some point the original engine was probably removed. In July 1948, the RAF issued the Hurricane to No. 7 School for Recruit Training, RAF Bridgenorth. Another Merlin XX was installed and the fighter was placed outdoors, opposite the guardroom. Sometime later, the entire airplane was painted silver. In 1963, Bridgenorth closed its doors and LF686 moved to RAF Colherne for overhaul and storage.
During the late 1960s, the Smithsonian arranged to trade a stock Hawker Typhoon to the Royal Air Force Museum at Hendon in exchange for Hawker Hurricane LF686. An RAF transport hauled the fighter to the U. S. in 1969. Specialists at the Garber Facility began restoring the airplane in 1989 and finished the project eleven years later. The fighter is on display at the Steven F. Udvar-Hazy Center.
• • •
Quoting from Wikipedia | Hawker Hurricane:
The Hawker Hurricane is a British single-seat fighter aircraft that was designed and predominantly built by Hawker Aircraft Ltd for the Royal Air Force (RAF). Although largely overshadowed by the Supermarine Spitfire, the aircraft became renowned during the Battle of Britain, accounting for 60% of the RAF's air victories in the battle, and served in all the major theatres of the Second World War.
The 1930s design evolved through several versions and adaptations, resulting in a series of aircraft which acted as interceptor-fighters, fighter-bombers (also called "Hurribombers"), and ground support aircraft. Further versions known as the Sea Hurricane had modifications which enabled operation from ships. Some were converted as catapult-launched convoy escorts, known as "Hurricats". More than 14,000 Hurricanes were built by the end of 1944 (including about 1,200 converted to Sea Hurricanes and some 1,400 built in Canada by the Canada Car and Foundry). - See more photos of this, and the Wikipedia article.
Details, quoting from Smithsonian National Air and Space Museum: Steven F. Udvar-Hazy | Kugisho MXY7 Ohka (Cherry Blossom) 22:
Near the end of World War II, Vice Admiral Onishi Takijino recommended that the Japanese navy form special groups of men and aircraft to attack the American warships gathering to conduct amphibious landings in the Philippines. The Japanese used the word Tokko-tai (Special Attack) to describe these units. To the Allies, they became known as the kamikaze. By war's end, some 5,000 pilots died making Tokko attacks.
The Ohka (Cherry Blossom) was designed to allow a pilot with minimal training to drop from a Japanese "Betty" bomber at high altitude and guide his aircraft with its warhead at high speed into an Allied warship. While several rocket-powered Ohka 11s still exist, this Ohka 22 is the only surviving "Campini" jet-powered version of the aircraft. It was captured in Japan in 1945. Unlike the Ohka 11, the Ohka 22 never became operational.
Transferred from the United States Navy, R. Adm. A. M. Pride.
Manufacturer:
Kugisho (First Naval Air Technical Bureau)
Dai-Ichi Kaigun Koku Gijitsusho
Date:
1945
Country of Origin:
Japan
Dimensions:
Overall: 120 x 690cm, 545kg, 410cm (3ft 11 1/4in. x 22ft 7 5/8in., 1201.5lb., 13ft 5 7/16in.)
Materials:
All-metal monocoque construction
Physical Description:
Single-seat, all-metal monocoque construction and conventional layout with low wing and twin vertical fins and rudders, powered by "Campini" jet engine. - See more photos of this, and the Wikipedia article.
Details, quoting from Smithsonian National Air and Space Museum: Steven F. Udvar-Hazy | Kawasaki Ki-45 Kai Hei (Mod. C) Type 2 Toryu (Dragon Killer) NICK:
The Kawasaki Ki-45 required more time to develop and place in service than almost any other Japanese warplane of World War II. Chief project engineer Takeo Doi began work on the design in January 1938, but the first production aircraft did not fly in combat until the fall of 1942. When it finally entered service, the Ki-45 soon became popular with flight crews, who used it mainly for attacking ground targets and ships, including U.S. Navy PT (Patrol Torpedo) boats. The Toryu (Dragon Killer) was also the only Japanese army night fighter to see action during the war.
This Ki-45 Kai Hei night fighter version (one of 477) is the last known surviving "Nick" of the 1,700 built by Kawasaki.
Transferred from the United States Air Force.
Manufacturer:
Kawanishi Kokuki K. K.
Date:
1942
Country of Origin:
Japan
Dimensions:
Overall: 9ft 6 3/16in., 8335.6lb., 49ft 2 9/16in. x 34ft 9 5/16in. (290cm, 3781kg, 1500 x 1060cm)
Physical Description:Twin engine, two seat, night fighter with semi-monocoque fuselage and wings. - See more photos of this, and the Wikipedia article.
Details, quoting from Smithsonian National Air and Space Museum: Steven F. Udvar-Hazy | Aichi M6A1 Seiran (Clear Sky Storm):
Aichi chief engineer, Toshio Ozaki, designed the M6A1 Seiran to fulfill the requirement for a bomber that could operate exclusively from a submarine. Japanese war planners devised the idea as a means for striking directly at the United States mainland and other important strategic targets, like the Panama Canal, that lay thousands of kilometers from Japan. To support Seiran operations, the Japanese developed a fleet of submarine aircraft carriers to bring the aircraft within striking distance. No Seiran ever saw combat, but the Seiran/submarine weapons system represents an ingenious blend of aviation and marine technology.
This M6A1 was the last airframe built (serial number 28) and the only surviving example of the Seiran in the world. Imperial Japanese Navy Lt. Kazuo Akatsuka ferried this Seiran from Fukuyama to Yokosuka where he surrendered it to an American occupation contingent.
Transferred from the United States Navy.
Manufacturer:
Aichi Aircraft Company (Aichi Kokuki KK)
Date:
1945
Country of Origin:
Japan
Dimensions:
Overall: 460 x 1160cm, 3310kg, 1230cm (15ft 1 1/8in. x 38ft 11/16in., 7297.2lb., 40ft 4 1/4in.)
Physical Description:
Wings rotated back, folded back to lie flat against the fuselage. 2/3 of each side of the horizontal stabilizer also folded down, likewise the tip of the vertical stabilizer. - See more photos of this, and the Wikipedia article.
Details, quoting from Smithsonian National Air and Space Museum: Steven F. Udvar-Hazy | Kawanishi N1K2-Ja Shiden (Violet Lightning) Kai (Modified) "GEORGE":
GEORGE is the unlikely Allied nickname for the best Japanese naval fighter produced in quantity during World War II. The official Japanese name and designation was Kawanishi N1K2 Shiden (Violet Lightning). This outstanding land-based fighter sprang directly from a floatplane fighter design, the N1K1 REX (see NASM collection).
Many countries used floatplanes for scouting and reconnaissance duties, and to hunt submarines and surface ships, but only Japan built and fielded fighters on floats. The Japanese Imperial Navy intended to use these specialized aircraft to gain air superiority above a beachhead to support amphibious landing operations where carrier or land-based fighters were unavailable. The Kawanishi N1K1 (Allied codename REX) was the only airplane designed specifically for this purpose to fly during World War II.
In September 1940, the Japanese Navy issued a specification for floatplane fighters capable of supporting offensive naval operations. A team of engineers including Toshihara Baba, Shizuo Kikuhara, Hiroyuki Inoue, and Elizaburo Adachi had readied the first prototype by May 1942, and it flew on May 6. Tests showed that the speed of new airplane was only slightly less than the Mitsubishi A6M Zero (see NASM collection) and the amphibious fighter was almost as maneuverable as its land-based cousin. This was remarkable performance for an aircraft that could not retract or jettison its huge landing gear.
Long before the first Kyofu flew, Kawanishi engineers believed that the basic design would also make an excellent land-based fighter. The conversion appeared to entail simply replacing the main and wingtip floats with a conventional landing gear. The company decided to develop this variant as a private venture. As the project unfolded, the engineers decided to replace the 14-cylinder engine with a new 18-cylinder model expected to produce about 2,000 horsepower. The new engine required a larger propeller and this component, in turn, required abnormally long landing gear struts to prevent the blade tips from contacting the ground. Kawanishi flew the first N1K1-J land-based fighter on December 27, 1942. The new engine failed to deliver the expected power and the landing gear functioned poorly. The airplane also fell short of projected speed (649 kph - 403 mph) by 74 kph (46 mph) and could manage only 575 kph (357 mph). This was faster than the Mitsubishi A6M Zero ZEKE, however, and the Japanese Navy badly needed an effective counter to new American naval fighter aircraft such as the Grumman F6F Hellcat and Vought F4U Corsair (see NASM collection). The Japanese Navy ordered Kawanishi to abandon two other fighter projects and start building Shidens.
By the end of 1943, Kawanishi delivered about 70 of the new fighters and the Navy used these airplanes for pilot familiarization and training. Expecting Allied amphibious landings in the Philippines, the Navy sent the first Shiden unit to Cebu in time to challenge Allied air power supporting the invasion of that island in October 1944. Engine, landing gear, logistics, and maintenance problems plagued the Shiden units but Allied pilots realized they faced a superb new Japanese fighter.
With N1K1-J production underway and Shidens flying combat missions, Kawanishi set about refining the design. They lowered the wings from mid-fuselage and the extra ground clearance permitted the engineers to install a shorter, more conventional and less-troublesome landing gear, simplified the fuselage structure, and redesigned the empennage. Only the wings and armament remained from the initial design. The engine continued to give trouble, but the Navy was impressed with these improvements and ordered the new version into production as the N1K2-J Shiden Kai (modified). In air-to-air combat, experienced Japanese pilots flying Shiden Kais could more than hold their own against most American pilots flying F6F Hellcats. In February 1945, a brave pilot, Warrant Officer Muto, single-handedly engaged 12 Hellcats and shot down four of them before the remainder disengaged. Flying intercept missions against Boeing B-29 Superfortresses above the home islands, the Shiden Kai was less successful because of inadequate climb speed and power loss at high altitudes.
Kawanishi developed several other variants and planned more when the war ended. About 1,500 of the various models were produced. In battle over Formosa (Taiwan), the Philippines, Okinawa, and the home islands, Shiden pilots acquitted themselves well but this excellent airplane was another good design that appeared too late and in too few numbers to reverse Japan's fortunes in the air war.
NASM's Shiden Kai is one of three remaining today. The other two are displayed at the U. S. Air Force Museum in Dayton, Ohio, and the New England Air Museum in Windsor Locks, Connecticut. American intelligence units collected four GEORGE fighters from various Japanese airfields and delivered them to Yokosuka Naval Shipyard for shipment to the United States. The NASM GEORGE came from Omura or Oppama Naval Air Station, Japan, and the fighter arrived stateside aboard the escort carrier "USS Barnes." It was probably evaluated at the Naval Aircraft Factory at Philadelphia, and then moved to Willow Grove Naval Air Station. The GEORGE remained outdoors on display and steadily deteriorated along with a group of German and Japanese airplanes until 1983 when the Smithsonian Institution acquired it. The airplane was stored at the Paul Garber Facility until NASM loaned it to the Champlin Fighter Museum in Mesa, Arizona, for restoration in December 1991 and the project was completed in November 1994. The restored Shiden Kai wears the colors and markings of the 343rd Kokutai, a unit stationed at Omura Naval Air Station in 1945.
Transferred from the United States Navy.
Manufacturer:
Kawanishi Kokuki K. K.
Date:
1942
Country of Origin:
Japan
Dimensions:
Overall: 400 x 930cm, 2675kg, 1200cm (13ft 1 1/2in. x 30ft 6 1/8in., 5897.3lb., 39ft 4 7/16in.)
Materials:
All-metal monocoque construction
Physical Description:
Single-engine, low-wing monoplane, conventional layout with tailwheel landing gear.
Steven F. Udvar-Hazy Center: Kugisho MXY7 Ohka Model 22
See more photos of this, and the Wikipedia article.
Details, quoting from Smithsonian National Air and Space Museum: Steven F. Udvar-Hazy | Kugisho MXY7 Ohka (Cherry Blossom) 22:
Near the end of World War II, Vice Admiral Onishi Takijino recommended that the Japanese navy form special groups of men and aircraft to attack the American warships gathering to conduct amphibious landings in the Philippines. The Japanese used the word Tokko-tai (Special Attack) to describe these units. To the Allies, they became known as the kamikaze. By war's end, some 5,000 pilots died making Tokko attacks.
The Ohka (Cherry Blossom) was designed to allow a pilot with minimal training to drop from a Japanese "Betty" bomber at high altitude and guide his aircraft with its warhead at high speed into an Allied warship. While several rocket-powered Ohka 11s still exist, this Ohka 22 is the only surviving "Campini" jet-powered version of the aircraft. It was captured in Japan in 1945. Unlike the Ohka 11, the Ohka 22 never became operational.
Transferred from the United States Navy, R. Adm. A. M. Pride.
Manufacturer:
Kugisho (First Naval Air Technical Bureau)
Dai-Ichi Kaigun Koku Gijitsusho
Date:
1945
Country of Origin:
Japan
Dimensions:
Overall: 120 x 690cm, 545kg, 410cm (3ft 11 1/4in. x 22ft 7 5/8in.,
1201.5lb., 13ft 5 7/16in.)
Materials:
All-metal monocoque construction
Physical Description:
Single-seat, all-metal monocoque construction and conventional layout
with low wing and twin vertical fins and rudders, powered by
"Campini" jet engine.
Comments and faves