Nakajima Ki-84 Hayate / FRANK

Jam, e-mail, 08.03.2017 21:19 Ki-84 had 624km /h @ 6000m top speed (Japanese stated top speed at military power whereas the Germans, Americans and British stayed the top speed of their planes at War Emergency Power) with its first Ha-45-11 engine. At WEP you're looking at about 645km /h at 6000m with Ha-45-11. Then in late 1944 the Ha-45-21 1990hp engine was introduced. The US TAIC report used this engine. However the TAIC report is just calculations. The drag coefficient is too generous when you compare the drag to the Japanese tests. Ha-45-21 Ki-84 had about 665km /h at 6000m at WEP top speed. (Not 687km /h that is stated in TAIC). In late 1945 the Ha-45-25 engine came which had 2000hp and lost less HP as it gained altitude. At 6000m it would of gave the Ki-84 about 680km /h @ 6000m at WEP reply

ron, e-mail, 02.06.2016 07:37 More detail on the 20mm Ho-5 cannon ammo (on fighters): The fuseless black soft APT was 112.7g with 7g of tracer. The hard APT was (118g) 119.5g with 7g of grn-white tracer. It was black with green and white bands and fuseless. The HEI 'incendiary' was 78.2g (82.5g);3.2g PETN /RDX;8.7g I. It was black with a brass nose, fuseless. The HEI 'explosive' was (65.2g) 77.4g; 3.4 RDX; 3.7g I. It was black too, but fused. Other ammo also used by IJAAF: Medium APT was 116.7g (118.5g) and 7g red tracer. It was black with a green band and fuseless. A silver-grey HEI 'special incendiary' was (70.9g) 77.4g; with 0.4g RDX and 3.7g I. It had a 2 piece fuse. The numbers in parenthesis come from converting (ounces vs) grains to grams. I favor grains since the OZs are more rounded off. It is curious how the results go back and forth though. I got it from the RAAF leaflet on scribd. M /V slipped from 820mps to 700mps for the APT and 740 for HEI late in the war. reply

Ron, e-mail, 27.12.2015 23:01 So if a 8300 lb Ki 84 can turn full circle in 17 seconds, what can a 7039 lb Ki 116 do? 17 is already A6M5 territory! In time if not radius. It may approach Ki 43-IIIa turn performance. Who knows? If I were an Oscar ace in 1945, I would petition for the 385 mph Ki 116 Frank! reply

Ron, e-mail, 27.12.2015 00:17 853' radius turn time is 17 sec 360 deg left, 20 to the right. 236+ mph start. reply

Ron, e-mail, 26.12.2015 13:00 Cont'd "1.This plane can perform each special flight easily, it doesn't have any bad characteristics. 2.Quick turn or roll maneuvers (such as quick roll, spins, etc) would give bad effect on the plane so it shouldn't be performed. 3.Oil pressure will be zero when at inverted flight, so do not try the inverted flight. 4.When pulling up on highspeed, the acceleration have to be within 4G. 5.When trying the special flight, because of this plane`s characteristics, try to always keep the altitude and speed before starting. 6.Because for being kind to the engine, do it on 2600RPM when at training. 7.With exception for when deep (vertical) dive, elevator tab should be in cruise mode. 8.Spin characteristic is good, and it doesnt enter to bad spin. When you`re at the spin, it will stop immediately if you place all rudders in neutral position. 9.To perform a loop, start at the speed of 400km /h, 2600RPM, Manifold pressure (+)100mmHg. 10.The point for chandelle is same as looping. 11.To perform a Immelmann turn, start at the speed of 400km /h, 2600RPM, Manifold pressure (+)200mmHg. 12.When at upsending invert roll , from the speed of 350km /h, rise in the angle of about 80degrees, open the Manifold pressure till (+)100mmHg, when you reach 150~160km /h start them as the usual process. 13.To perform slow turnover, switch the "pitch lever"to 2600rpm and keep the speed at 250(300)km /h and start them as usual process. The altitude loss is about 900m and the speed when returning at horizontal would be about 400km /h 14.To perform quick turnover, switch the "pitch lever"to 2600rpm and keep the speed at 250(300)km /h and when pulling the stick enough to the left(right) back, simultaneously stomp the rudder to left(right) enough and heading the nose swiftly to lower side, try not to invert the plane. The altitude loss is about 650(800)m and the speed when returning at horizontal would be about 350(400)km /h 15.To perform slow roll, try them from 2600RPM, speed 320km /h and start them as the usual process. 16.To perform quick turn, try them from 2600(2900)RPM, Manifold pressure (+)100mm Hg(+250), speed 380(400)km /h and start them as the usual process. left turn will force the nose down easier because of torque effect, right turn will force the nose up easier. When you keep turning, the speed defers by its tilt, horsepower, plane`s load, etc. The turn radius and time is as follows: 800~700 Altitude 360 degree 180degree Turn Right Left Right Left Turn heading 20.00sec 17.05sec 8.55sec 9.15sec Turn time 260m 260m 260m 270m Turn radius(about) 2900RPM, Manifold pressure (+)250mmHg Notes 17.To perform quick ascend, you need a slow 3G to do this. If pull up were too rough, it will drastically decrease your gaining speed and lose your gaining altitude so be careful. So when you keep 2900RPM and maximum intake pressure when climbing, you can gain almost same climb as the descending altitude. 18.When diving in deep angle, do not over-use the elevator tab(trim?). The push for stick will be related against the speed and inversed getting heavier against the dive angle but, unless it is required you have to keep the tab within 5 degree down. When performing a dive, you have to take enough altitude and increase your speed slowly so you can learn enough, and then dive deeper within the limit speed. Here we have a sample for the deep dive. -1.Entering Start roll and dive with angle of 60degree, tab down 5 degree, Altitude 5000m, 2900RPM, Manifold pressure(-)100mmHg, Speed 350km /h -2.While diving Open the Manifold pressure up to (+)250mmHg -3.Pulling back to horizon Altitude 1300m, 2900RPM, Manifold pressure(+)250mmHg, Speed 750km /h Note. -1.Do not overrev the props unless when malfunctioning. -2.Close the gas valve controller for about half -3.Elevator tab are required to check severely before piloting. -4.If the plane starts to vibrate when diving, full close the gas valve control and slowly pull up. 19.Vertical dive have to be done with the process of dive and these cautions. The speed increase when vertical diving is very fast and altitude loss required for pull-up is big so it need with caution. Here we have a sample for vertical dive. -1.Entering Altitude 5000m, 2900RPM, Manifold pressure (-)100mmHg, Speed 300km /h -2.While diving Open the Manifold pressure up to (+)250mmHg -3.Pulling back to horizon Altitude 1300m, 2900RPM, Manifold pressure(+)250mmHg, Speed 750km /h This is about as much as I have. It's 53 pages after all and I cant force anyone to do this for free as a friends request. Hope that is interesting and helps, and as I said, it was not done by a fluent english speaker so can be hard to understand. � Last Edit: December 13, 2014, 07:09:30 am by Hiromachi � Logge ... reply

Ron, e-mail, 26.12.2015 12:50 A translation of a Ki 84 test: "A function and the handling of Ki-84 fighter. 3rd January 1944 (Showa 19). Chapter1 - Main Specification Section 1 - Main Specification This plane is All metal low wing single seat monoplane, here we have a spec: Wingspan - 11.238m Length - 9.870m Height(horizontal) - 3.385m Wing area - 21 m2 Dihedral angle - 6.0 Aspect ratio - 6.08 Flap area - 2.436 m2 Aileron area - 1.376 m2 Horizontal stabilizer area - 3.079 m2 Elevator area - 1.074 m2 Vertical stabilizer area - 0.761 m1 Rudder area - 0.889 m2 Empty load - 2712 kg Full load - 3763.5 kg Wing loading - 178kg /m2 Powerloading - about 2.5kg /hp Fuel - Aviation 92 gasoline ( 697 l ) Methanol and Water - 130 l Engine oil - 50l (Full capacity 80l) Armament - 20mm x2, 13mm x2 Engine Name - Ha-45 Type - Air cooled twin row radial 18cyl Output - 1500hp /8500m Propeller Name - "Pe-32" electical constant speed propeller Diameter - 3.10m Max speed - 624km /h Climb time - 12min 16sec to reach 8000m Service ceiling - 11000m Landing speed - 140km /h Chapter 2 - Construction Functioning Section 1 - Aircraft �@�@ Subsection1 - Aerodynamic characteristics 1.Wing The wing is capable of sustaining speeds of about 700km /h. The wing`s square shape is considered for stall and stability, contraction ratio 1.81 straight downhill tapered. To improve stall characteristic, as tip border to prevent early stall of wingtip we added 2 degree of twist down. 2.Tail Vertical and Horizontal stabilizers both have thickest point at 40% chord length. The stabilizer area and position of balance is decided by consideration to the stability at high altitude and stability when controlling the flap. The movement of horizontal stabilizer is mouted above the fuselage and angled + 3 degrees to improve the angle of attack against the draft from main wing. 3.Fuselage The maximum width is decided from the engine`s diameter 1.180m, it is tapered smoothly to the tail. Overall the shape of fuselage is shaped with simple curve, unlike straight shape so it can reduce drag. 4.Rudder The chord length of ailron`s back is reaching 20% of main wing, its balance is 25%. controllable angle is 15degrees down, 20 degrees up. Elevator is decided considering to the effectiveness at landing and takeoff, controllable angle is 30degrees for pull, 20 degrees for push, also have trim. Rudder is decided considering to the effectiveness at takeoff, controllable angle is 30degrees for left and right. 5.Flaps To improve the landing and takeoff performance of this plane which have high wingload, this plane is designed to use butterfly flap effectively enough to improve lift. The control angle of flap is 15degrees at takeoff, 30degrees at landing, Here we have the estimated maximum lift coefficiency: Flap angle 0 degree: Max lift coefficient 1.46 Flap angle 15 degree: Max lift coefficient 1.70 Flap angle 30 degree: Max lift coefficient 1.92 Section 2 - Structure 1.Wing Wing is all metal one side held single frame monocoque constructed, it have single wing, and its wingtip and cranial border tank can be dismounted. For the center part of wing, it have 217L fuel tank, left and right wing have 173L fuel tank each, also split by 20mm cannons its outer cranial border it have 67L fuel tank. Center wing cranial border have landing gear inside. Ailerons are constructed with metal frame and fabric outer, it is perfectly balanced by counterweight placed on cranial border, and it have a correction rudder. Flaps are fully metal constructed and it actuates by hydraulic, only used at takeoff and landing. 2.Tail stabilizers Both the vertical and horizontal stabilizer are all metal construction. Elevators are constructed with metal frame and fabric outer, and it have a metal constructed correction rudder. And it is perfectly balanced by counterweight placed on cranial border. Rudder are also constructed with metal frame and fabric outer. And it is balanced by counterweight placed on lower cranial border. and it have a correction rudder on its caudal border. 3. Fuselage It is metal constructed half monocoque construction, it can be separated into front and back part at 9th semicircle from the back of the seat. Frontal fuselage is connected to wings by its lower mount base, and it have a pipeframe weld engine mount on front. On the back of the cockpit the 12mm steel board is mounted to defend from bullet, and canopy have a emergency opening device. It have a meintenance hatch on the bacl left side of the fuselage. 4. Landing gear Main landing gear is completely retracted inside the wing`s cranial border by hydraulic, also it is fixed by hook at both the completely retracted and extended position. Gear tower have a air /hydraulic absorber, it have a wheel and 650 x 170mm high pressure tyre. Brake is hydraulic. Tail wheel have air /hydraulic absober tower, wheel and 200 x 75mm tyre, it can be both in fixed ... reply

Ron, e-mail, 23.12.2015 12:41 Initial climb of the Ki 116 Hayate was 1,000m /min.= 3280fpm. reply

Ron, e-mail, 10.12.2015 08:06 30.3 and 4.45 lb are the W /L and P /L for the 1560 hp Ha-112-II powered Zero A6M8 for comprison. But the Hayate Ki 116 is almost 30 mph faster for the same or better aerobatics with it's combat flaps! reply

Ron, e-mail, 10.12.2015 07:30 The W /L of the Ki 116 was 30.1 lb /s.f., 4 lb lighter than the Ki 84!! 35.8 for the Ki 100!! Acceleration however was off a touch. P /L was almost 4.7 lb /hp, 0.7 heavier. 5.1 for the Ki 100!! So it should easily narrow the gap with the Ki 100 in a dogfoght, namely in turn and climb performance. reply

Ron, e-mail, 22.11.2015 12:27 The unavailability of engines forced the decision to use the reliable Ha-112-II with a 3 blade prop (same as Ki 100). The prototype flew before the war ended. It's weight was 1,000 lbs lighter, improving agility; but speed dipped to 385 mph @ 19,000', 342 @ 12,000'. Still faster than the Ki 100-Ib by 25 mph with the same power! Loaded weight was just over 7,000 lbs. The end of the nose was more blunt like the Ki 100. Tail area was larger than the original. I wonder how it would do in a mock dogfight with the Ki 100 or anything else. reply

TORBJ�RN KAMPE, e-mail, 18.10.2015 22:57 this aircraft has lot of good maneuverability. better than the Spitfire. and snabare and more armed. a mix of BF-109 and FW-190. I think lot of good for this aircraft. for its flight characteristics. it is betere a zero zen. reply

Ron, e-mail, 04.03.2015 22:13 The Ki84's test dive was interrupted at 497 mph due to the pilot's oxygen malfunction. It probably could do much better since the Ki 44 (with slower level speed by about 15 mph) could dive to 528 mph! I wouldn't be shocked if the Frank could outdive the Tojo by the same margin of 15 mph or so in the 540s I would guess. Perhaps not, depending on dive stability and vibration etc... since the Ki 44 engine was more reliable. Unless someone has better data, we can only speculate. Maybe my former posts are in question where I compared the Frank's 497mmph dive with that of the Ki 100 at 528 mph limit (matching the Ki 44). The limit of the Frank is still a mytery. reply

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