17 second is probable, but I would really like to see the page in the manual
that states this figure. I have never seen a turn time published in any Japanese
aircraft manuals.
I can only copy and paste someones english translation of it:
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 ...
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