DarrenW
Staff Sergeant
Where do you get this weight from Greg? I've only seen figures below 8,000 lbs fully loaded for the Ki-100.Doesn't weigh much? Overload for long range is over 11,000 pounds!
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Where do you get this weight from Greg? I've only seen figures below 8,000 lbs fully loaded for the Ki-100.Doesn't weigh much? Overload for long range is over 11,000 pounds!
My original post was in regards to the Ki-100 specifically, not the Ki-84. I used the Spitfire Mk.XIV as an example of an aircraft in service at the time of the Ki-100's introduction, but it was not really a contemporary in time either, as it entered service more than a year previous. A more accurate Spitfire to use would be the Mk 21, which entered service about about a month before the Ki-100.Have to disagree with this post. The Ta 152 and Spitfire XIV were never true contemporaries of the Ki-48/100. These airplanes (Ta 152 and Spitfire XIV) fought in the ETO and never made an appearance in the PTO during the war. Contemporary in time, sure. Contemporary in combat, no.
I hear you Greg and I fully agree that aerodynamically there wasn't a lot to choose from between the two but the Corsair was STILL the 'cleaner' aircraft, with a smaller total drag figure and wing area to boot. A very fast radial engine carrier fighter was what Vought was shooting for afterall and they definitely got it. On the other hand Grumman made the Hellcat to be as simple as possible to fly off a carrier, fast enough to deal with the Japanese, and easy to manufacture. They were only concerned about aerodynamics to a certain extent. They obviously played their cards right and built a real winner of a fighter plane.
My point is that while there may be less of a difference in throttle settings at slower speeds, the aerodynamic disparity between the two becomes more and more apparent the faster you fly. So yes in a CRUISE the settings between the two may be very close but this won't last long as throttles get advanced.
And although I can fully appreciate and respect first hand accounts from the pilots who currently fly them, without knowing the configuration of each and "correctness" to original factory built aircraft it's really difficult to assess if what they now claim was actually the case during the war.
Greg please re-read my post. I was obviously comparing the F4U with the F6F and NOT the Ki-84.Corsair has smaller wing area? I don't think so. The Ki-84 is overall a smaller airplane with the same horsepower as the Corsair.
An F4U-4 comes in at 9,200 lbs empty and 14,670 lbs gross. It has 314 square feet of wing area. The engine has 2,380 hp WER. That is 6.16 lbs/hp.
A Ki-84 I-a comes in at 5,864 lbs empty and 7,940 lbs gross. It has 230 square feet of wing area. The engine has 2,041 hp at sea level. That is 3.89 lbs/hp. It also has 3 feet more wingspan than a Corsair. It SHOULD be a bit better at higher altitude due to better span loading.
The Ki-84 is lighter at gross than an F4U-4 is empty! And the horsepower is very close. The Ki-84 at gross has a power loading that is HALF that of a gross weight Corsair. Sorry, the supposed lack of performance for the Ki-84 just doesn't add up ... but that's just my take on it.
No problem. I still enjoyed reading your post. It's filled with losts of great information!Duhhh ... OK. I was looking at the Ki-84 in the topic heading after doing something else that required some thinking. Open mouth, insert foot, chew. Cheers.
Probably because it was better on paper than in actual service. Most engines didn't produce nearly the horsepower as designed, and sub-par maintenance practices took their toll on war-weary airframes.Sorry, the supposed lack of performance for the Ki-84 just doesn't add up ...
I don't think anyone in this thread has claimed the Ki-84 had relatively low performance. That claim has been reserved for the Ki-100Sorry, the supposed lack of performance for the Ki-84 just doesn't add up ... but that's just my take on it.
Yep, I know that all too well myself!I check in here now and then, and do other things in between, so sometimes it is hard to stay on topic. I was just looking at installing a GFCI / AFCI receptacle in the back yard and was doing a load calculation for the circuit. It isn't exactly rocket science, but it does make an old guy think a bit.![]()
I'm always left shaking my head when I see the horsepower ratings of Japanese engines. Does anyone know of a reference dealing primarily/solely with Japanese aircraft engines?Honestly I think the Ki 100 is overrated. Sure, it dived well, had a reliable engine and handled well, indeed seem to have been a forgiving airplane. But if the performance figures we have is anything to go on, something in the area of 580 km/h is not going to cut it for a fighter entering service in 1945. I really don't think it can be compared to the Ta-152, though they did try to make it into a high attitude fighter. They did not approach reliability in that role. It was not bad for its 1500 hp radial, and it was an impressive enough feat of engineering to convert it in so little time.
Add to that the overwhelming number of aircraft the allied possessed.That inexperienced pilots could fly it is a mixed blessing, these pilots may have been better served with not having an aircraft at all. I think I've said something along these lines before.
The Ki 84 was plagued by an unreliable engine, and decreasing standards of production didn't help. IIRC it at least initially had problems with collapsing undercarriage. The performance figures I've seen range between app. 630 km/h and 690 km/h. Not enough to set a world record, but quite decent. it entered service long before the Ki 100. Some may not have had a homare that delivered as much as 1500 hp, but I think it was a match for the best upon entering service. Of course it was outnumbered too, though far more were produced. While the unluckier individual examples may have performed no better (or even worse), it was always potentially a superior aircraft, and often so in practice too.
Of course better fuel would help both of them.
Honestly I think the Ki 100 is overrated. Sure, it dived well, had a reliable engine and handled well, indeed seem to have been a forgiving airplane. But if the performance figures we have is anything to go on, something in the area of 580 km/h is not going to cut it for a fighter entering service in 1945.
There is no "metric phobia," but metric AN bolts are more than twice the cost of SAE AN bolts and there is NO reason to pay more for an already-too-expensive aircraft repair or overhaul. When metric bolts come down to reasonable prices, if ever, then they'd likely go with original-size metric hardware..