Bomb load: Up to 1,764 lb of bombs (one 551 lb or one 1,102 lb or one 1,764 lb bomb).
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Poznámka: Note:
S ohledem na skutečnost, že první zkušební let trval pouhých 11 minut lze výkonové parametry považovat pouze za vypočtené. V době havarie prototypu nebyla vestavěna výzbroj. 橘花 - Kikka - pomerančový květ (jap.)
橘花 - Kikka - Orange Blossom
Zdroje: Sources:
Rene J. Francillion Ph.D., Japanese Aircraft of the Pacific War, Naval Institute Press, rok 1987, ISBN-13: 978-0870213137 Robert C. Mikesh, Kikka, Monogram Close-Up 19., Bolyston, Massachusetts, Monogram Aviation Publications, 1st edition, 1979, ISBN-13: 978-0914144199 Famous Aircraft of the World No.76, Japanese Army Experimental Fighters (1), Tokyo, Bunrin-Do, August 1976 Tadeusz Januszewski a Kryzysztof Zalewski, Japońskie samoloty marynarski 1912-1945, tiel 2, Lampart, rok 2000, ISBN 83-86776-00-05 Ivo Pejčoch, Nakajima Kikka, HPM 1993, roč. 3, čís. 4, str. 2–5, ISSN 1210-1427 L+K 24/1985, Monografie Nakajima Kikka, Jiří Hornát j-aircraft.org www.aviastar.org archiv autora
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Nakajima 花 花 Kikka
History and development: As soon as information about the German jet fighter got to Japan Me-262 ( jet aircraft was presented to the Japanese delegation in 1944), also expressed interest in Dai-Nippon Teikoku Kaigun Kōkū-tai (Imperial Naval Air Force), which required a modern attack aircraft, which was to be powered by jet engines. The development of the new machine was commissioned directly, without competition, to the company 中 島 飛行 機 株式会社 - Nakajima Hikōki Kabushiki Kaisha (hereinafter Nakajima), as early as September 1944. The specifications of 19-Shi B required a naval air force of 692 km per hour runways for take-off and landing, this requirement of the naval air force was included in the technical requirements not perhaps because it would take into account the operations of the aircraft from the aircraft carrier, but with regard to the fact that the aircraft was to operate from emergency areas such as roads. , therefore, a low landing speed was also required. The folding wings, which the aircraft was also to be equipped with, were to enable parking under trees or in caves, tunnels, etc. Thus, protection against the Allied air force and its damage or destruction at airports.
However, in Japan there was no suitable jet engine with any hope of its early introduction into production, this situation had to be resolved quickly. The easiest offer was from a European ally, Germany. Japan, under an economic agreement in 1943, entered into negotiations with the Messerschmitt factory and obtained a promise to supply complete production materials for the production of licensed Me 262 jets, while Japonsci purchased several model jets BMW 003 including complete production documentation as well as many photos from their tests. This rare cargo was loaded on two Japanese submarines Satsuki and Matsu. Only one submarine arrived at the port of Sinagapur, the one that carried BMW jet engines and their production documentation. The Japanese realized that they could lose the rest and so prudently, still in Singapore, they divided the cargo, part of the drawings were loaded onto the plane and the other part of the documentation, along with the engines was to be transported to Japan by submarine, unfortunately for Japan, this submarine was sunk and so it happened that in the end Japan had only the engine manual and a small part of the photo documentation.
Japanese designers Kazuo Ohno and Kenichi Macumura were forced to create a completely new aircraft based on partial and incomplete information about the Me 262. So we can not talk about a copy, but here I would use the term "free processing on the topic of Me 262". The aircraft was given the name Kikka - Orange Flower (Japan). it was an all-metal low-flying aircraft with a retractable landing gear of the bow type, which had two engine nacelles suspended under the wings. Such an engine mounting was advantageous with regard to the planned use of various types of power units, and also this suspension under the wings made it easier to maintain the engines.
Let's go back to the development of jet engines in Japan, several Japanese designers have been working on such engines for a long time, so it was done with little state financial support, so far it was far from their serial production. The first, rather laboratory experiments in the Yokusuka naval arsenal were carried out from 1920 by Lieutenant Hanajima, his efforts did not arouse any interest. This lieutenant (later the admiral) was at the forefront of the development of jet engines in the early 1930s and worked closely with the University of Tokyo. The real development of Japanese jet engines can be talked about only since 1938, when their development was dealt with by Captain Tanegashima and University Professor Numachi.Their first serviceable part was a jet engine marked TR-10. This engine was made by the Ebara factory in 1943, the power and efficiency of this engine were low, but it was a purely Japanese design. The engine had a single-stage compressor and a single-stage turbine. This engine was then the basis for another Japanese design - the engine marked Ne-12. This engine was already more sophisticated, the turbine remained single-stage, but the axial compressor was already four-stage. Development continued and so soon a lighter version of the Ne-12B was created, these engines could already be considered that they could be used to power the aircraft. Logically, a series of attempts followed, which, however, revealed that even these engines do not have enough thrust to allow takeoff. Motor compressors Tsu-11 with a thrust of 300 kp were very weak for Kikku and their installation was also not possible. Fortunately, the designers realized earlier that the German BMW 003 engine was much more powerful and began building it. Construction began, but they lacked many documents and design calculations, and on the basis of these very modest documents, Japanese engines marked Ne-20 with sufficient thrust, the engines gave 4.66 kN and so these new Ne-20 engines were able to power Kikku and were built into the engine nacelles.
The first prototype of the Kikka was completed on June 25, 1945. On June 30, taxiing tests began at the factory airport. Then the prototype was disassembled and sent for further tests to the base of the Navy Kisarazu. On August 1, 1945, Kikka was reassembled and on August 7, 1945, the first flight was made. Four days later, the second flight was to take place, this time using solid-fuel accelerator rocket engines. After a not very successful takeoff, the plane suddenly crashed into the sea from a fast ascending flight and the pilot died. The commission of inquiry did not come to an unequivocal conclusion, first considered the shutdown of the jet engine, then the incorrect installation of auxiliary rocket engines, which were to be mounted at the wrong angle, and finally the most likely version that the engines may have had the wrong angle. and a sudden drop in sound level after the rockets burned out, the pilot could consider the jet engines off and tried to interrupt the launch. The second prototype was not yet ready for testing and so it meant the end of all Kikka flights. The Kikka prototype carried no weapons. Serial aircraft were to carry two cannons Type 5 caliber 30 mm. The engines of the Ne-330, which already had a thrust of 8.67 kN, were planned for the propulsion of serial machines. A drive with Ne-13 engines with a traction of 8.82 kN was also considered. These engines, however, were in the project stage, as well as an unarmed two-seater reconnaissance version of the Kikka. A version of an overflow fighter capable of endangering a bomber B-29 was also being prepared, here perhaps the designation J9N was also considered, which is mentioned in some sources. A two-seater version was being prepared for pilot training, and a third prototype was to be completed in this version. None of this was realized, on August 15, 1945, Japan capitulated.
The Americans found in the factory an almost completed second prototype and eighteen aircraft under construction from the verification series. The second, unfinished prototype was transported by the Americans to the USA, where it underwent various ground tests.
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Přidám dvě zajímavé fotografie.
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Pár záběrů na motor Ne-20
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A ještě jednu fotografii letadla Nakajima Kikka
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Trojpohledový náčrtek
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Použité prameny: Rene J. Francillion PhD, Japanese Aircraft of the Pacific War, Naval Institute Press, rok 1987, ISBN-13: 978-0870213137 Tadashi Nozawa, Encyclopedia of Japanese Aircraft 1900-1945, Volume 5, Nakajima Aircrafts. Shuppan-Kyodo Publishers, Tokyo, Japan, rok 1983 Robert C. Mikesh Kikka, Monogram Close-Up No.19., Bolyston, Massachusetts: Monogram Aviation Publications, 1st edition, rok 1979, ISBN: 10-0914144197 Tadeusz Januszewski a Kryzysztof Zalewski, Japońskie samoloty marynarski 1912-1945 díl 2, Lampart, rok 2000, ISBN 83-86776-00-05 Václav Němeček, Vojenská letadla 3 díl, druhé doplněné vydání, Naše Vojsko, Praha 1992, ISBN 80-206-0117-1 L+K č 7/1975 Letadla 1939-45 j-aircraft.org http://www.airwar.ru/enc/bww2/kikka.html koapp.narod.ru archiv autora
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