Nakadžima G5N Šinzan [Liz]

Nakajima G5N Shinzan - přehled verzí

Nakajima G5N Shinzan - list of versions


島 島 G5N 深山


Japanese name: 深山 - Shinzan - Mountainside


Allied Code Name: Liz



Designation Aircraft design - description
Nakajima G5N1 11 1940 project and the subsequent commencement of work, the first flight in May 1941,
new engines Nakajima were used NK7A Mamoru 11, a total of 4 prototypes were built
Nakajima G5N2 12 změna motorů for much more reliable engines Mitsubishi MK4B Kasei 12 (Ha-32-12) with slightly lower power,
but higher altitude, used propellers with larger diameter, made 2 prototypes.
Nakajima G5N2-L 12 After stopping work on the bomber, the aircraft,
all manufactured prototypes G5N1 and G5N2 were rebuilt into a transport form.
Nakajima Ki-68 the only project that this heavy bomber was to make available to the Army Air Force, the engines were to be of the type
Nakajima Ha-103 (similar to naval NK7A Mamoru) or Mitsubishi Ha-101 (similar to naval MK4B Kasei)
- The project was canceled at the same time as the work on the G5N2 bombers was stopped.
Kawanishi Ki-85 another project, this time from another company, included engines Mitsubishi Ha-111M
this project was also canceled after the Shinzan fiasco.



Made a total of 6 aircraft of this type.
The production of prototypes took place in the factory Nak 島 飛行 機 株式会社 - Nakajima Hikōki Kabushiki Kaisha in Koizumi [img_6 comment = Japan (JPN)] http: //vcdns.valka.cz/images/flags/jpn.gif[/img_6]


Sources used:
Famous Airplanes of the World, Nakajima Shinzan/Renzan, Volume 11, No.146, Japan, Bunrin-Do, Nov. 1984.
Tadeusz Januszewski and Kryzysztof Zalewski, Japońskie samoloty marynarski 1912-1945 part 2, Lampart, year 2000, ISBN 83-86776-00-05
80-206-0117-1
URL : https://www.valka.cz/Nakadzima-G5N-Sinzan-Liz-t35055#127638 Version : 0

History:




In the mid-1930s, the command of the Japanese Naval Air Force (海軍 航空 本部 Kaigun Kōkū Hombu) sought to acquire a four-engine bomber that would carry a much larger load of bombs than its single-engine and twin-engine bombers. The problem, however, was that Japanese factories had not yet built such a large bomber, the designers had little or no experience, so Kaigun Kōkū Hombu's technical officers had to look abroad to see if such an aircraft could be obtained. The Japanese Empire was, at this time, the target of considerable international criticism for the fighting they fought in China, and so the purchase of strategic bombers was not entirely realistic.

However, the Japanese airmen did not miss the fact that in 1936, the Douglas Aircraft Company introduced a model of the then giant airliner. Douglas continued further construction and soon demonstrated a prototype DC-4E (letter E means Experimental). This aircraft was to bring a number of technical innovations and conveniences to transcontinental air transport. The prototype flew well and technically was quite successful, but it is also true that the use of some innovations was accompanied by problems, this was due to the fact that their development was not completely completed. The bigger problem was the high price and the fact that the passenger compartments were not pressurized (Douglas claimed that a small adjustment is enough and pressurization is possible). Unfortunately for the DC-4E prototype, the competing Boeing 307 Stratoliner was slightly cheaper, more reliable, and airtight cabs were already available. Douglas invested in an advertising campaign, but even this massive advertisement did not help, the airlines gradually canceled their pre-orders, until the whole Super Mainliner project ended in complete commercial failure. The Japanese watched everything and eventually took advantage of this business failure and showed interest in a prototype airliner. The State Department of Defense agreed to the sale, and so in August 1939 the deal was carried out. The Super Mainliner was officially purchased by the civil airline ai 日本 航空 株式会社 - Dai Nippon Kōkū Kabushiki Kaisha.


Meanwhile, in the summer of 1938, Kaigun Kōkū Hombu demanded the specifications of a 13-Shi four-engine bomber, and these specifications were passed directly to aj 島 飛行 機 株式会社 - Nakajima Hikōki Kabushiki Kaisha (Nakajima), whose technicians and designers had difficulty dealing with the project. technical requirements of the navy and their work was far from over. The Navy required that the maximum speed not be less than 444 km/h, with a bomb load of 4,000 kg should have a range of 6,500 km and with half the weight of the bombs should reach a distance of 8,300 km. The aircraft was to carry a sufficiently effective defensive armament to protect it from enemy fighters. Today, it is difficult to assess how far the Japanese designers and the drawing documentation of the DC-4 transport aircraft helped the Japanese designers. The complete drawing documentation was purchased by the Japanese in the USA in March 1938, precisely in order to facilitate the development of a four-engine naval bomber. So we should not be surprised that the design of this bomber in many parts and components resembled the American model. When buying the prototype DC-4E, the Japanese demanded shipping, Douglas wanted to simply fly over to Japan. However, the Japanese were worried that the navigation data could be obtained by the US Air Force, so the transport was carried out by ship. The aircraft was therefore landed in the port of Yokohama in January 1940. Probably only one demonstration flight was performed and then it was secretly handed over to the Naval Air Force, which gave it the naval designation LXD1 Navy Type D, and subsequently the aircraft was taken over by Nakajima. In the production factory, the aircraft was dismantled so that designers and technicians could get acquainted in detail with the construction of this large transport machine.It is certain that the possibility of a detailed study of the design of the DC-4E accelerated the design work and the construction of a prototype naval bomber.


The first prototype naval bomber was completed in April 1941, bore the designation Nakajima G5N1 model 11 and soon after its flight (April 10, 1941) was assigned the combat name 深山 - Shinzan ( Mountain slope). The Japanese designers quite logically used the maximum possibilities and so the prototype G5N1 was quite similar to the Douglas DC-4E. However, we can not talk about a mere copy, for the bomber it was necessary to build a completely new fuselage, which had a smaller cross section and was designed for a heavy bomber, including turrets and glazing for a bomber. The tail section was also new, the original tail of the Super Mainliner had three vertical tail surfaces, the Japanese designers used two vertical tail surfaces. The bomber crew was to number seven people. The wings were very similar to the wings of the Super Mainliner, except that it was not in a low-altitude position. It was more appropriate for the bomber to use a medium-sized configuration of the aircraft and the free lower part of the fuselage could be used for bomb bays, behind which was a place for a lower machine gun range. The propulsion of the aircraft consisted of four two-star fourteen-cylinder 中 島 護 11 型 - Nakajima NK7A Mamoru 11, each with a take-off power of 1,870 hp, Sumitomo/Hamilton propellers were four-bladed with a constant speed . The landing gear of the bow type was taken from the American model and the G5N1 was the first Japanese aircraft with this type of landing gear. The defensive armament consisted of cannons type 99-1 model 2 caliber 20 mm, one was in the dorsal turret and the other cannon was installed in the rear conical range at the end of the fuselage. The secondary defense of the armament was four machine guns type 97 caliber 7.7 mm, these weapons were equipped with a shooting range on the bow, in both side windows and the lower shooting range behind the bomb bay.


Already the first test flights revealed a number of design shortcomings, the biggest problems were caused by NK7A Mamoru 11 power units, the engines were powerful, but developmentally immature and untuned. Their operation was accompanied by such strong vibrations that the engine beds were damaged. Thus, four prototypes were made, in which the Mamoru engines later had to be replaced by much more reliable and also higher altitude engines Mitsubishi MK4B Kasei 12 (Ha-32-12). These engines were mounted on the fifth and sixth prototype, the installation of new engines changed the designation to G5N2 model 12. The new Kasei engines performed less than the Mamoru engines, in fact the Mamoru engines did not deliver the promised performance in practice, and the Kasei engines delivered only a slight decrease in top speed, higher altitudes and more economical operation. What is certain, however, is that the new four-engine bomber was heavily underpowered and it did not matter what type of engine was used, the fault was the large weight of the aircraft, which exceeded by 20%. Other problems were caused by leaking hydraulics, undersized oil coolers, unreliable servomotors, and all this was completed by low-quality and crumbling tires. Kaigun Kōkū Hombu acknowledged that he would not get to the heavy bomber this way, and stopped further work on Shinzan as a bomber.


Kaigun Kōkū Hombu's technical department ordered Nakajima to modify all prototypes into transport machines with the new designation G5N2-L Shizaku-Kai, so it follows from this designation that the engines Mamoru was replaced by Kasei engines in all built prototypes. The letter L in turn indicates a change of destination L = cargo aircraft. After the reconstruction, the weight decreased due to the partial dismantling of the passive protection, the dorsal turret, the rear and lower shooting range were abolished, and the number of crew members was reduced to six men.Reconstructions were carried out in 1943 and then modified machines were used to supply Japanese crews at island bases, during these events, the aircraft met with the Allied Air Force and the intelligence service gave him the code name Liz. one of the last such actions was the supply of the Japanese crew on the island of Tinian (Marianas Islands) in mid-1944.


The cessation of work on the G5N2 Shinzan bomber led to the cancellation of military projects Nakajima Ki-68, which was to be Shinzan modified according to military requirements and this aircraft was to be powered by Mitsubishi Ha-101 engines (military equivalent of the engine MK4A Kasei 11) or Nakajima Ha-103 (military equivalent of the NK7A Mamoru engine). Another project of the Kawanishi Ki-85 army bomber ended up in the same way, again it was a bomber based on Shinzan, this time powered by four Mitsubishi Ha-111M engines (military equivalent of the engine MK4T Kasei 25 ), whose maximum output was 1 850 horses.


Although the entire Nakajima G5N Shinzan bomber project failed, it certainly did not mean that Kaigun Kōkū Hombu abandoned the idea of a four-engine ground base attack aircraft. After the failed twin-engine bomber project Mitsubishi G7M1 Taizan (16-Shi) and another mere twin-engine bomber project Kawanishi G9K1 (17-Shi) came in 1943 specifications 18-Shi with requirements for a four-engine bomber Nakajima G8N1 Renzan, whose prototypes were sufficiently powerful. The experience gained in the development and operation of Shinzan prototypes could be used here.



Sources used:

René J. Francillon Ph.D., Japanese Aircraft of the Pacific War, Naval Institute Press, Annapolis Maryland, Reprinted 1990, ISBN-0-87021-313-X
Shigeru Nohara, The Xplanes of Imperial Japanese Army & Navy 1924-45, Green Arrow, 2000,
Famous Airplanes of the World, Nakajima Shinzan/Renzan, Volume 11, No.146, Japan, Bunrin-Do, Nov. 1984.
Tadeusz Januszewski and Kryzysztof Zalewski, Japońskie samoloty marynarski 1912-1945 part 2, Lampart, year 2000, ISBN 83-86776-00-05
80-206-0117-1
L + K No. 1/1986, Aircraft 1939-45 Václav Němeček, Nakajima G5N Shinzan
www.ne.jp
http://www.aviastar.org/air/japan/nakajima_g5n.php
pro-samolet.ru
http://www.airwar.ru/enc/bww2/g5n.html
www.historyofwar.org
www.historyofwar.org
www.historyofwar.org
author's archive
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Doplním ještě o obrázek Shinzanů od grafika Shigeo Koike ze serveru www.ne.jp
Nakadžima G5N Šinzan [Liz] -


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