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Posted 16 July 2017 - 11:57 AM

Nakajima Ki.27 "Nate

The follow speeds are for the Ki.27 tested by the Russians and are on Graph 002.

This graph can be seen here: http://www.rkka.es/a..._002/01_002.htm

Altitude / Speed

Meters / km/h / mph.

S.L.      393 / 244

1,000   409 / 254

2,000   424 / 263

3,000   441 / 274

4,000   440 / 273

5,000   434 / 270

6,000   426 / 265

7,000   415 / 258

8,000   403 / 250

Maximum: 442 km./h./3,080 m. / 275 mph./10,100 ft.


The following information is from Japanese aircraft of the Pacific War and applies to the Ki.27a & Ki.27b


Engine: Nakajima Ha-1b: 710 hp./T.O.,   780 hp./2,900 m.

Armament: 2 x 7.7 mm. type 89 machine guns.


Maximum Speed: 470 km/h / 3,500 m.,   292 mph./11,400 ft.


Wing Area: 199.777 sq. ft.


Range: 627 km. / 350 km./h. / 3,500 m.,   390 ml. / 217 mph. / 11,480 ft.


Climb: 5,000 m./5' 22"   (3,055 fpm average)


Normal Loaded Weight: 1,790 kg. / 3,946 lb.


Wing Loading: 19.75 lb./sq. ft.


Power Loading: 5.059 lb./hp.

Edited by CORSNING, 01 August 2017 - 07:24 PM.



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Posted 16 July 2017 - 12:36 PM

Nakajima Ki.27 "Nate" Timeline


July 1936: Nakajima rolled out a prototype designated P E (Pursuit Experimental)

     with an air cooled radial engine and fixed spatted undercarriage.


15 October 1936: 1st flight of the prototype Ki.27  (P E) at Ojima Airfield.

     Wing Area: 16.4 sq. m. (176.527 sq. ft.),   Wing Span: 10.4 m. (34' 1 7/16")


December 1936: 1st flight of the second prototype with a new wing.

     Wing Area: 17.6 sq. m. (189.44 sq. ft.)

     Speed: 291 mph./9,000 m.

     Climb: 5,000 m./5' 10"

     Engine: Nakajima Ha-1a: 710 hp./T.O.,   650 hp./2,000 m.


Early 1937: The design was designated Ki.27 and began tests at the JAAF

     Technical Air Research Institute at Tachikawa. It was pitted against:

     Mitsubishi Ki.33: 485 km/h (301 mph.)/4,000 m., 3,000 m./3' 16", 5,000 m./5' 56"

     Kawasaki Ki.28: 474 km/h (295 mph.)/3,000 m., 3,000 m./2' 54", 5,000 m./5' 35"

     Ki.27: 468 km/h (291 mph.), 3,000 m./3' 2"

     The Ki.27 was the slowest of the three but had superlative maneuverability.


Spring 1937: The Koku Hombu ordered ten pre-production Ki.27. At this time

     it was decided to increase the wing span to 11.31 m. (37' 1 1/4"). Wing area

     was increased to 18.56 sq. m. (199.777 sq. ft.).


Note: The Ki.27 was a balance between performance, potential reliability, simplicity,

     ease of operation and maintenance.

Note: Armament of all Ki.27s was the license-built Vickers Class E machine gun

     produced by Tokyo, Kokura & Nagoya Army Arsenals. 2 x Type 89  7.7 mm./

     500 rpg./900 rpm./ 2,690 fps. velocity.


June-December 1937: Ten Pre-production Ki.27s were constructed and Nakajima

     tooled up for series production at its Factory No.1 in Ota.


December 1937: The Koku Humbu approved the series production of the Ki.27  

     and production began as the Army Type 97 Fighter Model A (Ki.27).

     Engine: Nakajima Ha-1b: 710 hp./T.O.,   780 hp./2,900 m.


March 1938: The first Ki.27s were sent to Northern China.


3 April 1938: The first Ki.27kos to become operational were with the 1st Chutai of

     the 2nd Hiko Daitai. The Ki.27 supplemented their Ki.10s


1 July 1938: The 59th Fighter Sentai becomes the first unit to be exclusively equipped

     with the Ki.27 at Kagamigahara, Gifu Profecture.


December 1938: Production began on the Ki.27b (Otsu). The Cowling and oil cooler

     were more streamlined. A new canopy with all-round vision made the Ki.27b the

     first fighter in WW2 to have a 'bubble' canopy. A two-way radio with tall radio

     aerial mast was installed on some aircraft.


July-August 1940: Progress of the Ki.43 was slow so Nakajima designed a lightweight

     version designated Ki.27Kai. Two were constructed. Maximum speed reached 295

     mph. Wing Loading had dropped to 80 kg./sq. m. (16.4 lb./sq. ft.).

     Loaded Weight was 3.276 lb.


Mid-1942: Allied code name identification came into use. The "I-97" of China-Burma-India

     fame became "Abdul", while "Type 97" fighters met elsewhere, gained the name "Nate".


November 1942: The last production Ki.27 model was completed at Ota, with most of the final

     examples remaining in Japan for Home Defence or training.


19 January 1943: The 97-Kai modification lead to the acceptance for the trainer production of

     the Ki.79. The Ki.79a was the single-seat version and the Ki.79b was the two-seater.


Spring 1945: Special Attack forces were formed specifically for the Okinawa campaign. The

     97 Sen and Ki.79 became one of the most widely used suicide types in JAAF service.


July 1946: The Peoples Liberation Army (PLAAF) was the airforce of the Chinese communist.

     The Ki.79 became the standard trainer for the PLAAF in Manchuria and remained in active

     service well into the Korean War period.

Edited by CORSNING, 12 November 2017 - 01:53 PM.



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Posted 17 July 2017 - 02:22 PM

Pilot Notes:


In 1939 the Chinese captured an intact Ki.27 and transported it to Cheng Tu where

Clair Chennault was able to test it against the Hawk 75M, Gloster Gladiator and

the Polikarpov I-16. Chenault noted, "climbs like a skyrocket and maneuvers like

a squirl." "...more troublesome than the Zero (actually Ki.43) because of its

outstanding rate-of-climb and incredibly short turning radius."


The sliding canopy was often removed in China to improve visibility.

Edited by CORSNING, 24 July 2017 - 08:30 PM.



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Posted 21 July 2017 - 07:17 PM

Notes from Ki-27 'Nate' Aces, Osprey Aircraft of the Aces No.103

by Nicholas Millman


Page 23:

    ' A series of low-level running fights followed in which the Ki-27's attempted

to evade and outfly their faster pursuers. A JAAF fighter pilot recalled that this

was no easy feat when pursued by an I-16:

     " The 97-Sen was easy to fly and very agile. If a pursuer was seen it was

easy to climb quickly and turn to follow him, but it could not be dived too steeply

or too fast without excessive vibration and it became difficult to take aim properly.

Diving away from a fight was always dangerous because the "gadfly" (I-16) could

dive more strongly, and vigilance was necessary." '

     ' Captain A S Nikolayev, who flew an I-153 during the latter stages of the conflict,

gained a similar impression of the Ki-27 in combat;

     " The I-97 (Ki.27) dived steeply for less than 700-1,000 m., then the enemy

pilot would stop the pursuit. During interrogation captured Japanese airmen were

asked why they were diving steeply, but not for very long. They said that there was

considerable vibration, especially from their wings, and the engine rapidly cooled

off and could even stop."



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Posted 31 August 2017 - 06:52 PM

Aircraft of the Aces 103


Page 69:

     " Future ace Bob Neale, who was flying one of the Hawk 81A-2s on this date,

recalled that the Ki.27s were 'much slower than us, and it was easy to get away

from them, but you couldn't turn with them. You could make a pass at them and

try to get them in your sights long enough to really hit them'."


Page 70:

     " Even so, the Japanese acknowledged that the Allied fighters ' were superior

to our Type 97s in speed, and for this reason we occasionally had difficulty in

carrying out our air operations '.


Page 73:

     Sqn Ldr Barry Sutton,a Hurricane ace with Nos 135 and 136 S during the

defence of Burma, fought Ki-27s in 1942. He had occasion to recall a scornful

pre-war newspaper article that had trumpeted the inability of the Japanese

pilots to perform aerobatics;

     'Many times since I have thought I would have liked to cram the man who

wrote that article into the cockpit of my Hurricane as I twisted and turned, trying

to dodge the front end of those slippery little "97s" as they clawed themselves

around incredibly tight corners at a couple of hundred miles and hour.'

Edited by CORSNING, 28 October 2017 - 12:59 PM.



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Posted 18 September 2017 - 07:53 PM

Aircraft of the Aces No.103


Page 79:

     A JAAF staff officer noted at the time (4 July 1942) that conduction surprise attacks

was proving to be very difficult because of the enemy's precise aircraft observation and 

reporting network. The Ki-27 was also too slow to effectively confront the improved P-40E,

its agility being effectively countered by the American hit and run tactics. 'The speed and

firepower of the American fighters is formidable, and each time after striking and returning,

they cannot be caught by the 97-Sen. Our pilots have to fire at fleeting targets'.

Edited by CORSNING, 28 October 2017 - 12:16 PM.



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Posted 28 October 2017 - 12:46 PM

Aircraft of the Aces No.103:


Page 74:

     'Actually our Type 97 fighters were slower than the Blenheims and so, while

flying at full throttle, I prayed that we would receive deliveries or newer and faster

Hayabusa fighters as soon as possible.



Famous Bombers of the Second World War, William Green 1975


Page 36:

     Fully equipped, the loaded weight of the Blenheim I rose to 12,500 lb., but a

maximum speed of 285 m.p.h. was attained at 15,000 ft., speeds at 10,000 and

20,000 ft. being 269 and 277 m.p.h. respectively. Range fully loaded at 220 m.p.h.,

was 1,250 miles, endurance was 5.65 hrs., initial climb rate was 1,540 ft./min.,and

service ceiling was 27,280 ft.

Edited by CORSNING, 28 October 2017 - 01:11 PM.



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Posted 13 February 2018 - 11:10 PM

Ki 27 vs. B-29


Ki-27 'Nate' Aces by Nicholas Millman

Pages 82 & 83

     After first participating in a B-29 interception on 19 December 1944 as observers in the

rear gunner positions of the unit's Ki 45's, the cadet pilots finally sortied in their Ki 27s in

reaction to a 40-bomber raid against Omura, on Kyushu, on 6 January 1945. The seventh

and eighth Ki 27s in the takeoff sequence were flown by cadet pilot Ryuji Nagatsuka and

his wingman Sgt Tanizaki. After takeoff, the aircraft formed up by circling at 3000 ft. before

climbing towards the west. A B-29 formation that was already under attack by Ki 45s from

the 4th Sentai was spotted between 13,000-14,500 ft. but the Ki 27 formation continued

climbing to 16,000 ft. Lt Fujisaki then waggled his wings to signal that his pilots were to

break up into pairs and conduct their attacks. Nagatsuka dived through cloud and emerged

to see a B-29 about 1300 ft below him, flying towards the northeast:

     " I dived. At a distance of 900 ft two upper turrets on the [Super]fortress opened fire.

Tanizaki dived towards the bomber's tail, trying to eliminate the rear gun to assist my

attack. As I had foreseen, the rear upper turret began launching 12.7 mm "ice-candles" at

Tanizaki's aircraft. I took advantage of thias to make a determined approach. At 650 ft I

opened fire with a burst from both of my 7.7 mm guns to adjust my aim, then launched

my own "ice-candles" at the B-29's nose. I was aiming at the pilot. Magnificent fireworks,

but my cockpit was riddled with bullet holes. To evade the bomber's fire I had to go into

a rapid sideslip, and this spoiled my aim. My bullets spent themselves in the void.

     Just as I was about to get clear with a tight zoom climb, I caught a glimpse of two

motionless figures in the cockpit of the bomber - they looked like dummies, and their

calm air incited me to fury. Tanizaki, before re-joining me, let off his "ice-candles" at the

nose of the enemy aircraft. By the time we had regained our attacking altitude, the B-29

was already too far away, I must confess I was astounded at the speed of the Super-

fortress. Our Ki 27s were like gadflies on the back of a large, impassive cow. One

flick of her tail and the gadflies scattered."


Pages 85

     " During the 7 December raid Shuichi Ito, flying another Aviation School Ki 27,

managed to make a single attack against a B-29 from ahead and above the bomber.

He was amazed by the amount of defensive fire put up by the bomber as it turned

towards him, bringing both forward turrets to bear. After successfully breaking

away, Ito found that he was unable to make another attack because of the speed

and altitude difference between his Ki 27 and the B-29."

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