TISO

OK i recived From Barbarossa to Odessa vol.1, but i'm afraid not much on Ca.135bis is included. Both books are more concentrated on soviet, german and rumanian operations hungarians being more of a side note. Hungarian part in both books ends on 2nd of september 1941 as they were transferred to central russia and out of scope of the books and thus i have no info on their subsequent operations. Other books dealing with hungarian air force in this period are more concentrated on fighters and their bomber ops are only passingly mentioned if even. Also unit designations are confusing as different sources used different info and units that should be reformed or even disbanded are used much later than they should as per reorganisations. So i tweaked the article a bit and included the little info contained there. I will update the main article if i get new info. I really hope hungarian members could improve this article by providing additional info.

Soviet bombs

Not on topic of manuals but nice footage of Ki-57 being built: https://www2.nhk.or.jp/archives/today/?0913

I stand corrected ;{)

1960's ;{)

Hungarian news reel from 1942 among other interesting things (recce He-111H F.7+04, transport Ju-86K B3+29, Do-17P with external bomb carriers) you can also see assembly and preparation of Italian 500kg bombs, bombing up of ca.135bis and some exterior and interior footage of Ca.135bis in action https://filmhiradokonline.hu/search.php?k=7257 I also adden one link in main article and added episode of romanian He-112 shooting up one Ca.135bis in Transylvanian crisis

I scrounged the japanese archive without any knowledge of japanese and found a few books. I found most of them a few years back and thought that they were common knowledge. I posted aircraft manuals on Axis History Forum and was suprised they were not known. Links to the engine and equipment manuals were provided by a fellow AHF member (i knew some but not all). Now i'm posting them here. I hope they will be of some use. Some should really be in interwar section but i decided to post them together here. if anyone has similar links please post them here. Now model manufacturers have no alibi not to be accurate with details. Dear scale model manufacturers, we need more 1/72 kits (Ki-21 and Ki-32 would be a good start) These links are all to the Japanese National Diet Library Digital Collection public archive and are freely downloadable (no intelectual property it seems). If it is against the forum rules, then i hope moderators will be gentle. IJA Aircraft manuals: Mitsubishi Ki-1: Manual for operating Type 93, heavy bomber model No. 2 with drawings prepared by Army Air headquarters, May 1935. Report No. 15n(1), USSBS Index Section 2 https://dl.ndl.go.jp/info:ndljp/pid/8815743 Nakajima Ki-4: Manual for operating Type 94, reconnaissance plane with drawings prepared by Army Air headquarters. May 1937(revised). Report No. 15n(4), USSBS Index Section 2 https://dl.ndl.go.jp/info:ndljp/pid/8815746 Tachikawa Ki-9: Manual for operating Type 95 (Model 1B), training plane with drawings prepared by Army Air headquarters, November 1938. Report No. 15n(5), USSBS Index Section 2 https://dl.ndl.go.jp/info:ndljp/pid/8815747 Mitsubishi Ki-15 II: Manual for operating Type 97, headquarters, reconnaissance plane (Model No. 2) with drawings prepared by Army Air headquarters, March 1941. Report No. 15n(9), USSBS Index Section 2 http://dl.ndl.go.jp/info:ndljp/pid/8815750?__lang=en Mitsubishi Ki-21 IIa: Manual for operating Type 97 (Model No. 2), heavy bomber with drawings prepared by Army Air headquarters, October 1941. Report No. 15n(11), USSBS Index Section 2: http://dl.ndl.go.jp/info:ndljp/pid/8815752 Kawasaki Ki-32: Manual for operating Type 98, light bomber with drawings prepared by Army Air headquarters, September 1939. Report No. 15n(6), USSBS Index Section 2: http://dl.ndl.go.jp/info:ndljp/pid/8815748 Tachikawa Ki-36: Manual for operating Type 98, direct cooperation plane with drawings prepared by Army Air headquarters, August 1940. Report No. 15n(3), USSBS Index Section 2: http://dl.ndl.go.jp/info:ndljp/pid/8815745 Nakajima Ki-43: Manual for operating Type 1, fighter plane, with drawings prepared by Army Air headquarters, January 1942. Report No. 15n(12), USSBS Index Section 2 http://dl.ndl.go.jp/info:ndljp/pid/8815753 Oxygen inspirator for Type 1 (Model 3), fighter, April 1945, Army Air Inspector General. Report No. 15n(37), USSBS Index Section 2 http://dl.ndl.go.jp/info:ndljp/pid/8815780 Mitsubishi Ki-46: Oxygen inspirator for Type 100, headquarters reconnaissance plane (Model 3 and 4), by Army Air Inspector General(two copies). Report No. 15n(40), USSBS Index Section 2 https://dl.ndl.go.jp/info:ndljp/pid/8815783 Kawaski Ki-48: Manual for operating Type 99 (Models 1 and 2), twin-engined light bomber, published by Tokorozawa Army Air Maintenance school, October 1944. Report No. 15n(13), USSBS Index Section 2: http://dl.ndl.go.jp/info:ndljp/pid/8815754 Nakajima Ki-49: Manual for operating Type 100, heavy bomber with drawings by Army Air headquarters, August 1941. Report No. 15n(10), USSBS Index Section 2: http://dl.ndl.go.jp/info:ndljp/pid/8815751 Mitsubishi Ki-51: Manual for operating Type 99, Army reconnaissance and Type 99 Army assault plane with drawings prepared by Army Air headquarters, March 1941. Report No. 15n(8), USSBS Index Section 2 https://dl.ndl.go.jp/info:ndljp/pid/8815749 Mitsubishi Ki-67: Oxygen inspirator for Type 4, heavy bomber, March 1940, by Army Air Inspector General. Report No. 15n(39), USSBS Index Section 2 https://dl.ndl.go.jp/info:ndljp/pid/8815782 Douglas DC-2: Manual for operating Model DC-2, Nakajima "Douglas" passenger plane, published by Nakajima Aircraft Corporation, October 1935. Report No. 15n(2), USSBS Index Section 2: http://dl.ndl.go.jp/info:ndljp/pid/8815744 Aircraft engine and other equipment manuals: Manual with drawings for Type 100, 1,450 hp. Engine, October 1941. Report No. 15n (14), USSBS Index Section 2-National Diet Library Digital Collection https://dl.ndl.go.jp/info:ndljp/pid/8815755 Manual with charts for Type 98, 450 hp. Engine, July 1939. Report No. 15n (15), USSBS Index Section 2-National Diet Library Digital Collection https://dl.ndl.go.jp/info:ndljp/pid/8815756 Manual with drawings for Type 99, 900 hp. Engine (Models 1 and 2), May 1941. Report No. 15n (16), USSBS Index Section 2-National Diet Library Digital Collection https://dl.ndl.go.jp/info:ndljp/pid/8815757 Manual for Type "Hikari" (Model 1 and 2) engine, February 1936. Report No. 15n (17), USSBS Index Section 2-National Diet Library Digital Collection https://dl.ndl.go.jp/info:ndljp/pid/8815758 Manual for Type 2,1,150 hp. Engine, September 1944. Report No. 15n (18), USSBS Index Section 2-National Diet Library Digital Collection https://dl.ndl.go.jp/info:ndljp/pid/8815759 Elements of aircraft engines, September 1944. Report No. 15n (19), USSBS Index Section 2-National Diet Library Digital Collection https://dl.ndl.go.jp/info:ndljp/pid/8815761 Periodic maintenance of aircraft engines, October 1942. Report No. 15n (20), USSBS Index Section 2-National Diet Library Digital Collection https://dl.ndl.go.jp/info:ndljp/pid/8815762 Manual with drawings for Type 97, 650 hp. Engine, May 1938. Report No. 15n (21), USSBS Index Section 2-National Diet Library Digital Collection https://dl.ndl.go.jp/info:ndljp/pid/8815763 Manual with drawings for Type 97, 850 hp. Engine, May 1938. Report No. 15n (22), USSBS Index Section 2-National Diet Library Digital Collection https://dl.ndl.go.jp/info:ndljp/pid/8815764 Manual with drawings for Type 95, 800 hp. Engine, revised January 1938. Report No. 15n (23), USSBS Index Section 2-National Diet Library Digital Collection https://dl.ndl.go.jp/info:ndljp/pid/8815766 Manual with drawings for Type 95, 150 hp. Engine, December 1936. Report No. 15n (24), USSBS Index Section 2---National Diet Library Digital Collection https://dl.ndl.go.jp/info:ndljp/pid/8815767 Manual with drawings for Type 94, 550 hp. Engine (Model 2) November 1938. Report No. 15n (25), USSBS Index Section 2-National Diet Library Digital Collection https://dl.ndl.go.jp/info:ndljp/pid/8815768 Manual with drawings for Type "ju," 450 hp. Engine (Models 1 and 2) August 1945. Report No. 15n (26), USSBS Index Section 2-National Diet Library Digital Collection https://dl.ndl.go.jp/info:ndljp/pid/8815769 Manual for Kinsei engine, Model No. 51, prepared by Naval Air headquarters, December 1941. Report No. 15n (27), USSBS Index Section 2-National Diet Library Digital Collection https://dl.ndl.go.jp/info:ndljp/pid/8815770 Manual for Zuisei engine, Model No. 10, prepared by Naval Air headquarters, February 1941. Report No. 15n (29), USSBS Index Section 2-National Diet Library Digital Collection https://dl.ndl.go.jp/info:ndljp/pid/8815772 Data on Zuisei engine, Model No. 11, prepared by Naval Air headquarters, 1938. Report No. 15n (30), USSBS Index Section 2-National Diet Library Digital Collection https://dl.ndl.go.jp/info:ndljp/pid/8815773 Kotobuki engine, Model No. 2, modifications No. 1, No. 2, and No. 3, table of comparisons, November 1938-June 1940. Report No. 15n (31), USSBS Index Section 2-National Diet Library Digital Collection https://dl.ndl.go.jp/info:ndljp/pid/8815774 Manual for engine accessories, Part I, The Starter, prepared by the Naval Air headquarters. August 1942. Report No. 15n (32), USSBS Index Section 2-National Diet Library Digital Collection https://dl.ndl.go.jp/info:ndljp/pid/8815775 Manual for starter (induction and inertia) prepared by Naval Air headquarters, May 1936. Report No. 15n (33), USSBS Index Section 2-National Diet Library Digital Collection https://dl.ndl.go.jp/info:ndljp/pid/8815776 Airplane static eliminator manual prepared by Naval Air headquarters, June 1937. Report No. 15n (34), USSBS Index Section 2-National Diet Library Digital Collection https://dl.ndl.go.jp/info:ndljp/pid/8815777 Packing and loading of A / C parts for transporting purposes December 1940, by Ministry of Army. Report No. 15n (36), USSBS Index Section 2-National Diet Library Digital Collection https://dl.ndl.go.jp/info:ndljp/pid/8815779 Oxygen inspirator for Type 1 (Model 3), fighter, April 1945, Army Air Inspector General. Report No. 15n (37), USSBS Index Section 2-National Diet Library Digital Collection https://dl.ndl.go.jp/info:ndljp/pid/8815780 Oxygen inspirator for Type 3, fighter, March 1940, by Army Air Inspector General. Report No. 15n (38), USSBS Index Section 2-National Diet Library Digital Collection https://dl.ndl.go.jp/info:ndljp/pid/8815781 Oxygen inspirator for Type 4, heavy bomber, March 1940, by Army Air Inspector General. Report No. 15n (39), USSBS Index Section 2-National Diet Library Digital Collection https://dl.ndl.go.jp/info:ndljp/pid/8815782 Oxygen inspirator for Type 100, headquarters reconnaissance plane (Model 3 and 4), by Army Air Inspector General(two copies). Report No. 15n(40), USSBS Index Section 2-National Diet Library Digital Collection https://dl.ndl.go.jp/info:ndljp/pid/8815783 Experiments on electrical accessories for A / C, September 1942, Navy Air Technical Depot. Report No. 15n (41), USSBS Index Section 2-National Diet Library Digital Collection https://dl.ndl.go.jp/info:ndljp/pid/8815784 Rubber-insulated electric wire (double wire) December 1942, by Navy Air Technical Depot, branch depot. Report No. 15n (43), USSBS Index Section 2-National Diet Library Digital Collection https://dl.ndl.go.jp/info:ndljp/pid/8815786

There is a PE set by ExtraTech which are now being or will be reissued by Brengun 72114 Do-217 flaps

Murmillo sent me the scan (thanks) of the picture at the bottom of a plane which is most definitly not a Blenheim as claimed in the caption. It seems someone was experimenting a bit by using power plant of Do-17K on a Caproni. Yugoslavs were known for experimenting (like mating Bf-109E Daimler-Benz engine onto a Hawker Hurricane) What do you make of it? Plane is a bit strange: - wing root definitly Caproni without machine gun (one can even see a barrel port) - fuselage behind cockpit indicates Ca.310 and not later versions as it has no windows - visible part of windshield indicates Ca-310 not later - camouflage colors seem later 3 tome bomber camo. Now for the interesting part: - engines are definitly Gnome-Rhone 14K series not Piaggio or Gnome-Rhone 9K as mounted on Ca.310bis No.24 - propeller is french hence markings "in the french manner" - i don't know what to make of the landing gear legs - trough a missing cockpit side glass one can see deformed perforated sheet metal that could ve part of bomb carrier (which would indicate Ca.310bis or Ca.311) Caption says: "Hevily damaged Bleneheim of 8.BP on western side of auxiliary airfield Rovine. A couple of german soldiers from some rear unit "training" by trying to turn the propeller on the left Merciry type engine. This is the first time we can see on Blenheim marking of propeller field with yelow strips on 2/3 of the blade "in french manner". Probably in May of 1941."

Well i stand corrected. Thanks Murmillo.

Re Ca.310bis modification AFAIK one only has to correct the fuselage windows and canvas effect where Ca-311 windows are on the kit. I could be wrong so if someone knows more please help.

Interestingly on this shop site there are photos of a built AZUR model as NDH Ca.310 in Yugoslav bomber camouflage. I don't know how accurate it is but this scheme does conform to some of the photos. Problem is that only photos of Ca.310 captured at Zemun and Ikarus are known to be camouflaged. I simply don't have information if the few operational Ca.310 were already camouflaged of were still in delivery scheme. RE SIlver Dope. There is a discussion if the planes were delivered in Bianco Ivorio or vere they painted in silver dope. Conclusion on a serbian forum was that it is more likely for planes to be painted in silver dope. https://www.super-hobby.co.uk/products/Caproni-Ca.310-Yugoslavian-Croatian-and-Hungarian-Marking.html

Being refurbished at Ikarus still under Yugoslav managment. Thin white strip being applied to the rudder corresponds with new toned down tricolor marking on the rudder: Ca.310bis of 8.BP destroyed at Rovine Another NDH example

Captured at Zemun

Ca.310bis no 21 of 8.BP destroyed at Rovine AF (Banja Luka) Yugoslav aircraft captured at Zemun Airfield

Yugoslav Capronis Ca.310 of first order after delivery on an airfield in 1938 Yugoslav Caproni Ca.310bis No.15 (1/72 decals instruction) NDH Ca.310 in what seems to be late Royal Yugoslav bomber camouflage of ochre, dark brown and green upper and light blue-green lower surfaces NDH Ca.310 in later painting of solig green upper camouflage with light blue lower surfaces NDH Ca.310 at Rajlovac (Sarajevo) airfield Royal Yugoslav Ca.311 brefore delivery

Caproni Ca.310, Ca.310bis and Ca.311 in Yugoslav service Article by Nebojša Đokić translated (and some info added) by Marko Tisovic from: http://www.paluba.info/smf/index.php?topic=12941.0 with some information added Ca.310 After signing of agreement between Kingdom of Italy and Kingdom of Yugoslavia in 1937 a path was opened for buying of military material by Yugoslavia from Italy. First negotiations were concluded and contract for purchase of 12 Caproni Ca.310 aircraft was signed on 22nd of December 1937. These aircraft were taken from first series of 50 aircraft that were being built for Italian Air Force (RA) (1o Serie C.A.B. MM20807 - MM20856). First examples were finished in April 1938 and by May 4 aircraft were delivered Vazduhoplovstvo Vojske (VV – military air force). On 25th of June 1938 remaining 8 were delivered. This first purchase was done without any political preconditions. Majority of these aircraft were immediately relocated to Skopje for training of crews which saved resources and prevented unnecessary damage to new and expensive Dornier Do-17K bombers. Ca.310bis In May of 1939 after presentation by Caproni factory pilot de Bernardi of modified Ca.310 in Zemun VV ordered 12 aircraft of new version known as Ca.310bis. Contract was signed on 5th of June. These aircraft had new more extensive glazing of the nose without step (identical to Ca.311), new gun turret and newer Piaggio series 35 engines with counter rotating propellers. The only external difference to later Ca.311 was smaller number of windows in rear fuselage area. New purchase was intended to ensure continued training of multiengine aircraft already in service (Do-17K) and aircraft that were expected to enter service in short time (Blenheim). By 22 of December 1939 11 aircraft were delivered. Between end of September and early November 1939 Yugoslavs proposed to CAB (Caproni ) experts in Belgrade to develop a study of mounting of Hispano-Suiza 9K engines on Ca.312. Designer Cesare Pavallicino accepted and staff of VV was pleased with offered solution as they intended a purchase further 20 aircraft of this modification. This did not happen but the last of aircraft of 12 aircraft Ca.310bis order No.24/br.3254 was finished by Caproni with 2 Gnome-Rhone 9K engines with 3 bladed propellers. Exact date of delivery of this aircraft is not known but according to plan it was to be delivered by 1st of July 1940. Modification of this aircraft was done for experimental purposes in connection of possible licence production in Ikarus factory. Licence was bought with fist order and licence production was considered in 1938 but not undertaken. If production under licence was undertaken aircraft would have been equipped with K-9 engines. Ca.311 At the end of 1940 obviously satisfied by characteristics of Ca.310 and Ca.310bis VV asked for delivery of 50-60 new Caproni Ca.311 aircraft. Italians approved delivery of only 15 of the new aircraft. After delays and further negotiations AEROCONS was ready to deliver these 15 aircraft on 11th of March 1941. First group of Ca.311 was flown by Yugoslav pilots under command of Major Milivoj Mišivić to Mostar on 23rd of March 1941. These 5 aircraft (MM11527, MM11534, MM11547, MM11550 and MM11551) were from 4th production series of 36 aircraft produced in Taliedo. Delivery of remaining 10 aircraft waiting in Taliedo was temporarily stopped by general Urbini due to military cue on 27th of March. After start of hostilities Italian RA high command (SM dell'Aeronautica) ordered these 10 aircraft to reconnaissance units operating on Eastern Front. Use of Ca.310, Ca.310bis and Ca.311 All Caproni aircraft were delivered unarmed as armament was probably considered after delivery. Ca.310 and Ca.310bis were equipped with Italian communication and aero-photo equipment. Ca.310 were equipped with S.B. 1 bomb carriers. In 1940 2 Ca.310bis from 3rd squadron (3. oddeljenje) of 1st. flight school (1.Pš) in Pančevo were armed machine guns Darne 7,7mm (2 in wing roots and 1 in turret). At the time these were the only armed Caproni aircraft in VV and were used as trainers as well. In VV Capronis were classed as »military multiplace bomber« and were described as »twin engine aircraft for training of personnel, reconnaissance and light bombing with 2 engines Piaggio P-VII-C-16 of 430/460H.P.« (Ca.310) or »…Piaggio P-VII-C-35 of 420H.P. on ground and 460H.P. on 3200m« (Ca-310bis). However since mid-1938 (immediately after arrival) Ca.310 was described as »aircraft for training of bombing«. Basically Caproni could be used as a trainer and as a bomber but VV used Capronis exclusively as trainers for various duties of which most important was for multiengine training. For practical reasons VV decided that initial decision of combat use was abandoned as training of new pilots for multiengine aircraft was much more significant than paltry combat capabilities of Caproni aircraft. General name in VV was Kaproni while different versions were marked with multitude of names. In Yugoslav service original Ca. was mostly used as Ka. Type 310 was named Kaproni Libečio 310, Kaproni K-310 or just Kaproni Libečio. Type 310bis was named Kaproni Libečio 310bis, Kaproni K-310bis or Kaproni 310bis. Modified example was named Kaproni Libečio 310bis Gnom-Ron or Kaproni K-9. Type 311 was named Kaproni Libečio K-311, Kaproni K-311 or Kaproni 311. Registrations: All Caproni aircraft were initially marked with subsequent numbers as was usual in VV. Ca.310 were marked from No.1 to No.12 Ca.310bis were marked from No.13 to No.24 Ca.311 were marked 25 to 30 (without No.) With transition to new registration numbers all Capronis were marked with subsequent numbers starting from Br.3231. As is visible aircraft were registered as bombers (Br.3xxx) but second number (Br.x2xx) was not meant for a single type but represented multiengine transport and training aircraft. Due to pace of happenings and breaking out of April war so soon after the delivery it is unlikely that 5 delivered Ca.311s received application of the intended registration numbers. There is a an existing photograph of Ca.311 in Yugoslav markings with small black 28 number under thin yugoslav flag on the tail. It is unknown if the photo was taken before or after delivery in March 1941. After delivery of Ca.310 to VV, Royal Yugoslav Navy became interested in hydro version of this type. At the end of 1938 demonstration of Ca.310 hydroplane prototype (Ca.310 idro prototipo I-AMPL MM.21000 – modified standard Ca.310) was performed at hydroplane station Divulje. In February of 1939 Navy demanded from AEROCONS representatives emergency delivery of 6 hydroplanes. After Ministry council (decision MS 896/39) naval command signed contract for delivery of 6 hydroplanes Ca.310bis idro for reconnaissance and target towing. In navy custom aircraft were named as Kaproni-Pijađo or short Ka/P. Delivery deadline was 30th of June 1941 at cost of 6.876.000 lira. Only 2 spare Piaggio engines were delivered by the start of the war in April 1941. Unfortunately first aircraft was only finished on 17th of November 1941 and was delivered to RA which ordered that remaining 5 examples be brought to Ca.316 standard. April war: On start of April war on 6th of April 1941 19 Capronis were operational (3 Ca.310, 11 Ca.310bis and 5 Ca.311). Of this number - 603. Squadron 10 Ca.310bis (13/3243-18/3248, 20/3250, 22/3252-24/3254). This was the only unit completely equipped with Capronis. - VšB in Jasenice airfield by Mostar 1 Ca.310, - Pš (pilot school) in Blagaj airfield by Mostar 1 Ca.310, - 8.BP (Bombarderski Puk = Bomber Regiment) at Rovine airfield near Banja Luka 1 Ca.310 and 1 Ca.310bis (21/3251) and - 5 Ca.311 in blind flying school at Grab airfield in Hercegovina. 1 Ca.310bis flown by captain Sinobad crashed or was shot down at Mount Olympus on 16th of April 1941 Majority of Ca.310’s were not operational at the start of the war due to extensive use in last 2,5 years. At the end of March, 9 Ca.310 and 1 Ca.310bis aircraft were on general overhaul in Ikarus factory. These aircraft were 2/3232, 4/3234-11/3241 (of which 4/3234 was intended for scrapping) and 1 Ca.310bis 19/3249. After fall of Yugoslavia Italians captured 1 unflyble Ca.310bis and 1 Ca.311. At least one Ca.310bis and one Ca.311 were captured by Italians on airfield Kapino Polje near Nikšič (Montenegro). They are on a photo of planes captured there together with Do-17Ka (No.3362) and a least 3 Fizir FP-2. Among the burned and destroyed aircraft remains one of Ca.310bis or Ca.311 can be seen on photo of a hangar on Mostar-Jasenice airfield. German captured 9 Ca.310 (6 in Ikarus factory and 3 on Zemun airfield) and 1 Ca.310bis at Rajlovac. Germans used 8 aircraft on Rajlovac airfield registered from PA+XA to PA+XH (last was the only Ca-310bis). Aircraft were used as passenger/transports and one Caproni with seats was used by German commandant of occupied Serbia. NDH (Croats) used 6 Ca.310 (5 bought from Germans and 1 that they captured themselves) and 1 Ca.310bis. They were registered Ca.310 from 1001 to 1006 and Ca.310bis as 1101. NDH (Croatia) as new axis ally negotiated in with Caproni factory as successor of Yugoslavia for delivery of already paid (by Kingdom of Yugoslavia) but undelivered 10 Ca.311’s. On this basis in spring of 1942 Caproni delivered 10 Ca.311M and later 4 more. Sole NDH Ca.310bis escaped to Italy on 31st of October 1943 and landed at SAAF Wing at Tortorella AF with 7 Yugoslavs and one gestapo officer. Crew was pilot lt. Luka Purić- Stankov, observer capt 1st class Stjepan Kovačević, technician/gunner ensign Drago Konjevod with 5 passangers most important of which was captain Janko Dobnikar (a Slovene) chief pilot in Zemun WNF (ex. Ikarus) who was arrested on prevoous day by Gestapo for cooperating with partisans. Flight itself was ment to transport the prisoner with his Gestapo escort from Rajlovac to Zagreb. Scanned SAAF documents on this incident on this link: http://www.maketarstvo.net/forum/viewtopic.php?t=32003&sid=e796d1b79ab3ccdef5af788add7adc13 On 3rd of February 1944 one Ca.310 of 7.ZJ ZNDH was damaged in accident when Bf-109G-8 (white 14) of 1./NAGr 12 crashed into it on ground at landing at Sarajevo-Rajlovac airfield. As per witness 5 german aircraft were landing on snow covered Rajlovac as they mistaken it for their base at Butmir. During the landing one hit a pothole and changed course 90 degrees and hit a hangar, crashed trough the door and damaged the Caproni there. No one was hurt but both aircraft were complete write offs. Ca.310 nose was smashed and left wing thorn off as such there was no way aircraft could be repaired and was written off. Painting of Yugoslav Ca.310, Ca.310bis and Ca.311: Ca.310: These were delivered in Bianco Avorio with metal parts in natural metal. Aircraft were at some point during overhaul repainted with new Yugoslav bombers scheme of ochre, brown and green upper surfaces and light blue lower surfaces. Photos of aircraft in Ikarus factory, planes captured by Germans on Zemun airfield and aircraft in early Croatian use show these scheme. It is not known if 3 operational aircraft at the start of the war on 6th of April were still in original colours or were already repainted. Ca.310bis: Photos show there aircraft in standard Caproni Italian camouflage. According to photos some had light shade probably yellow as base with green and brown mottle and some (No.21 and No.24) look like they had darker base colour probably green with yellow and brown mottle. One needs to consult the few photograph that exist. Ca.311: Photos show these aircraft in standard Caproni Italian camouflage with darker shade probably green base colour with yellow and brown mottles Caproni company used following colours [#15]: Giallo mimetico 3 or Verde Mimetico 53192 – upper lighter colour Marrone Mimetico 2 or Marrone Mimetico 53193 or Bruno Mimetico – upper brown mottle Verde Mimetico 3 – upper green color Grigio Mimetico – lower surfaces

Compiled from various sources. Work in progress any corrections or/and suggestions wellcome Caproni Ca.310 By Marko Tisovic Development: Although the Ca.308 Borea civil transport and its Ca.309 Ghibli multi-role colonial warplane half-brother clearly possessed production potential in their basic forms, Caproni chief designer Cesare Pallavicino believed an aircraft with stronger engines and retractable main landing gear units would be more marketable. This upgrade would be for the military rather than civilian use. Caproni encouraged Pallavicino to design this aircraft in parallel with the Ca.309 Ghibli. The result was the Caproni Ca.310 Libeccio which first flew as a prototype in 1937 with a modified and strengthened Ca.309 airframe which was shorter by 0.8 m. Both aircraft were intended for “colonial” duties. The upgraded "Caproni" differed from the Ca.309 in on board equipment, landing gear type and engines. With retractable landing gear and a new power plant of two radial seven-cylinder Piaggio Stella P.VII C.16 of 430 hp. (or C.35 engines with superchargers), the maximum speed increased in comparison with the Ghibli, by almost 100 km/h. The Caproni Ca.310 fuselage comprised of welded steel tube construction with light alloy panels and fabric. The tail section is of wooden construction with a plywood skin on its fixed portions and fabric covering on its moving portions. The Ca.310 had a cantilever low-set wing of plywood covered wooden construction with virtually the full span of its trailing edges occupied by outboard ailerons and inboard split flaps. Thus the only major changes were in forward fuselage and engine nacelles. A revised forward fuselage incorporated a more effective bombardier position with heavily framed but more extensive glazing on its lower part. The revised engine nacelles provided accommodation for a new engines and main landing gear units that hydraulically retracted rearward to rest in the underside of the nacelles with only part of each wheel exposed. The military version of the Ca.310 was armed similarly to military Ca.309 with three 7.7-mm machine guns "Breda-SAFAT": two - in the wing roots and the third – in dorsal turret with 500 rounds pre gun. In a light bomber role, the Ca.310 could carry up to 400 kg of small bombs in bomb bays in each wing root. The prototype Ca.310 (MM 20807) made its first flight on April 9, 1937 with Ettore Wengi at controls. In the October of same year it was shown at Milano air fair and received considerable attention. In February of the 1938, five aircraft, significantly lighter and without weapons, participated in the III Sahara air races. Pilots I. de Wittembeschi, W. Maddalena and J. Parodi took the first three places. The triumph spurred Caproni's foreign sales. But the reliability of the aircraft still left much to be desired. The aircraft, named "Libecchio" (southwestern wind blowing from Libya), was built in a significant numbers. Most aircraft produced were military and passenger/cargo aircraft distinguished by the absence of lower glazing on the nose were rare. Caproni further improved the Ca.310 model by equipping it with Piaggio P.XVI R.C.35 radial engines with a capacity of 650 hp each, three-blade propellers with spinners, and additional shields on the landing gear. The aircraft received the designation Ca.312. Norway ordered 12 aircraft as substitute for unsatisfactory Ca.310s, but none were delivered due to start of the war. A small batch was given to the Italian Air Force. One of these aircraft was used for testing of Balerio system air brakes. The Ca.312IS variant, a torpedo bomber on two floats, with a nose like the Ca.311, remained on paper. Another modification of Ca.310 became Ca.310bis version which was interim version to Ca.311 and had new nose glazing without step identical to Ca.311, new gun turret and newer Piaggio series 35 engines with counter rotating propellers. The only external difference to later Ca.311 was smaller number of windows in rear fuselage area. Small number of them were built. Yugoslavia ordered and received 12 examples in 1939. In addition to the main modifications of the Libecchio, there was also the float Ca.310 Idro, a naval reconnaissance aircraft with reduced bow glazing and no weapons. In August 1940, when the Italian fleet needed a replacement for the Romeo Ro 43 catapult biplane, the Caproni developers once again returned to seaplane aviation. A reconnaissance torpedo bomber Ca.316 was designed with "Piaggio" P.VII C.16 (450 hp each), two-blade propellers and armament consisting of a 12.7-mm machine gun in the left wing root and 7.7mm - on the top turret, 400 kg of bombs or torpedoes. The Ca.316 existed in several prototypes, but did not go into production as internal competition with more modern Ca.313 and Ca.314 interfered. Production: Up to April of 1939 256 examples of Ca.310 and Ca.310bis were produced. Production series of Ca.310: MM. - n. 1 (February 1937) prototype MM. 20807 - 20856 – 1st series of 50 aircraft (July 1937 - April 1939, C.A.B.) MM. 20951 - 21051 – 2nd series of 100 aircraft (December 1937 - April 1939, Caproni) MM. 21607 - 21616 – 3rd series of 10 aircraft (March - May 1940, C.A.B.) MM. 21617 - 21626 – 4th series of 10 aircraft re-registered or order canceled MM. 21639 - 21654 – 5th series of 16 aircraft (February - March 1939, Caproni Taliedo) sold to Spain MM. 21754 - 21789 – 6th series of 36 aircraft (March - April 1939, Caproni Taliedo) sold to Hungary MM. 23902 - 23934 – 7th series of 33 aircraft of 6th series (1940/41) returned from Hungary and re-registered Technical description: Reconnaissance aircraft, low cantilever wing monoplane, twin engine, 3 seat with mixed structure. Fuselage: Fuselage divided into two parts connected by pin connections: the front in welded steel tube sections with light alloy sheeting; the central and rear made up of welded chromium-molybdenum steel tubes with painted canvas covering. Wings: Wing with wooden twin spar structure with metal reinforcements and coated and painted plywood covering; wooden ailerons with metal armature and canvas lining; ventral flaps in wood and fabric covering. Landing gear: Retractable landing gear rotating towards the rear, partially hidden in the nacelles of the engines. Non-retractable swivel tail wheel. Tail: Cantilever tail planes with wooden structure with metal reinforcements and plywood cladding, except for movable surfaces which were covered with canvas. Cockpit: Cockpit with side-by-side seats and position for the gunner-radiotelegraph operator. Cockpit instrumentation: large navigation compass, directional gyroscopic horizon, radio repeater (in case of radio direction finder installed), ball heel indicator, 2 anemometers, 2 altimeters: 1000 and 8000 m, 2 variometers, turn indicator , aerodynamic brake position indicator, clock, gyro instruments depressor indicator; 2 propeller pitch indicators, 2 engine tachometer, 2 compressor pressure gauges, 2 oil pressure gauges, 2 petrol pressure gauges, 1 thermoelectric indicator for cylinder head temperature, 2 propeller control switches, 2 oil tele-thermometers, trolley position electric indicator, 2 warning devices pressure gauge, air brake pressure gauge, compressed air pressure gauge, 2 hydraulic system pressure gauges, alarm buzzer for the truck. Pointer dashboard: 6000m altimeter, clock. Engineer's dashboard: starting air pressure gauge, starter magnet, diverter, 2 petrol injectors. Provisions for the installation of an "O.M.I." cameras A.G.R.90 or A.G.R.61 and radio station A 350 I. Fuel system: Fuel in two wing tanks with a total capacity of 940 l placed between the sides of the fuselage and the engine mounts, possibility of installing two auxiliary tanks with a capacity of 150 l each in the bomb compartment. Engines: 2 engines Piaggio Stella P.VII C.16 with two-blade propellers with variable pitch in flight. Armament: Three 7.7 mm machine guns BREDA-Safat with 500 rounds per weapon: two fixed forward in wing roots shooting outside the propeller disc, one in the dorsal turret. Bomb compartment in the fuselage for a maximum load of 320 kg (4 of 100 kg, 6 of 50 kg or 10 of 20 kg, or 2x 150l auxiliary fuel tanks). Use: Majority of Ca.310 were meant to be exported but due to cancelled orders and returns Italy received majority of produced aircraft (193). Aircraft were exported to Yugoslavia (12 Ca.310, 12 Ca.310bis), Peru (16 Ca.310), Spain Nationalist (16 Ca.310), Hungary (36 Ca.310 – 33 returned), Norway (24 Ca.310 ordered only 4 delivered). Italy Italian air force (Reggia Aeronautica - RA) did not equip entire units with this aircraft but allocated 1 aircraft per squadron for auxiliary duties and sometimes used them to replace the losses in units equipped with Ca.309 Ghibli. Exception was the 33 Ca.310 returned by Hungary of which 24 were sent to 50o Stormo Assalto, XII Gruppo to replace ageing Breda Ba.65 in 159a and 160a Squadriglia based at the Sorman airbase in Lybia which were equipped with 12 Ca.310 each. In all RA received 193 machines of Ca.310 and Ca.310bis types. These aircraft served as squadron hacks, training aircraft, light passenger and cargo transports, light scout bombers mostly in North Africa. Yugoslavia First foreign customer was Yugoslavia who bought 12 aircraft of the first production series (1o Serie C.A.B.) in 1938. While all other countries bought these aircraft as light bombers, Yugoslavia bought them as trainers. Yugoslavian air force was modernising with new modern bombers of Bristol Blenheim, Dornier Do-17K and Savoia Marchetti SM.79 types and needed modern transition trainer for multiengine aircraft with retractable landing gear. With Ca.310 they saved operating time of new expensive frontline bombers. It seems that Yugoslavs were only foreign customer that was actually happy with Ca.310. In fact they also ordered a series of 12 Ca.310bis which was almost the same as newer Ca.311. The 12 Ca.310bis were delivered in 1939. Yugoslavia also ordered 15 newer Ca.311 (only 5 delivered a few days before war started). After the German attack and the split of the country remaining machines, became part of the Air Force of Independent state of Croatia, an ally of Germany. Spain The baptism of fire of Ca.310 took place in Spanish civil war. While Caproni Ca.310 originated as an export model, Regia Aeronautica ordered some aicraft. Spain received 16 of these aircraft in July 1938 for operational trials with the reconnaissance bomber squadron of the Italian expeditionary force operating alongside the Nationalist insurgents in the Spanish Civil War. They served in 18 Gruppo and were marked 18o1 to 18o16. Peru Cuerpo de Aviación del Perú purchased 16 aircraft in 1938. 15 of them were delivered by ship in May 1938, and the last one was lost during the ferry flight from Italy to Peru on August 2, 1939, killing Capt. Pedro Canga Rodríguez and one of his crew members - their deaths being immortalized in the song "Alas Peruanas" by Los Morochucos. Peruvian Aeronautical Corps Ca.310s took part in the July 1941 Ecuadorian–Peruvian War (Cenepa war) in XI Esc. de Bombardeo. Together with North American NA.50s, the Peruvian Ca.310s flew bombing missions against Ecuadorian cities and supported Army of Peru ground forces. Hungary Hungary bought 36 aircraft, 3 were soon lost in accidents. Hungarians were very displeased with Ca.310 performance. In 1938 remaining 33 Ca.310s were returned to the company. They were taken into the account for Hungarian purchase of Ca.135bisU heavy bombers. Returned aircraft were refurbished and issued to 50˚ Stormo Assalto to replace Breda Ba.65 in 12th Gruppo. Norway Norway ordered 24 Ca.310. Norwegian aircraft were acquired as part of a dried and salted cod (Klippfisk) barter deal between Norway and Italy. The original order, including options, was for 24 aircraft, but after delivery of first 4 aircraft testing revealed aircraft flight characteristics were noticeably behind those promised by the company, and the build quality was unsatisfactory, the Norwegian authorities refused to accept any further Ca.310s and cancelled the order. The 4 delivered Ca.310 aircraft received serial numbers: 501, 503, 505 and 507. Instead of canceled original order a batch of 12 Caproni Ca.312s with upgraded engines and improved performance was ordered in 1939. These aircraft were not delivered before the German invasion of Norway on 9th of April 1940. Aircraft No.503 was hired by Norwegian national carrier DNL A/S received coat of overall white paint, civilian registration LY-DAK and name Breduen (Carrier pidgeon). It was employed as fast mail aircraft on Oslo-Goteborg-Copenhagen night route in summer of 1939. By the start of the war it was back on military duties. At the moment of German attack on Norway on 9th of April 1940 all 4 Ca.310s were stationed at Sola airport with 6 Fokker C.V.E and 2 Tiger Moths. They were ordered to Oslo to help defend the capital. Only 2 Ca.310s No 501 and No.505 and Fokkers managed to get airborne and 503 and 507 were destroyed on ground by German fighters. No.505 managed to take off from Sola even tough it was damaged and was destroyed by own crew after emergency landing at Opstad. No.501 was also damaged at Sola but managed to escape. Germans tried to destroy solitary Caproni 4 times but it managed to evade them every time. In the end No.501 ended its career in lake Vangsmjøsa in the mountains of Valdres when it was damaged and abandoned on 19th of April 1940. This aircraft is the only remaining aircraft of this type and was restored and put on display in Sola aircraft museum. Great Britain Great Britain was potentially the most important customer for the Ca.310, which was undertaking a major expansion of the RAF in a program that accelerated after the Munich Crisis of October 1938. A major element in this British program included enlarging the bomber force, which required an effective crew trainer aircraft. The British decided that the Ca.310 could fit this role in late 1938. Protracted negotiations continued until after the outbreak of World War II when Italy was still neutral. In December 1939 the British government informed Caproni it was planning to buy 200 examples of the Ca.310 and 300 examples of the more powerful Ca.313. Eventually, the British decided to replace its planned order of 200 Ca.310s with order for 100 Ca.311s. Order was not cancelled even after the start of the war with Germany and Caproni who was anti german tried to sell aircraft trough intermediaries but Italian entry into war on axis side scrapped all plans. Belgium At the end of 1939 Belgium ordered 24 modified to Ca.312. Only 2 aircraft were built after Belgium capitulated and were delivered to RA. After the war both were given to the Belgians who used them in their African colony of Congo. Sources: https://comandosupremo.com/caproni-ca-310/ http://www.airwar.ru/enc/bww2/ca310.html http://www.airwar.ru/enc/bww2/ca312.html http://www.paluba.info/smf/index.php?topic=12941.0 https://en.wikipedia.org/wiki/Caproni_Ca.310 https://web.archive.org/web/20171001044103/http://www.alieuomini.it/catalogo/dettaglio_catalogo/caproni_ca_libeccio,55.html Drawings from Maintanance Manual and Ilustrated Parts Catalogue: http://www.cmpr.it/MN - Caproni Ca.310.htm

His instructor was probably this guy:

Or on competition. AFAIk it was Kuwaiti crew on tank biathlon

Sweet. BTW for those without 3D printer there is a guy from Poland Syndicate Co. producing 3D printed polish bombs otherwise not produced by anyone i know of. https://syndikateco.wixsite.com/my-site-1 His set of Polish bombs contains: - PuW 300kg demolition bomb - 2 pcs. - PuW 100kg demolition bomb - 20 pcs. - PuW 50kg demolition bomb - 6 pcs. - wz.35 FA fragmentation bomb 12kg - PuW 12.5kg fragmentation bomb - 6 pcs. - wz.38 12kg incendiary bomb - 24 pcs. - PuW incendiary bomb 10kg - 6 pcs. He also produces flexible reusable airbrush camouflage masks for 1/72 planes and sets of tracks for AFV's, MG's, diorama bases, acessories... I bought a couple of sets (R-35 and H-35 tracks, 150mm ammo for sFH 18 and polish bombs, and a couple of masks) - all nicely done, good service and relatively cheap. Not for this topic but his R-35 and H-35 tracks sets are little gems. You order by listing them on contact form e-mail.

I corrected my article on Ca.135bisU in hungarian service and expanded part on combat use in SSSR during the first deployment as i recived a new book: "From Barbarossa to Odessa: The Luftwaffe and Axis Allies Strike South-East June - October 1941, Vol. 2: The Air Battle for Odessa: August to October 1941 by Bernard Denes, Dmitriy Karlenko and Jean-Louis Roba Will update more (july 1941 operations) when i recieve 1st part of "From Barbarossa to Odessa" If you have any suggestions and/or corrections please let me know. Stay tuned

Any chance for one in "one true scale" (1/72)?

My translation of airwar.ru article writen by Evgeniy Aranov for my modeling file. Heavy use of google translate so be gentle. Use as you see fit Kawasaki Ki-32 History The Kawasaki Ki-32 or Type 98 Army Single-Engine Light Bomber (九八式軽爆撃機, Kyuhachi-shiki keibakugekiki) was a Japanese light bomber aircraft of World War II. It was a single-engine, two-seat, mid-wing, cantilever monoplane with a fixed tailwheel undercarriage. An internal bomb bay accommodated a 300 kg (660 lb) offensive load, supplemented by 150 kg (330 lb) of bombs on external racks. During the war, it was known by the Allies by the name Mary. Development: The Ki-32 was developed in response to a May 1936 Imperial Japanese Army specification to replace the Kawasaki Ki-3 light bomber with a completely indigenously designed and built aircraft. Mitsubishi and Kawasaki were requested to build two prototypes each by December 1936. The specification called for a top speed of 400 km/h (250 mph) at 3,000 m (9,800 ft); normal operating altitude from 2,000–4,000 m (6,600–13,100 ft), the ability to climb to 3,000 m (9,800 ft) within 8 minutes and an engine to be selected from the 825 hp (620 kW) Mitsubishi Ha-6 radial or 850 hp (630 kW) Nakajima Ha-5 radial, a normal bomb load of 300 kg (661.4 lb) and a maximum of 450 kg (992.1 lb), one forward-firing machine gun and one flexible rearward-firing machine gun, the ability to perform 60-degree dives for dive bombing, and a loaded weight less than 3,300 kg (7,275.3 lb). Mitsubishi and Kawasaki were invited to participate in the competition. Mitsubishi presented a single-engine monoplane with fixed landing gear and a Nakajima Ha-5 radial engine. The aircraft, designated "Type 97 Army Light Bomber" or in short Ki-30, was somewhat overweight and inert in control. To top it off, dive bombing had to be abandoned. Mitsubishi had no experience in designing such machines. In general, the Ki-30 turned out to be a characteristic product of its era - a representative of the class of light single-engine bombers popular in the late 1930s, which were designed in almost all countries. The Ki-30 was simple and reliable, and by the start of World War II, it formed the backbone of the army's bomber aviation along with the heavy Ki-21. The Kawasaki company, on the other hand, tried to fully comply with the technical specifications and from the very beginning decided to implement the dive bombing features. But since Kawasaki also had no experience in this, it was decided to seek help abroad. At the time only the Germans had the greatest experience in this area of aircraft construction. German influence in the designs of the Kawasaki company was very great before. Suffice it to say that for 10 years the Kawasaki design bureau was headed by a German engineer, Dr. Richard Vogt, who returned to Germany only in 1933 after the Nazis came to power. The choice of a suitable sample from the dive bombers available in Germany coincided with a visit to Germany by a mission of naval representatives, who were facing the same problems of designing a dive bomber for their carrier-based aviation. In 1937, the Kaigun Koku Hombu aviation technical department of the Japanese Navy acquired a licence to produce Heinkel He.118 dive bomber, which lost the competition to Junkers. Together with the licence, Navy purchased one example of the aircraft - the 4th prototype He.118-V4, which served in the future as a prototype for the creation of the D4Y "Suisei" carrier-based dive bomber. Given the pronounced rivalry between the Japanese army and naval aviation, the plans of the fleet were not communicated to the army in any way, but rumors about the purchase of a German airplane still leaked out. The sales representative of Kawasaki, following the naval mission, visited the Heinkel plant and soon a sample of the German aircraft - the fifth prototype He.118-V5 was purchased privately. At the end of the summer of 1937, the German aiplane arrived to Kawasaki plant in Kobe. However, there is some discrepancy in time. The fact is that by the time the He.118 example was delivered to the Kawasaki plant, eight prototypes of the Ki-32 bomber were already fully tested. Thus, one can only guess about the ways of cooperation in the issue of technical assistance from the Germans in the design of the Japanese aircraft. If the work of the naval mission in Germany on the He.118 project is well documented - it took place from the beginning of 1936, then the presence of Kawasaki's representatives at the Heinkel plant is shrouded in mystery. It is likely that one of the leading designers of Kawasaki, Shiro Ota, who worked in Germany, received information about Heinkel's bomber privately. But these are only assumptions. Also, the fate of the prototype He.118-V5 that arrived at Kawasaki is not clear, while it is known that the He.118-V4 purchased by the navy soon crashed. One way or another in the project of the Kawasaki bomber, an external resemblance to the design of Heinkel was rather apparent. Work on a project for the future Ki-32 began in 1936. From the original plans of the Kawasaki company, to appoint their lead designer Takeo Doi, a student of Richard Vogt and the most experienced designer in the company, had to be abandoned. At this time, Doi was up to his ears loaded with a fighter design. Therefore as the project manager company appointed engineer Izamu Imashi who after the war became the rector of the University of Tokyo. Later, engineer Shiro Ota, who had returned from Germany, was involved in the project. For their project, the designer chose a cantilever monoplane scheme. Moreover, the Kawasaki leadership insisted on the use of the new Na-9-IIb engine, which was not specified in the specification. This engine had just been mastered at the Kawasaki engine-building department. As for this engine, its origin is not entirely clear. A number of sources claim that it was a licensed copy of the German 12-cylinder V-shaped BMW VI, sometimes incorrectly called the BMW IX, but the piston stroke of the German engine was 190 mm, while the Na-9 had 170 mm with the same volume. 45.8 l. Most likely, the Na-9 engine was a further development of the previous Na-2, Kawasaki's own development, aircraft having a German BMW VI engine only in a prototype. A batch of eight experimental Ki-32s were produced and flown in March 1937, but the tests were accompanied by constant engine failures, which forced the crankshaft to be strengthened. During competitive tests with the Mitsubishi Ki-30, the Kawasaki aircraft showed the better flight characteristics and, unlike a competitor, allowed a dive at an angle of up to 60 degrees. However, the army, waging a war in China, decided to give preference to the Mitsubishi aircraft, so as not to wait for a »ironing« out of problems with the engine on the Ki-32. But it was not considered reasonable to completely abandon the seemingly more promising machine, and at the beginning of 1938 the Kawasaki bomber was also put into service under the designation "Type 98 Army Single-Engine Light Bomber" (Kyuhachi-Shiki keibakugekiki). Like a competitor from Mitsubishi, the Ki-32 used a closed bomb bay that could house a 250 kg bomb. It is not clear, however, whether the classic trapezoid bomb carrier was used in the bomb bay to bring the bomb outside of the propeller arc (NOTE by Tiso: not as per manual). In particular, the Japanese historian Ichiro Hasegawa believes that the internal bomb suspension on the Ki-32 assumed only horizontal bombing. Dive bombs could only be dropped from underwing suspensions. There were also no special air brakes on the bomber. Braking during dive bombing was carried out using flaps and changing the pitch of the propeller blades. The gun armament of the aircraft was represented by one Type 89 7.7-mm machine gun. There is no complete clarity of the location of this machine gun. According to the only known drawing, the machine gun was located at the level of the cockpit, apparently on the right side. However, it is not clear in the wing or in the fuselage. In the few photographs of the aircraft on the right side, no embrasures are visible either in the wing or in the fuselage. The machine gun was equipped with cable reloading and descent systems. Sights, contrary to the practice widespread in the pre-war years in Japan, to use telescopic sights in army aviation, were represented by a primitive front sight and entirely located under the canopy. Defensive armament was represented by one 7.7-mm Type 89 machine gun for the rear gunner/bombardier. In the stowed position, the machine gun was retracted into a niche on the right side. In case of repulsing an attack from fighters from behind, the gunner's canopy, consisting of three sections, had to be open. In this case, the rear section was folded back, then slide under fixed part of middle section together with the movabale part middle section using two handles fixed to the frame of the middle section. Production of Ki-32 bombers designated as the Army Type 98 Single-engine Light Bomber has been entrusted to Kawasaki factories in Kobe and a newly built factory in Akashi. Since the summer of 1938, 846 Ki-32 bombers have been produced at two factories, not counting 8 prototypes. Production ended in May 1940. True, the number of built bombers of this type raises some doubts. The reason for doubt is the rules of arithmetic. The fact is that bombers of this type were in service with only eight Sentai of the Japanese Army Aviation, each of which, according to the state of the end of the 30s, consisted of 27-32 aircraft - in total, a maximum of 256 machines, and given the mixed composition of materiel in Sentai of that time , there were hardly more than 100-150 Kawasaki bombers in the army aviation units. Even taking into account the replenishment of combat losses, the number of declared production of aircraft of this type is approximately four times higher than the number of aircraft in service. So, it is quite possible that the figure of more than eight hundred Ki-32 is nothing more than Japanese propaganda or incorrect translation. Operational history: The first unit to receive this bomber was the 27th Sentai, stationed in North China until 1939 and armed with old Nakajima Ki-4 biplanes. To re-equip with new machines, the Sentai was temporarily withdrawn to the northeast, to the Dzhulin province, where it was caught by the outbreak of an armed conflict with the Soviet Union on the Khalkhin Gol River. There, the crews of the 45th and 65th Sentai were retrained for the new bomber. True, the retraining was delayed. If the flight personnel were still tolerant of the new technology, assessing the dynamic and maneuverable characteristics of the Ki-32, and for the technical ground personnel, the new bomber became a real curse. Constantly had to be dealt with coolant leaks from the radiator and engine breakdowns were commonplace. In winter, starting the engine was a real art. If the flight was scheduled for the morning, the mechanics had to get up three to four hours before the crews to warm up the engines. In view of these problems, the units equipped with new bombers did not dare to use them in combat for a long time. Only heavy losses in aircraft in the last days of the conflict on Khalkhin Gol forced Ki-32 bombers to be thrown into the battle as well. On 15th if Sptember 1939, on the last day of the armed confrontation, the Japanese launched a raid on Soviet airfields with unexpectedly large forces. About 200 fighters and bombers attacked the Tamtsag-Bulak air hub. The Ki-32 light bombers from the 45th Sentai took part in the raid for the first time. Soviet aviators, anticipating the imminent end of the war, did not expect such a large-scale attack. The information from the VNOS posts was late, and the I-153 fighters had to take off under fire. Four I-153 were hit. I-16s from the 56th and 70th regiments who came to the scene of the battle were able to turn the tide. Air battles began in a wide range of heights from several tens to 3000 meters. Japanese bombers, which had to fight off fighters bombed inaccurately. Despite reports from their crews about five Soviet aircraft destroyed on the ground, not a single soviet aircraft received serious damage from the bombs. At the end of the day, the Japanese aviators were credited with 39 victories, and Soviet aviators with 19 victories. Two more aircraft were credited to soviet anti-aircraft gunners. In reality, nine Japanese and six Soviet fighters (one I-16 and five I-153s) were shot down, and one Ki-32 was also lost. Eight Japanese pilots were killed, including two squadron commanders. Three more were injured. During 1939-40, the new bombers received by the 3rd and 35th Sentai were deployed in the metropolis, the 6th Sentai in central China, 10th Sentai in Manchuria, and the 75th Sentai in Northern China. During the hostilities in China, apparently only unit equpped with Ki-32 involved in active hostilities was 75th Sentai stationed in March 1940 at the Wuchang airfield in the North China as part of the 3rd Hikoshidan. Unit periodically participated in raids on Chongqing, Chengdu, Celiojing and Pishan. It is problematic to isolate the actions of the few Ki-32 bombers from the Ki-21, Ki-30 and naval aviation operating alongside them. There is no documentary evidence of their successes and losses either from the Japanese or the Chinese side. During the operations of Type 98 bombers, engine problems did not stop. As a result, at the end of 1940 - beginning of 1941, Ki-32s began to be gradually withdrawn from combat units, being replaced by more modern light bombers Ki-48 and Ki-51. By the beginning of hostilities in the Pacific, Ki-32 was almost gone in the first line units. However, the Allies believed that this type of bomber was still actively used by the Japanese and assigned it the code designation "Mary". At the time of Japan's entry into the 2nd World War, apparently only the 45th Sentai still retained one chutai (squadron) of 16 aircraft of Ki-32 type, the rest of the crews had already been transferred to the new twin-engine Ki-48s. It seems that the last Ki-32 combat operation was two raids on Hong Kong on 8th and 11th of December 1941 by airplanes of the 45th Sentai. "Old ones", unlike the Ki-48 of the first series, could bomb from a dive. While Ki-48s were bombing the Victoria area from level flight, Ki-32s dived at ships in the port and airfield, destroying three RAF Vickers "Vildbeest" torpedo bombers in their dispersal area. There is, however, a possibility that this last fact from the combat career of "Mary" was falsified by Japanese propaganda and is based on older Japanese newsreels. This was the end of the aircraft's combat career. The surviving Ki-32s were transferred to flight schools. They were used for some time in the flying schools of Hokota, Mito, Gifu and probably Hamamatsu. But even there they flew only until the end of 1942. The Kawasaki Ha-9 engine was no longer mass-produced, and being very capricious, it did not last long. Therefore, it is unlikely that the Ki-32 took part in the kamikaze strikes of 1944-45. During World War II, the Japanese also supplied Ki-32s to the Manchukuo Air Force to replace Manchukuo′s obsolescent Kawasaki Type 88/KDA-2 light bombers. Ki-32s were the main bomber of the Manchukuo Air Force throughout World War II. But how many of them were in the Manchu aviation is unknown. The Manchurian Ki-32s originally belonged to the 65 Sentai, based in Manchuria from 1939 to 1942, after which the Japanese transferred the main part of the Sentai to their ally, who operated the aircraft almost until 1945. The service of the Manchurian Ki-32s was calm until the last flighing examples of "Mary" were destroyed at their airfields by Soviet aviation in August 1945. In August 1945 Soviet soldiers discovered at least four incomplete Ki-32s at one of the Manchurian airfields. The 3rd Sentai, consisting of three Chutai, was based in the metropolis at Hamamatsu Air Base, Shoizuoka Prefecture until the end of 1940, after which Ki-32s were transferred to flight schools. 75th Sentai had a Ki-32s in at least one chutai at the beginning of the offensive on the Malay Peninsula, but by the time Singapore fell, Ki-32 was no longer in the 75th Sentai. The presence of the Ki-32 at 10th Sentai raises some questions. This unit took part in the battles of Khalkhin Gol, but at that time Ki-30 "Ann" were included in the Sentai. Probably the presence of the Ki-32 in 10th Sentai was represented by several examples. The 6th Sentai was based in China in 1939-41. However in 1942, several Ki-32s from the 6th Sentai ended up in the Philippines, where they were probably used as communication and training aircraft. However, it is unlikely that these planes could survive until 1944 to be used in kamikaze attacks. Another heir to the imperial army who used the Ki-32 for the longest time was the Indonesian aviation. In September 1945, 11 Ki-32s were based in Malang, which the Indonesian rebels used against the Dutch until early 1949. True, this information seems to be somewhat dubious. None of the above units of the Japanese Army Aviation fought in the Dutch East Indies but they could be operated as training or communication aircraft by unknown unit. Combat units equipped with Ki-32: Imperial Japanese Army Air Force No. 3 Hikō Sentai IJAAF No. 6 Hikō Sentai IJAAF No. 10 Hikō Sentai IJAAF No. 35 Hikō Sentai IJAAF No. 45 Hikō Sentai IJAAF No. 65 Hikō Sentai IJAAF – Transfered to Manchukuo AF No. 75 Hikō Sentai IJAAF General characteristics: Crew: 2 Length: 11.65 m (38 ft 2.5 in) Wingspan: 15.0 m (49 ft 2½ in) Height: 2.90m (9 ft 6 in) Wing area: 34.00 m2 (365.98 ft2) Empty weight: 1,066 kg (2,350 lb) Max takeoff weight: 3,760 kg (8,290 lb) Powerplant: 1× Kawasaki Ha-9-IIb liquid-cooled inline V12 engine, 634 kW (850 hp) Performance: Maximum speed: 423 km/h (228 knots, 263 mph) at (3,940 m) 12,900 ft Cruise speed: 300 km/h (162 knots, 186 mph) Range: 1,965 km (1,060 nm, 1,220 mi) Service ceiling: 8,920 m (29,265 ft) Rate of climb: 7.6 m/s (1500 ft/min) Wing loading: 104.1 kg/m2 (21.3 lb/ft2) Armament: Guns: 2× type 89 7.7 mm (0.303 in) machine guns – 1 fixed in RH wingroot and 1 flexible in dorsal position Bombs: 450 kg (990 lb) Sources: http://www.airwar.ru/enc/bww2/ki32.html https://en.wikipedia.org/wiki/Kawasaki_Ki-32

Thanks. Nice pic