Waffentrager

So on my recent trip to Japan (protip: don't fly for 19 hours with your kids), I took some time out from family to visit Yushukan museum.
 
To bring you all up to speed, this place is the museum attached to the controversial shrine that Japan and China are in a perpetual snit over. The shrine itsef is actually pretty anodyne, if fairly imposing and charmless.

 


 
The museum, however, is pretty fucking sinister. Anyway, I'm sure you didn't click this just to see me repost content, so here are my impressions.

 
1. Revisionism deluxe
 
If you've gotten the impression by now that this place has an agenda, you are absolutely correct. Japanese soldiers are always described in glowing terms ('honourable actions', 'noble warriors', 'honoured dead' etc.), war crimes are ignored whenever they aren't completely rewritten as laudable or necessary (Manchuria is described as an operation to bring regional stability, for instance) and the Emperor was a saint. It gets to the point of being almost admirably ballsy, such as the train from the Burma railway parked at the entrance without any comment whatsoever. Or when the brochure specifically highlights a Japanese flag signed by 25 of the most well-known ‘alleged’ war criminals as a key exhibit.

 


 
In terms of the content of the museum, it is at pains to remind the viewer about Japan’s glorious martial past (glossing over the whole civil war aspect), how it was pushed into a hopeless war by the perdifery of the US/colonial powers, and how the noble sacrifice of its people/Emperor lead to... something, I guess? Sadly, a lot of the place is off-limits to cameras so I can’t show you some of the truly egregious stuff.

 
Finally, the amount of memorialisation gets to sort of strange levels. There are statues, displays and plaques commemorating the brave souls who died in the war – including, and I can’t make this stuff up, a special statue depicting the sailors who died testing a suicide diving suit that the empire was working on in its final hours. There is an entire wing of the museum dedicated to photos and mementos of dead soldiers, sailors and airmen. There is also a section devoted to providing bibliographical accounts (including displays of uniforms and equipment) of the men – again eliding any reference to crimes or atrocities.

 
2. Suicidepalooza

 
Part of this focus on heroic struggle seems to be to include every possible reference to suicidal actions that it can. Every field gun displayed, for instance, helpfully included a note on how the crew had fought to the last man.

 


 
This also extended to suicide weapons. The museum has an Ohka sitting up in the hall (which I wasn’t supposed to photograph, but did anyway), a Kaiten at the centre of the same room, a Shinyo sitting to the side and a model of Kairyu sitting next to it. Each helpfully notes the exact number of airmen/sailors who perished during testing or use.

 

 

 
Finally, the Zero sitting in the entranceway and the Judy sitting in the hall both make mention of their later careers as planes intended for ‘special mission’ purposes. There was also an interview with one of the surviving kamikaze pilots playing on repeat in the main hall.

 


 
My suspicion here is that the obsessive focus on suicide craft has some special meaning to the Japanese nationalists who effectively fund and run the place that I am unable to grasp. This is interesting, as I’ve generally found that the best possible way to get people to contemplate the insanity of total industrial warfare is to talk about Japanese suicide craft and the reasoning that went into their creation. Generally, once you’ve explained this stuff in detail to a person they’re, like, 50% of the way to either total pacifism or a wholehearted embrace of America’s post-war role as the most munificent empire in history.

 
3. Odds and sods

 
Every museum has some interesting little bits and pieces hidden away, and this one was no different. For me, it was seeing the astonishingly crude nature of pre-Edo bows (which were, sadly, verboten for purposes of photography). One of them was literally a bronze-capped branch (complete with copious knots) about 25mm in diameter at the handle and steamed into the familiar yumi shape. The others were various iterations of brutalist single-piece bowering, culminating in a square cross-section bow that looks like a direct ancestor of the modern Japanese bow.

 
For the small arms nerds, there are a few machineguns and cannons to look at.

 


 

 
There was also a single, lonely Chi-Ha to give the armour nerds some succour.

 


 
Finally, outside of the museum there was an example of a weirdo-gun: a bronze cannon which was taken in an re-rifled at the end of its life.

 


 
4. Conclusion

 
All in all, I found the visit interesting but a bit ominous. Worse, I fear that this sort of thing is more portentous in terms of where Japan is headed than anyone wants to admit. I guess I can only hope that the country, which seems to be going through some sort of transition, doesn’t begin indulging in its worst tendencies again as pax Americana wanes.

 

 

More pictures!
 

 

 

 
Goddamn but the Zero is pretty.
 

 
Authentic battle damage! Also: crews died with the guns.
 

 
Generic AA gun and ship gun, Chi-Ha being sheepish in the foreground.
 

And more!
 

 

 
Judy's engine, at least when they weren't putting a sensible radial in.
 

 
Long lance engine used on Kaiten. Torpedo engines are amazing, suicide torpedoes not so much.
 

 

And even more!
 

 
Large-bore rocket mortar thing. Guess what happened to the crew?
 

 
The world's most depressing plane. Not the preferred angle to see one from, but better than a cockpit view.
 

During the 1960s, both the USSR and NATO countries had many programs for the development of VTOL aircraft. Most of these never reach flying status, though a few did fly at least in prototype form. One of these was the Ryan XV-5 Vertifan.
 

http://modelingmadness.com/scott/korean/xv5photoa.jpg
 
Development of the XV-5 began on November 10, 1961, when the US Army issued a contract for the development of an aircraft using the lift-fan propulsion system. Primary contractors were General Electric and Ryan Aeronautics. The lift-fan system was quite different from other VTOL systems of the time, such as the lift jets found in the original MiG-23 prototype or contemporary VZ-4, for instance. Rather than the jet exhaust directly providing the thrust for vertical flight, the exhaust drives several fans, which provide the thrust for vertical lift. This has the advantage of not projecting hot exhaust gases downward, however, there are losses in efficiency due to the extensive ducting needed.
 
The XV-5 (orignally designated VZ-11 at the start of the program) was powered by a pair of J85 turbojets, the same engines as found in the F-5. Maximum takeoff weight was 12,500 lb. Space for two crew members was provided. Two large lift fans were located in the wings, which provided most of the thrust for vertical takeoff. A smaller lift fan was located in the nose, which provided additional thrust as well as attitude control. The vanes on each fan could be pitched between -7 and 45 degrees to provide directional control while hovering. As the XV-5 would spend much of its time in hover, the test aircraft were fitted with helicopter style controls, to provide better handling while taking off and landing vertically.
 
Two XV-5A test aircraft were formally accepted by the US Army on January 26, 1965, and began flight testing shortly afterward, at Edwards AFB.
 

http://vertipedia.vtol.org/vstol/images/VSTOLWheel/pics/41.jpg
 
The XV-5A demonstrated the ability to land and take off vertically, as well as successfully transition to horizontal flight (transition took place at about 170 km/h). However, there were some issues. The aircraft's ground attitude meant that taking off perfectly vertically was quite difficult; it require the pilot to release the brakes, adjust pitch controls, and change engine power simultaneously. Additionally, the aircraft was found to be difficult to control during the transition period, as there was no integrated control system for both modes of flight. Often, the XV-5A would pitch up or down for a few seconds as the transition occurred. Numerous other small issues were noted; many instruments were poorly placed, and cockpit temperature control was ineffective. More importantly, visibility downward was very bad when hovering. Oddly, a parking brake was not fitted to the XV-5A, which caused issues during testing.
 

 
The XV-5A had decent conventional takeoff performance, with a takeoff run of about 800 meters needed. The aircraft also performed well during conventional landings. However, during vertical takeoffs and landings, severe turbulence was noted while in ground effect, making the aircraft difficult to control. This made it difficult to land in a precise spot (a major problem for an operational VTOL aircraft), and limited operations to when winds were less than about 10 km/h, obviously unacceptable for operational use. Another problem noted with vertical flight was that at high loads, the lift fans would reingest exhaust gases, leading to loss of power similar to vortex ring state. Despite these flaws, the XV-5A was judged adequate by the US Army as a research aircraft (however, it was recommended that these issues be fixed in follow-on research aircraft).
 
The first XV-5A aircraft was lost in an accident on April 27, 1965, which unfortunately killed the pilot testing the aircraft. Investigation showed this was likely due to the pilot accidentally switching the aircraft from horizontal to vertical flight mode (the switch was located on the collective control for convenient access, which made it easy to activate accidentally). Testing continued afterward with the second prototype. Later in the testing, the XV-5 was considered by the US Army for use as a close air support aircraft or as a rescue aircraft (the lack of hot exhaust gases meant that it could hover over people without inadvertently frying them). The second fatal accident in the XV-5 program occurred in 1966 during testing of this capability. A rescue harness was ingested into the lift fan on the left wing of the XV-5A, damaging it. The pilot ejected, but was killed as the seat deployed horizontally due to the attitude of the aircraft during ejection. Later investigation showed that the damaged fan was still capable of producing enough lift to slow the XV-5's descent to a survivable rate.
 

The XV-5A following the second crash.
 
Following the crash of the second XV-5A airframe, it was decided to rebuild it into the XV-5B, and continue the test program with that aircraft. Numerous improvements were made to the systems of the XV-5 (including improved control systems and cockpit layout), correcting some of the deficiencies of the XV-5A. The aircraft was also repainted in NASA colors (the XV-5A had been painted in US Army markings.)
i
http://aviadejavu.ru/Images6/MY/MY77-6/10-3.jpg
 
In addition to being used for testing of the VTOL characteristics and the lift-fan concept, the XV-5B was used for testing of approach procedures for VTOL aircraft. Particularly, the XV-5B was flown at steep approach angles of up to 20 degrees.The aircraft was flown successfully in this role, but it was found to be somewhat difficult for the pilot, as engine throttle, lift fan controls, and conventional flight controls all had to be manipulated to stabilize that approach. Testing of the XV-5B in this role was continued until 1971, when the aircraft was retired. It is currently on display in Fort Rucker, Alabama.
 

http://cdn-www.airliners.net/aviation-photos/photos/7/1/7/2287717.jpg
 
Video footage of the XV-5A
 

 
 
 
 
Sources:
 
PRELIMINARY PILOT QUALITATIVE EVALUATION OF THE XV-5A RESEARCH AIRCRAFT
Lift Fan Aircraft - Lessons from Pilot's Perspective

Various proposals were made to use the lift fan technology in operational aircraft. The first picture is the Model 182, a transonic fighter bomber, while the second and third (186 and 187) are supersonic fighter aircraft. The fans on the Model 187 retract into the fuselage.
 

Chi-Ha GS



 

From the BBC news page;
 
One of the most famous British pilots, Capt Eric "Winkle" Brown, has died at the age of 97.
 
He was the Royal Navy's most decorated pilot and held the world record for flying the greatest number of different types of aircraft, 487.
 
During World War Two Capt Brown flew fighter aircraft and witnessed the liberation of Bergen Belsen concentration camp.
 
He died at the East Surrey Hospital, Redhill, after a short illness.
 
A statement released by his family said: "It is with deep regret that the passing of Captain Eric Melrose Brown CBE DSC AFC is announced.
 
"Eric was the most decorated pilot of the Fleet Air Arm in which service he was universally known as 'Winkle' on account of his diminutive stature.
 
"He also held three absolute Guinness World Records, including for the number of aircraft carrier deck landings and types of aeroplane flown."
 
Rest of the read can be found at the source:
http://www.bbc.com/news/uk-england-sussex-35626854
 

From the BBC news page;
 
One of the most famous British pilots, Capt Eric "Winkle" Brown, has died at the age of 97.
 
He was the Royal Navy's most decorated pilot and held the world record for flying the greatest number of different types of aircraft, 487.
 
During World War Two Capt Brown flew fighter aircraft and witnessed the liberation of Bergen Belsen concentration camp.
 
He died at the East Surrey Hospital, Redhill, after a short illness.
 
A statement released by his family said: "It is with deep regret that the passing of Captain Eric Melrose Brown CBE DSC AFC is announced.
 
"Eric was the most decorated pilot of the Fleet Air Arm in which service he was universally known as 'Winkle' on account of his diminutive stature.
 
"He also held three absolute Guinness World Records, including for the number of aircraft carrier deck landings and types of aeroplane flown."
 
Rest of the read can be found at the source:
http://www.bbc.com/news/uk-england-sussex-35626854
 

From the BBC news page;
 
One of the most famous British pilots, Capt Eric "Winkle" Brown, has died at the age of 97.
 
He was the Royal Navy's most decorated pilot and held the world record for flying the greatest number of different types of aircraft, 487.
 
During World War Two Capt Brown flew fighter aircraft and witnessed the liberation of Bergen Belsen concentration camp.
 
He died at the East Surrey Hospital, Redhill, after a short illness.
 
A statement released by his family said: "It is with deep regret that the passing of Captain Eric Melrose Brown CBE DSC AFC is announced.
 
"Eric was the most decorated pilot of the Fleet Air Arm in which service he was universally known as 'Winkle' on account of his diminutive stature.
 
"He also held three absolute Guinness World Records, including for the number of aircraft carrier deck landings and types of aeroplane flown."
 
Rest of the read can be found at the source:
http://www.bbc.com/news/uk-england-sussex-35626854
 

From the BBC news page;
 
One of the most famous British pilots, Capt Eric "Winkle" Brown, has died at the age of 97.
 
He was the Royal Navy's most decorated pilot and held the world record for flying the greatest number of different types of aircraft, 487.
 
During World War Two Capt Brown flew fighter aircraft and witnessed the liberation of Bergen Belsen concentration camp.
 
He died at the East Surrey Hospital, Redhill, after a short illness.
 
A statement released by his family said: "It is with deep regret that the passing of Captain Eric Melrose Brown CBE DSC AFC is announced.
 
"Eric was the most decorated pilot of the Fleet Air Arm in which service he was universally known as 'Winkle' on account of his diminutive stature.
 
"He also held three absolute Guinness World Records, including for the number of aircraft carrier deck landings and types of aeroplane flown."
 
Rest of the read can be found at the source:
http://www.bbc.com/news/uk-england-sussex-35626854
 

From the BBC news page;
 
One of the most famous British pilots, Capt Eric "Winkle" Brown, has died at the age of 97.
 
He was the Royal Navy's most decorated pilot and held the world record for flying the greatest number of different types of aircraft, 487.
 
During World War Two Capt Brown flew fighter aircraft and witnessed the liberation of Bergen Belsen concentration camp.
 
He died at the East Surrey Hospital, Redhill, after a short illness.
 
A statement released by his family said: "It is with deep regret that the passing of Captain Eric Melrose Brown CBE DSC AFC is announced.
 
"Eric was the most decorated pilot of the Fleet Air Arm in which service he was universally known as 'Winkle' on account of his diminutive stature.
 
"He also held three absolute Guinness World Records, including for the number of aircraft carrier deck landings and types of aeroplane flown."
 
Rest of the read can be found at the source:
http://www.bbc.com/news/uk-england-sussex-35626854
 

During the Winter War, the Finnish Air Force (Ilmavoimat) was severely outnumbered by the Soviet Air Forces opposing them. Despite this, they performed well, as much due to desperation as the relatively poor state of the VVS at the time. The severe losses the Finns experienced during the Winter War led them to seek aircraft from any available source. One country Finland sought to purchase munitions from was France, who agreed to provide Finland with several Morane-Saulnier 406 fighters.
 

MS 406 in Finnish markings
 
First flying in 1935, the MS 406 was a decently modern fighter, capable of speeds near 500 km/hr. While it was somewhat outdated compared to later models of the Bf-109, it did well in the Battle of France, obtaining a better than equal kill ratio against German planes.
 
Finland originally received 30 MS 406 aircraft from France in February 1940; more had been ordered, but further deliveries were prevented by the German invasion. Still, the original batch of MS 406s did well in the final months of the Winter War, with Finnish pilots scoring multiple kills against Soviet aircraft. Further MS 406s arrived in 1941 and 1942; first from Germany (sale of captured French aircraft), and later from Vichy France. By early 1943, the Finnish Air Force had 87 MS 406 in service.
 
Initially, the MS 406 did well in the Continuation War (though many Finnish pilots preferred the American B-239). However, as the war went on, more advanced Soviet fighters such as the La-5, P-39, and Yak-9 arrived, replacing earlier models like the I-16. While the MS 406 could hold its own against the earlier planes, it was now severely outclassed. The delivery of more modern aircraft such as the Bf-109G helped the situation somewhat, but the severe numerical disadvantage the Finns faced meant they could not afford to discard any equipment, no matter how old. As a result, it was decided to modify the MS 406 to turn it into a modern combat aircraft. Aarne Lakomaa (who would later work on the Saab 36 nuclear bomber) was in charge of the project.
 
First, the Finns looked for a new engine for their MS 406s. Originally, Finland tried to purchase the DB601 for fitting to the aircraft, but were rebuffed. It was instead decided to use captured stocks of the Klimov M-105P. As this was itself a development of the Hispano-Suiza 12Y used in the original MS 406, installing this engine was not too difficult. This increased the power of the aircraft from 860 horsepower to 1100, an increase of more than 25%. This did require some modification to the aircraft, notably, an new oil cooler was fitted (taken from the Bf-109G). The French propellor originally fitted to the MS 406 was replaced with one of Soviet design compatible to the M-105P.
 
One of the complaints about the MS 406 in Finnish service was that it was underarmed. The HS-404 cannon firing through the propellor hub was powerful but unreliable, jamming after a few rounds. The other armament was wing mounted 7.5mm machine guns, hardly sufficient against Soviet bombers. The HS-404 was replaced with either an MG151/20 or 12.7mm Berezin machine gun, to augment the wing mounted machine guns (various aircraft had either two or four 7.5mm machine guns in the wings)
 
After these and many other small modifications (mainly to improve the aircraft's suitability for cold weather), the first modified MS 406 flew on 25 January 1943. Results were generally positive; speed in level flight was increased to 525 km/h, while the ceiling was increased to 12000m. Rate of climb was also greatly improved, while the maneuverability remained good. The new aircraft was given the name "Mörkö-Morane" (mörkö being Finnish for "ghost" or "bogey" depending on translation).
 
As Finnish resources were stretched, conversion of MS 406s to Mörkö-Moranes proceeded slowly. By the end of the Continuation War, only three of the aircraft had made it to service. However, they did well, with one pilot, Lars Hattinen downing two P-39s and a Yak in the last two weeks of July 1944. Production of the Mörkö-Morane continued following the Continuation War, with some aircraft seeing action against the Germans during the Lapland War. Mörkö-Moranes would remain in Finnish service until the late 1940s.
 

 

Finnish Mörkö-Moranes, obviously pre-1946.
 
Specifications:
 
Wingspan: 10.62m
Length: 8.28m
Height: 2.80m
Wing Area: 16m2
Empty Weight: 2055 kg
Max Weight: 2850 kg
Engine: Klimov M-105P, 1100 hp
Max Speed: 525 km/h
Ceiling: 20,000 m
 
Sources:
http://www.airwar.ru/enc/fww2/morko.html
http://www.historyofwar.org/articles/weapons_morane_saulnier_morko.html
http://www.puolustusvoimat.fi/wcm/a658700047fa7fb980bac7e1e3fd093a/1939_1945_jatkosota.pdf?MOD=AJPERES
https://fi.wikipedia.org/wiki/Morane-Saulnier_M.S.406
 
 
 
 

These are wonderful: http://mamalaz.tumblr.com/tagged/modern-solo-adventures

Nanking was a crime on the Nationalist controlled territory, that doesn't change anything to the individual civilians that were affected directly. Those people still reside in the lands that were razed by Imperial Japan. Just because a bunch of high ranking officials fled to Taiwan doesn't mean the scars arent there anymore.