(Kawasaki) Ki-61 Hien @·AIRCRAFTUBE

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    Kawasaki Ki-61
  • A captured Kawasaki Ki-61 Hien A captured Kawasaki Ki-61 Hien
    A captured Kawasaki Ki-61 Hien
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    Kawasaki Ki-61 Hien
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    Ki-61
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  • Captured Hien of 204 Sentai Captured Hien of 204 Sentai
    Captured Hien of 204 Sentai
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    Ki-61 Hien
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    Kawasaki Ki-61 Hien
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    A Ki-61 Hien with Drop tank
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    Ki-61 Hien - Fukuoka 1945
  • Ki-61 - 56th Sentai Ki-61 - 56th Sentai
    Ki-61 - 56th Sentai

Kawasaki Ki-61 Hien

The Kawasaki Ki-61 Hien (flying swallow) was a Japanese World War II fighter aircraft used by the Imperial Japanese Army Air Force. The first encounter reports claimed Ki-61s were Messerschmitt Bf 109s: further reports claimed that the new aircraft was an Italian design, which led to the Allied reporting name of "Tony", assigned by the United States War Department. The Japanese Army designation was "Army Type 3 Fighter". It was the only mass-produced Japanese fighter of the war to use a liquid-cooled inline V engine. Over 2,500 Ki-61s were produced, first seeing action around New Guinea in 1943, and continuing to fly combat missions throughout the war.

Design and development

The Ki-61 was designed by Takeo Doi and his deputy Shin Owada in response to a late 1939 tender by the Koku Hombu for two fighters, each to be built around the Daimler-Benz DB 601Aa. Production aircraft would use a Kawasaki licensed DB 601, known as the Ha-40, which was to be manufactured at its Akashi plant. The Ki-60 was to be a heavily armed specialised interceptor, with a high wing loading; the Ki-61 was to be a more lightly loaded and armed general-purpose fighter, intended to be used mainly in an offensive, air superiority role at low to medium altitudes.

Both single-seat, single-engine fighters used the same basic construction, being of all-metal alloys with semi-monocoque fuselages and three-spar wings, with alloy-framed, fabric-covered ailerons, elevators and rudders. Priority was given to the Ki-60, which first flew in April 1941, while design work on the Ki-61 did not begin until December 1940. Although the Ki-61 was broadly similar to the Ki-60, it featured several refinements exploiting lessons learned from the disappointing flight characteristics of the earlier design.

The all-metal, semi-monocoque fuselage was basically oval in cross-section, changing to a tapered, semi-triangular oval behind the cockpit canopy, with a maximum depth of 1.35 m (4 ft 5 in). An unusual feature of the Ki-61 was that the engine bearers were constructed as an integral part of the forward fuselage, with the cowling side panels being fixed. For servicing or replacement, only the top and bottom cowling panels could be removed. A tapered, rectangular supercharger air intake was located on the port-side cowling. Behind the engine bulkhead were the ammunition boxes feeding a pair of synchronized 12.7 mm (.50 in) Ho-103 machine guns which were set in a "staggered" configuration (the port weapon slightly further forward than that to starboard) in a bay just above and behind the engine. The breeches partly projected into the cockpit, above the instrument panel. The Ho-103 was a light weapon for its caliber (around 23 kg/51 lb) and fired a light shell, but this was compensated for by its rapid rate of fire. The ammunition capacity was limited, having only around 250 rounds for each weapon. A self-sealing fuel tank with a capacity of 165 L (44 US gal) was located behind the pilot's seat. The windshield was armoured and there was a 13 mm (.51 in) armour plate behind the pilot. The radiator and oil cooler for the liquid-cooled engine were in a ventral location below the fuselage and wing trailing edge, covered by a rectangular section fairing with a large, adjustable exit flap.

The evenly tapered wings had an aspect ratio of 7.2 with a gross area of 20 m² (215.28 ft²) and featured three spars; a Warren truss main spar and two auxiliary spars. The rear spar carried the split flaps and long, narrow-chord ailerons, while the front spar incorporated the undercarriage pivot points. The undercarriage track was relatively wide at 4 m (13 ft 1.5 in). Each wing had a partially self-sealing 190 L (50 US gal) fuel tank behind the main spar, just outboard of the fuselage. A single weapon (initially a 7.7 mm/0.303 in Type 89 machine gun) was able to be carried in a weapons bay located behind the main spar.

The first prototype of the San-shiki-Sentohki ichi gata ("Type 3 Fighter, Model 1", the official IJAAF designation) first flew in December 1941 at Kagamigahara Airfield. Although test pilots were enthusiastic about its self-sealing fuel tanks, upgraded armament, and good dive performance, the wing loading of 146.3 kg/m² (30 lb/ft²) at an all-up weight of 2,950 kg (6,500 lb) was viewed with scepticism by many of the senior officers of the Koku Hombu, who still believed in the light, highly manoeuvrable, lightly armed fighter epitomised by the then new Ki-43-I-Hei which had a wing loading of 92.6 kg/m² (19 lb/ft²) (and even that was considered borderline compared to the earlier Ki-27).

To address these concerns, Kawasaki staged a fly-off between two Ki-61 prototypes and the Ki-43-I, a pre-production Ki-44-I, a LaGG-3 (flown to Manchuria by a defector), a Bf 109E-3, and a captured P-40E Warhawk. The Ki-61 proved the fastest of all the aircraft and was inferior only to the Ki-43 in manoeuvrability.

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The Ki-61 was the last of the fighters powered by the DB-601 or its foreign derivatives, and it was soon overshadowed by fighters with more powerful engines. By the time it first flew in December 1941 –one year after the Macchi C.202's first flight and three years after the first Bf 109E– the engine was already underpowered compared to the new 1,120 kW (1,500 hp) inline or 1,491 kW (2,000 hp) radial engines being developed (and already nearing the mass-production stage) to power the next generation of combat aircraft such as the Republic P-47 Thunderbolt. Moreover, the inline Ha-40 engine proved to be an unreliable powerplant.

The DB-601 engine required precise and sophisticated manufacturing; the Ha-40 was lighter by roughly 30 kg (70 lb) and required even higher manufacturing standards. Reaching these standards proved to be a "stretch" for Japanese manufacturers, an issue further complicated by the variable quality of materials, fuel, and the lubricants needed to run a sensitive, high-performance engine. The Japanese equivalent of the more powerful DB-605 engine was the Ha-140, which was fitted onto the Type 3 to produce the Ki-61-II high-altitude interceptor.

Compared to the Ki-61-I, the Ki-61-II had 10% greater wing area, used more armour and was powered by the Kawasaki Ha-140 engine generating 1,120 kW (1,500 hp). After overcoming initial fuselage and wing stability problems, the new interceptor reverted to the original wing and was put into service as the Ki-61-II-KAI. However, the Ha-140 engine had severe reliability problems which were never fully resolved, and around half of the first batch of engines delivered were returned to the factory to be re-built. A US bombing raid on 19 January 1945 destroyed the engine factory in Akashi, Hyōgo, and 275 Ki-61-II-KAI airframes without engines were converted to use the Mitsubishi Ha-112-II radial engine, resulting in the Ki-100. While the Ha-112 solved the problems encountered with the Ha-140, the new engine still had a major weakness: a lack of power at altitude, which diminished its ability to intercept high-flying B-29s relative to the Ki-61-II.

During testing, the Hien proved capable, but several shortcomings were subsequently revealed in operational service, namely lack of armor protection and a sub-standard engine that eventually led to a new engine being considered.

Operational history

The Ki-61 looked so different compared with the usual radial-engined Japanese fighters that the Allies at first, believed it to be of German or Italian origin, possibly a license-built Messerschmitt Bf 109. The first Ki-61 seen by Allied aircrew had been misidentified as a Bf 109 by USAAF Capt. C. Ross Greening during the Doolittle Raid. In early reports, when it was thought to have been a German fighter, the Ki-61 had been code-named "Mike". The final, and better known code name adopted was "Tony", because the Ki-61 looked like an Italian aircraft.

The new Ki-61 Hien fighters entered service with a special training unit, the 23rd Chutai, and entered combat for first time in early 1943, during the New Guinea campaign. The first Sentai (Air Group/Wing) fully equipped with the Hien was the 68th in Wewak, New Guinea, followed by the 78th Sentai stationed at Rabaul. Both units were sent into a difficult theatre where jungles and adverse weather conditions, coupled with a lack of spares, quickly undermined the efficiency of both men and machines. Because the Ki-61 was so new, and had been rushed into service, it inevitably suffered from teething problems. Almost all of the modern Japanese aircraft engines, especially the Ki-61's liquid-cooled engines, suffered a disastrous series of failures and ongoing problems, which resulted in the obsolescent Ki-43 still forming the bulk of the JAAF's fighter capability.

Initially, this campaign went successfully for the Japanese Army Air Force (JAAF), but when the Allies re-organized and enhanced the combat capabilities of their air forces, they gained the upper hand against the JAAF. High non-combat losses were also experienced by the Japanese during this campaign. For example, while in transit between Truk and Rabaul, the 78th lost 18 of its 30 Ki-61s.

Even with these problems, there was some concern in Allied aviation circles regarding the Hien:

The new Japanese fighter caused some pain and consternation among Allied pilots, particularly when they found out the hard way that they could no longer go into a dive and escape as they had from lighter Japanese fighters. ...General George Kenney [Allied air forces commander in the Southwest Pacific] found his P-40s completely outclassed, and begged for more P-38s to counter the threat of the new enemy fighter.

However, the increasing numerical strength of Allied bomber units, along with inadequate anti-aircraft systems, imposed crippling losses on Japanese units. Approximately 100 out of 130 Japanese aircraft based in the Wewak area were lost during the attacks of August 17–21 1943. By the end of the campaign, nearly 2,000 Japanese aircraft had been lost in air attacks from up to 200 Allied aircraft at a time, around half of which were B-24s and B-25s armed with fragmentation bombs. After the Japanese retreat, over 340 aircraft wrecks were later found at Hollandia.

The Ki-61 was also utilised in Southeast Asia, Okinawa, China and as an interceptor during US bombing raids over Japanese home islands, including against Boeing B-29 Superfortresses. The Ki-61 was notable for many reasons: initially identified as of either German or Italian origin, these aircraft were capable of matching Allied aircraft such as the P-40 in speed, and as evaluation had already showed, were superior in almost every respect. However, the armament of the early Hien was lighter, but still sufficient for most purposes. Some authors claim that the Lockheed P-38 Lightning was measurably superior. The Ki-61 carried a great deal of fuel, but due to having self-sealing fuel tanks, it did not have the reputation for being "easily flammable", as were many other Japanese aircraft.

Owing to the additional weight, the Ki-61's performance and agility suffered when its armament was increased, but it still remained capable with a 580 km/h (313 kn) maximum speed. The cannon armament was needed to counter the Allied bombers, which proved to be difficult to shoot down with only 12.7 mm (.50 in) machine guns. The empty and maximum weights for the Ki-61 prototype (2 × 12.7 mm/50 in + 2 × 7.7 mm/.303 in) were 2,238 kg (4,934 lb) and 2,950 kg (6,504 lb), respectively; for the Ki-61-I basic (4 × 12.7 mm/.50 in) 3,130 kg (6,900 lb); and for the Ki-61-KAI (2 × 12.7 mm/.50 in + 2 × 20 mm), 2,630 kg (5,798 lb) and 3,470 kg (6,750 lb).

A number of Ki-61s were also used in Tokkotai (kamikaze) missions launched toward the end of the war. The Ki-61 was delivered to 15th Sentai (group/wing), as well as some individual Chutaicho (junior operational commanders) in other Sentai, and even to operational training units in the JAAF. The aircraft was largely trouble-free in service except for the liquid-cooled engine which tended to overheat when idling on the ground and suffered from oil circulation and bearing problems.

Ki-61 Special Attack Unit

The tactic of using aircraft to ram American Boeing B-29 Superfortresses was first recorded in late August 1944, when B-29s from Chinese airfields attempted to bomb the steel factories at Yawata. Sergeant Shigeo Nobe of the 4th Sentai intentionally flew his Kawasaki Ki-45 into a B-29; debris from the explosion severely damaged another B-29, which also went down. Other attacks of this nature followed, as a result of which individual pilots determined it was a practicable way of destroying B-29s.

On 7 November 1944, the officer commanding the 10th Hiko Shidan (Air division) made ramming attacks a matter of policy by forming ramming attack flights specifically to oppose the B-29s at high altitude. The aircraft were stripped of their fuselage armament and protective systems in order to attain the required altitudes. Although the term "kamikaze" is often used to refer to the pilots undertaking these attacks, the word was not used by the Japanese military.

The units assigned to the 10th Hiko Shidan included the 244th Hiko Sentai (Fighter group), then commanded by Captain Takashi Fujita, who organised a ramming flight called "Hagakure-Tai" ("Special Attack Unit"), which was composed out of volunteers from the three Chuatai (squadrons) of the 244th: the 1st Chutai "Soyokaze", 2nd Chutai "Toppu", and the 3rd Chutai known as "Mikazuki".

First Lieutenant Toru Shinomiya was selected to lead the Hagakure-Tai. On 3 December 1944 Shinomiya, along with Sergeant Masao Itagaki and Sergeant Matsumi Nakano, intercepted a B-29 raid; Shinomaya rammed one B-29, but was able to land his damaged Ki-61, which had lost most of the port outer wing, back at base. After attacking another B-29 Itagaki had to parachute from his damaged fighter, while Nakano rammed and damaged Long Distance of the 498th BG and crash-landed his stripped-down Ki-61 in a field. Shinomaya's damaged Ki-61 was later displayed inside Tokyo's Matsuya department store while Nakano's Ki-61 was displayed outside, alongside of a life-size cut-away drawing of the forward fuselage of a B-29. These three pilots were the first recipients of the Bukosho, Japan's equivalent to the Victoria Cross or Medal of Honor, which had been inaugurated on 7 December 1944 as an Imperial Edict by Emperor Hirohito (there are 89 known recipients, most of whom fought and scored against B-29s). The existence of the ramming unit had been kept confidential until then, but it was officially disclosed in the combat results announcement and officially named "Shinten Seiku Tai" ("Body Attack Detachment") by the Defense GHQ. On 27 January 1945, Itakagi survived another ramming attack on a B-29, again parachuting to safety, and received a second Bukosho; he survived the war as only one of two known double-Bukosho recipients. Sergeant Shigeru Kuroishikawa was another distinguished member of the unit.

However, these pilots gained no reprieve and despite their successes they were obligated to continue these deadly and dangerous ramming tactics until they were killed, or else wounded so badly that they could no longer fly. They were regarded as doomed men and were celebrated among the ranks of those who were going to certain death as Tokkotai (kamikaze) pilots.

Some other Ki-61 pilots also became well-renowned, among whom was Major Teruhiko Kobayshi of the 244th Sentai, who was credited by some with a dozen victories mostly due to conventional attacks against B-29s.

Ki-61 units

The Hiko Sentai, usually referred to as Sentai, was the basic operational unit of the Imperial Japanese Army Air Force, composed of three or more Chutai (companies or squadrons). A Sentai had 27 to 49 aircraft, with each Chutai having 16 aircraft and pilots plus a maintenance and repair unit. Several sentai had other units under their operational control, most notably the Hagakure-Tai ("Special Attack Units") of the 244th Sentai. By 1944, with the depredations of Allied attacks on supply lines and airfields, as well as the loss of pilots and aircraft through combat attrition and accidents, few sentai were able to operate at full strength.

Variants

Note: Ko, Otsu, Hei and Tei are the Japanese equivalents to a, b, c, d. Kai ('modified' or 'improved') was also used for some models of the Ki-61.

  • Ki-61 : 12 original prototypes.
  • Ki-61-I-Ko : The first production version. This version had a fully retractable tailwheel and two 7.7 mm (0.303 in) Type 89 machine guns in the wings and two synchronized 12.7 mm (0.50 in) Ho-103 machine guns in the fuselage forward decking. The wings had racks outboard of the wheelwells, which were capable of carrying one 151 L (40 gal) drop tank or a light bomb. Weights: 2,238-2,950 kg (wing loading 147 kg/m2).
  • Ki-61-I-Otsu : The second production fighter variant. As it was found the armament was too light against allied aircraft and the tailwheel retraction mechanism was unreliable, the aircraft was modified accordingly. Two 12.7 mm (.50 in) Ho-103 machine guns replaced the wing 7.7 mm (.303 in) machine guns, with modifications to the upper-wing bulges, and the tailwheel doors were removed and the tailwheel locked in the "down" position (although the mechanism was still intact). Max takeoff weight 3,130 kg.
  • Ki-61-I-Hei : 800 German-made 20 mm Mauser MG 151/20 cannons and ammunition supplies were imported to Japan by submarine. The Hei was built in conjunction with the Otsu variant on the Kawasaki production lines but some "conversion kits" were directly sent to New Guinea. In this variant, the wing machine guns were replaced by Mauser cannons. The fuselage was longer (engine bulkhead forwarded of 19 cm, added a small fuel tank). Trial fittings found that these could be placed into the existing wing if the gun was laid on its side and a fairing was provided on the underside of the wing for clearance of the breech mechanism. 388 Ki-61s were so modified; the first of these was completed in September 1943 or January 1944. The last was completed in July 1944. Max takeoff weight 3,470 kg, max speed 580 km/h at 5,000 m, time to that height was seven minutes.
  • Ki-61-I-Tei : This machine featured two 12.7 mm (.50 in) Ho-103s in the modified (stronger) wings, provisions of external storage using fixed underwing pylons, and a non-retractable tail wheel. The forward fuselage was elongated by 190 mm (7.5 in) just after the exhaust line and forward of the windscreen to make room for the installation of Japanese 20 mm Ho-5 cannon in the fuselage decking (the same as with Hei version). The continued supply of MG 151's via submarine was not able to be guaranteed and the Ho-5 was ready. Several internal changes were also made. These included the simplification of several systems for increased dependability and ease of maintenance. The rear section of the fuselage was also made to be easily removable to further facilitate the ease of repair work. There is now some doubt as to whether the Tei ("d") designation was used.
  • Ki-61-I-KAId : Interceptor variant with 2 × 12.7 mm (.50 in) fuselage machine guns and 2 × 30 mm (1.18 in) wing cannon.
  • Ki-61-I- w.c.e.s. : An experimental aircraft with a wing cooling evaporation system, modelled on that used by the Heinkel He 100. It was the fastest Ki-61 built, achieving 630 km/h (395 mph), and the last with a retractable tail wheel.
  • Ki-61-II : Prototype with 10% greater wing area and a slightly different airfoil. An Ha-140 engine with 1,120 kW (1,500 hp) for takeoff was fitted; the cowling panels were redesigned and the supercharger air intake was longer. A redesigned windscreen incorporating an extra panel was mounted further forward. The transparency to the rear of the sliding canopy was redesigned to increase rearward visibility. The prototype was first flown in December 1943; flight trials showed that the new wing was unsatisfactory and only eight Ki-61-IIs were built. The Ki-61-II was one of only very few Japanese aircraft able to reach the operational altitude of the B-29s raiding Japan with decent firepower. Subsequently, the majority of B-29s lost to Japanese fighters were shot down by the Ki-61-II. Due to the unreliability of the Ha-140 and the destruction of the Akashi plant by a B-29 bombing attack, the bulk of the Ki-61-II-KAIs built were airframes only, which were later converted to Ki-100-Is. ;Ki-61-II-KAI
  • Pre-production version which reverted back to the Ki-61-I-Tei wing, a 220 mm (8.7 in) fuselage stretch, enlarged rudder, and Ha-140 engine; 30 built.
  • Ki-61-II-KAIa : Armed with 2 x 12.7 mm (.50 in) machine guns in the wings and 2 x 20 mm cannon in the fuselage.
  • Ki-61-II-KAIb : Armed with 4 x 20 mm cannon.
  • Ki-61-III : One prototype only. This version had a cut-down rear fuselage and a canopy design which was later used by the Ki-100-II.

A total of 3,159 Ki-61 were built.

Operators

Japan : Imperial Japanese Army Air Force

Post War

China : Chinese Nationalist Air Force

Operated some captured aircraft

China : People's Liberation Army Air Force

Also operated some captured aircraft

Indonesia : In 1945, Indonesian People's Security Force (IPSF) (Indonesian pro-independence guerrillas) captured a small number of aircraft at numerous Japanese air bases, including Bugis Air Base in Malang (repatriated 18 September 1945). Most aircraft were destroyed in military conflicts between the Netherlands and the newly proclaimed-Republic of Indonesia during the Indonesian National Revolution of 1945–1949.

Survivors

Three airframes are known to exist: A Ki-61-II-Kai (Ser. no. 5017 ) is on static display at the Tokko Heiwa Kaikan Museum in Chiran Kagoshima Prefecture, Kyushu, Japan.

A Ki-61 (unknown type and serial number) is owned by Kermit Week's Fantasy of Flight museum. It is currently stored and in need of restoration.

A Ki-61-II-Otsu ( Ser. no. 640 ) is currently under restoration to flying condition and will become part of the Military Aviation Museum collection in Virginia Beach, Virginia, USA.

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This text is available under the Creative Commons Attribution-ShareAlike License
Source : Article Kawasaki Ki-61 of Wikipedia ( authors )

Specifications (Ki-61-I-KAIc)

    Crew : One.
    Length : 8.94 m (29 ft 4 in).
    Height : 3.70 m (12 ft 2 in).
    Wingspan : 12.00 m (39 ft 4 in).
    Wing area : 20.00 m² (215.28 ft²).
    Wing loading : 173.5 kg/m² (35.5 lb/ft²).
    Internal fuel capacity : 550 l (121 Imp gal).
    External fuel capacity : Two 200 l (44 Imp gal) drop tanks.
    Empty weight : 2,630 kg (5,800 lb).
    Loaded weight : 3,470 kg (7,650 lb).
    Powerplant : A Kawasaki Ha-40 liquid-cooled inverted V12 engine.
    Power : 864 kW (1,175 PS, 1,159 hp).
    Maximum speed : 580 km/h (360 mph) at 5,000 m (16,405 ft).
    Range : 580 km (360 mi).
    Service ceiling : 11,600 m (38,100 ft).
    Rate of climb : 15.2 m/s (2,983 ft/min).
    Power/mass : 0.25 kW/kg (0.15 hp/lb).
    Time to altitude : 7.0 min to 5,000 m (16,405 ft)
    Armament : Two 20 mm Ho-5 cannon, 120 rpg each. Two 12.7 mm (0.50 in) Ho-103 machine guns, 250 rpg each. Two 250 kg (551 lb) bombs.

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This text is available under the Creative Commons Attribution-ShareAlike License
Source : Article Kawasaki Ki-61 of Wikipedia ( authors )
Kawasaki Ki-61 Hien ("Tony") : Your comments on this subject
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    By these pages, we also want to pay tribute to all those who gave at one time or another, their lives or health in the name of freedom, aeronautical security or simply our comfort.

    Centralisation

    Internet is full of websites dedicated to aviation, but most are dedicated to subjects or periods that are very limited in space or time. The purpose of this site is to be as general as possible and thus treats all events as well as characters of all stripes and times while putting much emphasis on the most significant achievements.

    The same years saw birth of technologies like photography and cinema, thus permitting illustration of a large part of important aeronautical events from the start. Countless (and sometimes rare) media recently put online by enthousiasts finally give us access to these treasures, but the huge amount of information often makes things a little messy. A centralization effort is obviously most needed at this level.

    All persons who directly or indirectly contributed to the achievement or posting of such documents are here gratefully acknowledged.

    General

    Fluid website

    This site automatically fits the dimensions of your screen, whether you are on a desktop computer, a tablet or a smartphone.

    Bilingual website

    You can change the language by clicking on the flag in the upper left or via "Options" in the central menu. Of course, the videos remain in the language in which they were posted ...

    Browser compatibility

    The site is not optimized, or even designed to run on older browsers or those deliberately deviating from standards. You will most probably encounter display issues with Internet Explorer. In this case, it is strongly recommended installing a modern (and free!) browser that's respecting the standards, like Firefox, Opera, Chrome or Safari.

    Cookies and Javascript

    This site uses cookies and JavaScript to function properly. Please ensure that your browser is configured accordingly. Neither of these technologies, or other means shall in no case be used on the Site for the retention or disclosure of personal information about its Visitors. See the "Legal" page for more on this subject.

    Website layout

    Left menus

    Because of the lack of space on smartphones and small tablets, these menus are hidden. Everything is nevertheless accessible via the main menu option, located between the video and photo sections. This menu is placed there for compatibility reasons with some browsers, which play the videos over the menus.

    "Search" and "Latest" :
    The link "In Titles" restricts the search to the titles of different forms. Use this option if you are looking for a plane, a constructor, a pilot or a particular event that could have been treated as a subject.

    The link "In Stories" will bring you to a search in all texts (the "Story" tab) and will take more time. The search term will appear highlighted in green when opening the corresponding story.

    Would you believe, "Timeline" will show all subjects in chronological order.

    "Random" will reload the entire page with a new random topic.

    The bottom section keeps you abreast of the latest five entries. New topics are added regularly. Don't hesitate to come visit us often : add bookmark.

    Blogs and Comments central section

    Under the photos section comes the comments tabs window :

    You can enter general comments in your own language via one of the two buttons on the left (BLOG EN and BLOG FR). Note that these buttons are accessible regardless of the language to allow some participation in the other language.

    All comments are subject to moderation and will be published only if they comply with the basic rules of decorum, while remaining relevant to the purpose of this site.

    The third tab allows you to enter comments on the shown topic and is bilingual. Personal anecdotes, supplements and other information questions will take place here.

    The "Story" tab shows the explanatory texts. They are most often taken from Wikipedia, a site where we participate regularly.

    The "Data" tab is reserved for list of features and specifications.

    Right menus

    On a smartphone, the lack of space is growing and this menu is moved to the bottom of the page to give priority to videos and pictures.

    The top right icons are links to videos posted by third parties (on their own responsabilities) or by ourselves. The link below these icons will take you to the channel of the one who posted the video. Feel free to suggest other videos if you think they are of some interest (Use the BLOG button or the "Contact" link).