ambitious project. Ki-84-R: 3rd high-altitude interceptor variant of the Ki-84, with a 2000 hp Nakajima Ha-45-44 with a mechanically driven two-stage three-speed supercharger. The prototype was 80% completed at war's end. Ki-106: Prototype, constructed mainly out of wood. 3 Built. Ki-113: Based on the Ki-84 Otsu, with certain steel components on different areas of the aircraft. The project was an attempt to sustain light alloys, which were becoming very scarce later in the war. It employed steel sheet skinning and the cockpit section, ribs, and bulkheads were made of carbon steel. Ki-116: Evaluation model, equipped with a Mitsubishi Ha-112-II (Ha-33-62), 1,120 kW (1,500 hp). 1 Built. Ki-117: Production designation of the Ki-84N. Production Not included: Pre-production started with two prototypes completed in March and April 1943. A further 94 Ki-84-I Ko's were assembled at Mansyu Hikoki Seizo K.K. aircraft plant in Harbin. Operators Wartime Imperial Japanese Army Air Service Post-war People's Liberation Army Air Force operated captured aircraft from 1945 until the 1950s. Chinese Nationalist Air Force held some Ki-84 in reserve in case American aid was cut. Indonesian Air Force - 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. Surviving aircraft After the war a number of aircraft were tested by the allied forces, two at the Allied Technical Air Intelligence Unit - South-West Pacific Area (ATAIU-SWPA) as S10 and S17 and a further two in the United States as FE-301 and FE-302 (Later T2-301 and T2-302). One example captured at Clark Field during 1945, serial number 1446, was transported aboard the USS Long Island aircraft carrier to the United States. In 1952 it was sold off as surplus to Edward Maloney, owner of the Ontario Air Museum (Planes of Fame Air Museum) and restored to flying condition before being returned to Japan for display at the Arashiyama Museum in Kyoto in 1973. With unsupervised access allowed to the aircraft, parts were stolen from the Ki-84, and coupled with the years of neglect it could no longer fly. Following the museum's closure in 1991, the aircraft was transferred to the Tokko Heiwa Kinen-kan Museum, Kagoshima Prefecture, where it still is displayed to