The Japanese Air Force is the aviation component of the Japan Self-Defense Force and is responsible for airspace defense. The purpose of the Air Force is to combat the air forces of the aggressor, provide air and missile defense to the country's economic and political centers, force groups and important military installations, provide military support to the Navy and ground forces, conduct radar and aerial reconnaissance and provide airlift of troops and weapons.
History of the Japanese Air Force and Aviation
At the beginning of the twentieth century, almost all of Europe was interested in aviation. Exactly the same need arose in Japan. First of all, we were talking about military aviation. In 1913, the country acquired 2 aircraft - the Nieuport NG (double) and the Nieuport NM (triple), produced in 1910. Initially, it was planned to use them purely for exercises, but soon they also took part in combat missions.
Japan used combat aircraft for the first time in September 1414. Together with the British and French, the Japanese opposed the Germans located in China. In addition to the Nieuports, the Japanese Air Force had 4 Farman units. At first they were used as scouts, and then they carried out airstrikes against the enemy. And the first air battle took place during the attack of the German fleet in Tsingtao. Then the German Taub took to the skies. As a result of the air battle, there was no winner or loser, but one Japanese plane was forced to land in China. The plane was burned. During the entire campaign, 86 sorties were flown and 44 bombs were dropped.
The first attempts to launch flying machines in Japan happened back in 1891. Then several models with rubber motors took to the air. A little later, a larger model with a drive and a pusher propeller was designed. But the military was not interested in her. It was only in 1910, when the Farman and Grande aircraft were purchased, that aviation was born in Japan.
In 1916, the first unique development was built - the Yokoso flying boat. The companies Kawasaki, Nakajima and Mitsubishi immediately took up development. For the next fifteen years, this trio was engaged in the production of improved models of European aircraft, mainly German, English and French. Pilot training took place in the best schools in the USA. By the early 1930s, the government decided that it was time to begin its own aircraft production.
In 1936, Japan independently developed the Mitsubishi G3M1 and Ki-21 twin-engine bombers, the Mitsubishi Ki-15 reconnaissance aircraft, the Nakajima B5N1 carrier-based bombers, and the Mitsubishi A5M1 fighters. In 1937, the “second Japanese-Chinese conflict” began, which led to complete secrecy of the aviation industry. A year later, large industrial enterprises were privatized by the state and were completely controlled by it.
Until the end of World War II, Japanese aviation was subordinate to the Japanese Navy and the Imperial Army. It was not assigned to a separate type of troops. After the war, when new armed forces began to be formed, the Japanese Self-Defense Forces were created. The first equipment they had under their control was produced in the USA. Starting from the 70-80s, only those aircraft that were modernized at Japanese enterprises began to be sent into service. A little later, aircraft of our own production entered service: Kawasaki C-1 - a military transport, Mitsubishi F-2 - a fighter-bomber. In 1992, Japanese aviation personnel amounted to 46,000 people, combat aircraft - 330 units. By 2004, the Japanese Air Force had 51,092 personnel.
In 2007, Japan expressed a desire to purchase the F-22, a fifth-generation fighter, from the United States. Having received a refusal, the government decided to build its own aircraft of the same type - the Mitsubishi ATD-X. By 2012, the number of employees in the Air Force had decreased to 43,123 people. The number of aircraft is 371 units.
Japan Air Force Organization (Japanese Air Force)
The Air Force is headed by the General Staff. Subordinate to him are the commands for combat support and aviation, the communications brigade, the training command, the security group, the test command, hospitals (3 pieces), the counterintelligence department and many others. The BAC is an operational formation that carries out combat missions for the Air Force.
Equipment and weapons include combat, training, transport, special aircraft and helicopters.
Combat aircraft:
- The F-15 Eagle is a combat trainer fighter.
- Mitsubishi F-2 is a combat training fighter-bomber.
- The F-4 Phantom II is a reconnaissance fighter.
- LockheedMartin F-35 Lightning II is a fighter-bomber.
Training aircraft:
- Kawasaki T-4 – training.
- Fuji T-7 – training.
- Hawker 400 – training.
- NAMC YS-11 – training.
Transport aircraft:
- C-130 Hercules – transport aircraft.
- Kawasaki C-1 – transport, electronic warfare training.
- NAMC YS-11 – transport aircraft.
- Kawasaki C-2 – transporter.
Special purpose aircraft:
- Boeing KC-767 – refueling aircraft.
- Gulfstream IV – VIP transport.
- NAMC YS-11E – electronic warfare aircraft.
- E-2 Hawkeye - AWACS aircraft.
- Boeing E-767 is an AWACS aircraft.
- U-125 Peace Krypton - rescue aircraft.
Helicopters:
- CH-47 Chinook – transport aircraft.
- Mitsubishi H-60 – rescue.
As of early 2012, the number of personnel in the Japan Air Self-Defense Force was approximately 43,700. The aircraft fleet includes about 700 aircraft and helicopters of the main types, of which the number of tactical and multi-role fighters is about 260 units, light trainers/attack aircraft - about 200, AWACS aircraft - 17, radio reconnaissance and electronic warfare aircraft - 7, strategic tankers - 4 , military transport aircraft - 44.
Tactical fighter F-15J (160 pcs.) Single-seat all-weather version of the F-15 fighter for the Japanese Air Force, produced since 1982 by Mitsubishi under license.
Structurally similar to the F-15 fighter, but has simplified electronic warfare equipment. F-15DJ(42) - further development of the F-15J
F-2A/B (39/32pcs.) - Multi-role fighter developed by Mitsubishi and Lockheed Martin for the Japan Air Self-Defense Force.
F-2A fighter, photograph taken in December 2012. from the Russian reconnaissance Tu-214R
The F-2 was intended primarily to replace the third generation fighter-bomber Mitsubishi F-1 - according to experts, an unsuccessful variation on the SEPECAT "Jaguar" theme with an insufficient range of action and a small combat load. The appearance of the F-2 aircraft was significantly influenced by the American project General Dynamic "Agile Falcon" - a slightly enlarged and more maneuverable version of the F-16 "fighting Falcon" aircraft. Although outwardly the Japanese aircraft is very similar to its American counterpart, it should still be considered a new aircraft, different from prototype not only by differences in the airframe design, but also by the structural materials used, on-board systems, radio electronics and weapons. Compared to the American aircraft, the design of the Japanese fighter made much greater use of advanced composite materials, which ensured a reduction in the relative weight of the airframe. In general, the design of the Japanese aircraft is simpler, lighter and more technologically advanced than that of the F-16.
F-4EJ Kai (60 pcs.) - Multirole fighter.
Japanese version of the McDonnell-Douglas F-4E. "Phantom"II
Google Earth satellite image: aircraft and F-4J at Miho Air Base
T-4 (200 pcs.) - Light attack aircraft/trainer, developed by Kawasaki for the Japan Air Self-Defense Force.
The T-4 is flown by the Japanese aerobatic team Blue Impulse. The T-4 has 4 hardpoints for fuel tanks, machine gun containers and other weapons necessary to perform training missions. The design allows for rapid modification into a light attack aircraft. In this version, it is capable of carrying up to 2000 kg of combat load on five suspension units. The aircraft can be retrofitted to use the AIM-9L Sidewinder air-to-air missile.
Grumman E-2CHawkeye (13 pcs.) - AWACS and control aircraft.
Boeing E-767 AWACS(4pcs.)
AWACS aircraft built for Japan, based on the passenger Boeing 767
C-1A (25 pcs.) Medium-range military transport aircraft developed by Kawasaki for the Japan Air Self-Defense Force.
C-1s form the backbone of the Japanese Self-Defense Forces' fleet of military transport aircraft.
The aircraft is designed for air transportation of troops, military equipment and cargo, landing of personnel and equipment by landing and parachute methods, and evacuation of the wounded. The S-1 aircraft has a high swept wing, a fuselage with a round cross-section, a T-shaped tail and a tricycle landing gear that is retractable in flight. In the front part of the fuselage there is a crew cabin consisting of 5 people, behind it there is a cargo compartment 10.8 m long, 3.6 m wide and 2.25 m high.
Both the flight deck and cargo compartment are pressurized and connected to an air conditioning system. The cargo compartment can carry 60 soldiers with weapons or 45 paratroopers. In the case of transporting the wounded, 36 stretchers of the wounded and their accompanying personnel can be placed here. Through the cargo hatch located in the rear of the aircraft, the following can be loaded into the cabin: a 105-mm howitzer or a 2.5-ton truck, or three cars
jeep type. Equipment and cargo are dropped through this hatch, and paratroopers can also land through the side doors at the rear of the fuselage.
Google Earth satellite image: T-4 and S-1A aircraft Tsuiki airbase
EC-1 (1 piece) - Electronic reconnaissance aircraft based on the transport S-1.
YS-11 (7 pcs.) - Electronic warfare aircraft based on a medium-range passenger aircraft.
C-130H (16 pcs.) - Multi-purpose military transport aircraft.
Boeing KC-767J (4 pcs.) - Strategic tanker aircraft based on the Boeing 767.
UH-60JBlack Hawk (39 pcs.) - Multi-purpose helicopter.
CH-47JChinook (16 pcs.) - Multi-purpose military transport helicopter.
Air defense: 120 PU "Patriot" and "Advanced Hawk" missiles.
Google Earth satellite image: Patriot air defense system launcher of Japanese air defense in the Tokyo area
Google Earth satellite image: Advanced Hawk air defense system of Japan, suburb of Tokyo
The formation of the current Japanese Air Force began with the passage of the law on July 1, 1954, creating the National Defense Agency, as well as the ground, naval and air forces. The problem of aviation equipment and personnel was solved with American help. In April 1956, an agreement was signed to supply Japan with F-104 Starfighter jets.
At that time, this multi-role fighter was undergoing flight tests and showed high capabilities as an air defense fighter, which corresponded to the views of the country’s leadership on the use of the armed forces “only in the interests of defense.”
Subsequently, when creating and developing the armed forces, the Japanese leadership proceeded from the need to ensure “the country’s initial defense against aggression.” The subsequent response to a possible aggressor under the security treaty was to be given by the US armed forces. Tokyo considered the guarantor of such a response to be the placement of American military bases on the Japanese islands, while Japan assumed many of the costs of ensuring the functioning of Pentagon facilities.
Based on the above, the equipment of the Japanese Air Force began.
In the late 1950s, the Starfighter, despite its high accident rate, became one of the main air force fighters in many countries and was produced in various modifications, including in Japan. It was the F-104J all-weather interceptor. Since 1961, the Air Force of the Land of the Rising Sun has received 210 Starfighter aircraft, 178 of which were manufactured by the famous Japanese concern Mitsubishi under license.
It must be said that the construction of jet fighters in Japan began back in 1957, when the production (also under license) of American F-86F Saber aircraft began.
F-86F "Saber" of the Japanese Air Self-Defense Force
But by the mid-1960s, the F-104J began to be regarded as an obsolete vehicle. Therefore, in January 1969, the Japanese Cabinet of Ministers decided to equip the country's air force with new interceptor fighters. The American multirole fighter of the third generation F-4E Phantom was chosen as the prototype. But the Japanese, when ordering the F-4EJ variant, stipulated that it be an interceptor aircraft. The Americans did not object, and all equipment for working against ground targets was removed from the F-4EJ, but the air-to-air weapons were strengthened. All in accordance with the Japanese concept of “defense only.” The leadership of Japan demonstrated, at least in conceptual documents, a desire to ensure that the country's armed forces remained national armed forces and ensure the security of its territory.
A “softening” of Tokyo’s approaches to offensive weapons, including in the Air Force, began to be observed in the second half of the 1970s under pressure from Washington, especially after the adoption in 1978 of the so-called “Guiding Principles of Japan-US Defense Cooperation.” Before this, there had been no joint actions, not even exercises, between the self-defense forces and American units on Japanese territory. Since then, much has changed, including in the performance characteristics of aircraft, in the Japanese Self-Defense Forces with the expectation of joint actions. For example, the still produced F-4EJs are equipped with equipment for in-flight refueling. The last Phantom for the Japanese Air Force arrived in 1981. But already in 1984, a program was adopted to extend their service life. At the same time, the Phantoms began to be equipped with bombing capabilities. These aircraft were named Kai.
But this does not mean that the main mission of the Japanese Air Force has changed. It remained the same - providing air defense for the country. That is why, since 1982, the Japanese Air Force began to receive license-produced F-15J all-weather interceptor fighters. It was a modification of the fourth-generation American all-weather tactical fighter F-15 Eagle, designed “to gain air superiority.” To this day, the F-15J is the main air defense fighter of the Japanese Air Force (a total of 223 such aircraft were delivered to them).
As you can see, almost always the emphasis in the choice of aircraft was on fighters aimed at air defense missions and gaining air superiority. This applies to the F-104J, F-4EJ, and F-15J.
It was only in the second half of the 1980s that Washington and Tokyo agreed to jointly develop a close support fighter.
The validity of these statements has so far been confirmed in the course of conflicts in connection with the need to re-equip the country's military aviation fighter fleet. The main task of the Japanese Air Force remains to ensure the country's air defense. Although the task of providing air support to the ground forces and navy has also been added. This is evident from the organizational structure of the Air Force. Its structure includes three aviation directions – Northern, Central and Western. Each of them has two fighter wings, including two squadrons. Moreover, out of 12 squadrons, nine are air defense and three are tactical fighter. In addition, there is the Southwestern Combined Aviation Wing, which includes another air defense fighter squadron. Air defense squadrons are armed with F-15J and F-4EJ Kai aircraft.
As you can see, the core of the “core forces” of the Japanese Air Force consists of interceptor fighters. There are only three direct support squadrons and they are armed with F-2 fighters jointly developed by Japan and America.
The current program of the Japanese government to re-equip the country's Air Force aircraft fleet is generally aimed at replacing outdated Phantoms. Two options were considered. According to the first version of the tender for the new F-X fighter, it was planned to purchase from 20 to 60 fifth-generation air defense fighters similar in performance characteristics to the American F-22 Raptor fighter (Predator, produced by Lockheed Martin/Boeing). It was accepted into service by the US Air Force in December 2005.
According to Japanese experts, the F-22 is most consistent with Japan's defense concepts. The American F-35 fighter was also considered as a backup option, but it is believed that more vehicles of this type will be needed. In addition, this is a multi-role aircraft and its main purpose is to strike targets on the ground, which does not correspond to the “defense only” concept. However, back in 1998, the US Congress banned the export of “the latest fighter, which uses all the best achievements” of the United States aviation industry. Given this, most other countries that purchase American fighters are satisfied with the earlier models of the F-15 and F-16 or are waiting for the start of sales of the F-35, which uses the same technologies as the F-22, but is cheaper, more versatile application and from the very beginning of development was intended for export.
Of the American aviation corporations, Boeing had the closest ties with the Japanese Air Force for many years. In March, he proposed a new, significantly upgraded F-15FX model. Two other fighter jets produced by Boeing are also proposed, but they have no chance of success, since many of these machines are outdated. What is attractive to the Japanese in Boeing's application is that the corporation officially guarantees assistance in the deployment of licensed production, and also promises to provide Japanese companies with technologies used in the manufacture of aircraft.
But most likely, according to Japanese experts, the winner of the tender will be the F-35. It has almost the same high performance characteristics as the F-22, is a fifth-generation fighter and has some capabilities that the Predator does not have. True, the F-35 is still under development. Its introduction into the Japanese Air Force, according to various estimates, may begin in 2015–2016. Until then, all F-4s will have served their service life. The delay in choosing a new flagship fighter for the country's air force is causing concern in Japanese business circles, since in 2011, after the release of the last of the ordered F-2s, for the first time in post-war Japan, it was necessary, albeit temporarily, to curtail its own fighter construction.
Today in Japan there are about 1,200 companies associated with the production of fighter aircraft. They have special equipment and properly trained personnel. The management of the Mitsubishi Jukogyo Corporation, which has the largest portfolio of orders from the Ministry of Defense, believes that “production technologies in the defense sector, if not supported, are lost and never revived.”
In general, the Japanese Air Force is well-equipped, with fairly modern military equipment, in high combat readiness, and is quite capable of solving the assigned tasks.
The naval aviation of the Japanese Maritime Self-Defense Force (Navy) is equipped with 116 aircraft and 107 helicopters.
The patrol air squadrons are armed with the basic R-ZS Orion patrol aircraft.
Anti-submarine helicopter squadrons are equipped with SH-60J and SH-60K helicopters.
Anti-submarine SH-60J Japanese Navy
Search and rescue squadrons include three search and rescue squads (three UH-60J helicopters each). There is a squadron of rescue seaplanes (US-1A, US-2)
US-1A seaplanes of the Japanese Navy
And two electronic warfare squadrons, equipped with electronic warfare aircraft ER-3, UP-3D and U-36A, as well as reconnaissance OR-ZS.
Separate aviation squadrons, according to their purpose, solve the problems of conducting flight tests of Navy aircraft, participate in the operations of mine-sweeping forces, as well as in activities for airlifting personnel and cargo.
On the Japanese islands, within the framework of a bilateral Japanese-American treaty, the 5th Air Force of the US Air Force is permanently stationed (headquarters at Yokota Air Base), which includes 3 air wings equipped with the most modern combat aircraft, including 5th generation F-22 Raptor.
Google Earth satellite image: US Air Force F-22 aircraft at Kadena Air Base
In addition, the 7th Operational Fleet of the US Navy constantly operates in the Western Pacific. The headquarters of the commander of the 7th Fleet is located at the Yokosuka naval base (Japan). Fleet formations and ships are based at the Yokosuka and Sasebo naval bases, aviation at the Atsugi and Misawa air bases, and marine formations at Camp Butler (Okinawa) under the terms of a long-term lease of these bases from Japan. Fleet forces regularly participate in theater security operations and joint exercises with the Japanese Navy.
Google Earth satellite image: aircraft carrier George Washington at Yokosuka naval base
The US Navy Carrier Strike Group, including at least one aircraft carrier, is almost constantly located in the region.
A very powerful air force is concentrated in the area of the Japanese islands, several times greater than our forces in this region.
For comparison, the combat aviation of our country in the Far East as part of the Air Force and Air Defense Command, the former 11th Air Force and Air Defense Army is an operational association of the air force of the Russian Federation, with headquarters in Khabarovsk. It has no more than 350 combat aircraft, a significant part of which are not combat-ready.
In terms of numbers, the naval aviation of the Pacific Fleet is inferior to the aviation of the Japanese Navy by about three times.
Based on materials:
http://war1960.narod.ru/vs/vvs_japan.html
http://nvo.ng.ru/armament/2009-09-18/6_japan.html
http://www.airwar.ru/enc/sea/us1kai.html
http://www.airwar.ru/enc/fighter/fsx.html
Directory by K.V. Chuprin “ARMED FORCES OF THE CIS AND BALTIC COUNTRIES”
Japanese aviation in World War II. Part one: Aichi, Yokosuka, Kawasaki Andrey Firsov
Japanese Army Aviation
Japanese Army Aviation
The Japanese army acquired its first flight experience back in 1877 using balloons. Later, during the Russo-Japanese War near Port Arthur, two Japanese balloons made 14 successful ascents for the purpose of reconnaissance. Attempts to create heavier-than-air vehicles were made by private individuals as early as 1789 - mainly muscle aircraft, but they did not attract the attention of the military. Only the development of aviation in other countries in the early years of the 20th century attracted the attention of Japanese officials. On July 30, 1909, a military aeronautics research organization was created on the basis of the University of Tokyo and army and navy personnel.
In 1910, the “society” sent Captain Yoshitoshi Tokugawa to France, and Captain Kumazo Hino to Germany, where they were to acquire and master the control of an airplane. The officers returned back to Japan with the Farman biplane and the Grade monoplane, and on December 19, 1910, the first flight of the aircraft took place in Japan. During 1911, when Japan had already acquired several types of aircraft, Captain Tokugawa designed an improved version of the Farman aircraft, which was built by the army aeronautical unit. After training several more pilots abroad, they began flying training in Japan itself. Despite the training of quite a large number of pilots and their internship in 1918 in the French Air Force, Japanese army pilots never took part in the battles of the First World War. However, during this period, Japanese aviation had already acquired the appearance of a separate branch of the military - an air battalion was created as part of the Army Transport Command. In April 1919, the unit already became a division under the command of Major General Ikutaro Inouye.
As a result of Colonel Faure's mission to France, which included 63 experienced pilots, several aircraft were acquired that gained fame during the battles of the First World War. Thus, the SPAD S.13C-1 was adopted by the Imperial Japanese Army, the Nieuport-24C-1 was produced by Nakajima as a training fighter, and the Salmson 2A-2 reconnaissance aircraft was built by Kawasaki under the designation “Otsu Type 1”. Several vehicles, including Sopwith "Pap" and "Avro" -504K, were purchased from the UK.
By May 1, 1925, the Army Air Corps was organized, which finally elevated aviation to a branch of the military on a par with artillery, cavalry and infantry. Lieutenant General Kinichi Yasumitsu was placed at the head of the corps air headquarters ("Koku hombu"). By the time the air corps was organized, it included 3,700 officers and up to 500 aircraft. Almost immediately after this, the first Japanese-designed aircraft began to arrive in the hull.
During the first decade of the existence of the air division, and then the corps, it took a minor part in the battles in the Vladivostok area in 1920 and in China in 1928 during the Qingyang Incident. However, over the next decade, the Army Air Forces already played a significant role in numerous conflicts launched by Japan. The first of these was the occupation of Manchuria in September 1931, and in January 1932 the “Shanghai incident”. By this time, the army air force already had several types of Japanese-designed aircraft in service, including the Mitsubishi Type 87 light bomber, Kawasaki's Type 88 reconnaissance aircraft, and Nakajima's Type 91 fighter. These aircraft allowed the Japanese to easily gain superiority over the Chinese. As a result of these conflicts, the Japanese established the puppet state of Manchukuo. From that time on, the Japanese Army Aviation embarked on a broad program of modernization and expansion of its forces, leading to the development of many of the same types of aircraft with which the Japanese entered World War II.
During this rearmament program, fighting resumed in China on July 7, 1937, escalating into a full-scale war - the “second Sino-Japanese incident.” At the initial period of the war, army aviation was forced to cede primacy in conducting the main offensive operations to the aviation of its eternal rival, the navy, and limited itself to only covering ground units in the Manchuria region, forming new units and subunits.
By this time, the main unit of army aviation was the air regiment - "hiko rentai", consisting of fighter, bomber and reconnaissance (or transport) squadrons ("chutai"). The first experience of fighting in China required the reorganization of units, and a specialized, smaller unit was created - a group ("sentai"), which became the basis of Japanese aviation during the Pacific War.
Sentai usually consisted of three chutai with 9-12 aircraft and a headquarters unit - “sentai hombu”. The group was led by a lieutenant commander. Sentai united in air divisions - "hikodan" under the command of a colonel or major general. Typically, the hikodan consisted of three sentai in various combinations of "sentoki" (fighter), "keibaku" (light bomber) and "yubaku" (heavy bomber) units. Two or three hikodan made up the "hikoshidan" - the air army. Depending on the needs of the tactical situation, separate units of smaller strength than sentai were created - “dokuritsu dai shizugo chutai” (separate squadron) or “dokuritsu hikotai” (separate air wings).
The high command of the army aviation was subordinate to the "daihonei" - the imperial supreme headquarters and directly to the "sanbo soho" - the chief of staff of the army. Subordinate to the chief of staff were the "koku sokambu" - the highest aviation inspection (responsible for the training of flight and technical personnel) and the "koku hombu" - the air headquarters, which, in addition to combat control, were responsible for the development and production of aircraft and aircraft engines.
As new Japanese-designed and manufactured aircraft became available, as did the training of flight personnel, Imperial Army aircraft were increasingly used in combat in China. At the same time, Japanese army aviation twice participated in short-term conflicts with the Soviet Union at Khasan and Khalkhin Gol. The clash with Soviet aircraft had a serious impact on the views of the Japanese army. In the eyes of army headquarters, the Soviet Union became the main potential enemy. With this in mind, requirements for new aircraft and equipment were developed and military airfields were built along the border with Transbaikalia. Therefore, the air headquarters primarily required aircraft to have a relatively short flight range and the ability to operate in severe frosts. As a result, the army's aircraft were completely unprepared for flying over the expanses of the Pacific Ocean.
During planning for operations in Southeast Asia and the Pacific, Army aviation, due to its technical limitations, had to primarily operate over the mainland and large islands - over China, Malaya, Burma, the East Indies and the Philippines. By the beginning of the war, Army Aviation allocated 650 of the 1,500 aircraft available to the 3rd Hikoshidan for the attack on Malaya and to the 5th Hikoshidan operating against the Philippines.
The 3rd hikoshidan included:
3rd hikodan
7th hikodan
10th Hikodan
70th chutai - 8 Ki-15;
12th Hikodan
15th Hikotai
50 chutai - 5 Ki-15 and Ki-46;
51 chutai - 6 Ki-15 and Ki-46;
83rd Hikotai
71st Chutai - 10 Ki-51;
73rd chutai - 9 Ki-51;
89th Chutai - 12 Ki-36;
12th chutai - Ki-57
The 5th hikoshidan included:
4th hikodan
10th hikotai
52nd chutai - 13 Ki-51;
74th chutai - 10 Ki-36;
76th Chutai - 9 Ki-15 and 2 Ki-46;
11th chutai - Ki-57.
During the first nine months of the war, Japanese army aviation achieved impressive successes. Only in Burma was there quite serious resistance from British pilots and American volunteers. With increasing Allied resistance on India's borders, the Japanese offensive stalled by July 1942. During the battles of this period, Japanese pilots performed well in battles with the “collection” of aircraft models that the Allies had collected in the Far East.
From the fall of 1942 to October 1944, the Japanese army found itself embroiled in a war of attrition, suffering increasing losses in battles in New Guinea and China. Although the Allies gave priority to the war in Europe, during these two years they managed to achieve numerical superiority in their air power in Asia. There they were opposed by the same aircraft of the Japanese army, developed before the war and already quickly aging. The Japanese did not have to expect the arrival of modern cars in large numbers. This was especially true for bombers. Both the Mitsubishi Ki-21 and the Kawasaki Ki-48 had too small a bomb load, weak weapons and an almost complete lack of crew armor protection and tank protection. The fighter units that received the Ki-61 Hien were in a somewhat better position, but the basis of the army's fighter aviation was still the poorly armed and low-speed Ki-43 Hayabusa. Only the Ki-46 reconnaissance aircraft met its objectives.
By October 1944, when the war entered a new phase and the Allies landed in the Philippines, the Japanese army began to receive modern bombers such as the Mitsubishi Ki-67 and Nakajima Ki-84 fighters. The new machines could no longer help the Japanese in the conditions of the overwhelming numerical superiority of Allied aviation; defeats followed one after another. In the end, the war came to the doorstep of Japan itself.
Raids on the Japanese islands began on June 15, 1944, first from bases in China, then from the Pacific Islands. The Japanese army was forced to mobilize numerous fighter units to protect the mother country, but all the available Ki-43, Ki-44, Ki-84, Ki-61 and Ki-100 fighters did not have the necessary flight characteristics to effectively counteract the raids." Superfortresses." In addition, Japanese aviation turned out to be completely unprepared to repel night raids. The only acceptable night fighter was the twin-engine Kawasaki Ki-45, but the lack of a locator and low speed made it ineffective. All this was compounded by a constant shortage of fuel and spare parts. The Japanese command saw a solution in using a fairly large mass of obsolete aircraft in suicidal (tayatari) kamikaze missions, which were first used in the defense of the Philippines. The surrender of Japan put an end to all this.
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FOREIGN MILITARY REVIEW No. 9/2008, pp. 44-51
MajorV. BUDANOV
For the beginning, see: Foreign Military Review. - 2008. - No. 8. - P. 3-12.
The first part of the article examined the general organizational structure of the Japanese Air Force, as well as the composition and tasks performed by the air combat command.
Combat Support Command(KBO) is intended to support the activities of the LHC. It solves the problems of search and rescue, military transport, transport and refueling, meteorological and navigation support. Organizationally, this command includes a search and rescue air wing, three transport air groups, a transport and refueling squadron, air traffic control, meteorological support and radio navigation control groups, as well as a special transport air group. The number of KBO personnel is about 6,500 people.
This year, the first squadron of transport and refueling aviation was created in the KBO with the aim of expanding the operational zone of fighter aircraft and increasing the combat capabilities of the Air Force to protect islands and sea communications remote from the main territory. At the same time, it is expected to increase the duration of fighter aircraft patrols in threatened areas. The presence of refueling aircraft will also make it possible to carry out non-stop transfer of fighters to remote training grounds (including abroad) to practice operational and combat training tasks. The aircraft, a new class for the Japanese Air Force, can be used to deliver personnel and cargo and enable greater participation of the national armed forces in international peacekeeping and humanitarian operations. It is assumed that refueling aircraft will be based at Komaki Air Base (Honshu Island).
In total, according to calculations by military department specialists, it is considered advisable to have up to 12 tanker aircraft in the Japanese Air Force in the future. Organizationally, the refueling aviation squadron will include a headquarters and three groups: refueling aviation, aviation engineering support and airfield maintenance. The total staffing level of the units is approximately 10 people.
Simultaneously with the performance of refueling functions, the aircraftKC-767 Jintended to be used as a transport
Organizational structure of the Japanese Air Force Combat Support Command
The basis of the squadron being formed will be the KC-767J transport and refueling aircraft (TRA) produced by the American company Boeing. In accordance with the application of the Japanese Ministry of Defense, the United States is converting four already built Boeing 767s into the corresponding modification. One aircraft is valued at approximately $224 million. The KC-767J is equipped with a controlled fuel refueling boom in the rear fuselage. With its help, he will be able to refuel one aircraft in the air with a fuel transfer rate of up to 3.4 thousand l/min. The time required to refuel one F-15 fighter (fuel tank capacity 8 thousand liters) will be about 2.5 minutes. The total fuel supply of the aircraft is 116 thousand liters. Depending on the need, fuel can either be used by the KC-767J itself or transferred to other aircraft. This will allow for more flexible use of the reserves available on board. The capabilities of a vehicle of this type for in-flight refueling can be increased by installing an additional fuel tank with a capacity of about 24 thousand liters in the cargo compartment.
Along with performing refueling functions, the KC-767J aircraft is intended to be used as a transport aircraft for the delivery of cargo and personnel. Conversion from one version to another takes from 3 to 5 hours 30 minutes. The maximum carrying capacity of this vehicle is 35 tons or up to 200 personnel with standard small arms.
In addition to the standard radio-electronic equipment installed on Boeing 767 aircraft, the KC-767J is equipped with a set of special-purpose equipment, including: the RARO-2 air refueling control system, meter and decimeter radio communications, the GATM air traffic control system, and "friend" identification equipment. - alien", equipment for high-speed data transmission lines "Link-16", a UHF radio direction-finding station, a TAKAN radio navigation system and a NAVSTAR CRNS receiver. According to the KC-767J combat use plan, it is assumed that one TZS will support up to eight F-15 fighters.
Organizational structure of the Japanese Air Force Training Command
Currently, the Japanese Air Force has only three types of aircraft (F-4EJ, F-15J/DJ and F-2A/B fighters) equipped with in-flight refueling systems. In the future, the presence of such systems will be considered as a prerequisite for promising fighter aircraft. The training of Japanese Air Force fighter aircraft to solve the problem of in-flight refueling has been carried out on a regular basis since 2003 during special flight tactical training, as well as joint exercises with the US Air Force "Cope Thunder" (Alaska) and "Cope North" (Alaska). Guam, Mariana Islands). During these activities, the transfer of fuel is worked out jointly with the American fuel station KS-135, based at the Kadena Air Base (Okinawa Island).
At the request of the military department, since 2006, measures have been taken to ensure the possibility of in-flight refueling of helicopters. As part of the allocated allocations of over $24 million, it is planned, in particular, to convert the military transport aircraft (MTC) S-ION into a tanker. As a result, the vehicle will be equipped with a rod for receiving fuel and two devices for transmitting it in the air using the “hose-cone” method, as well as additional tanks. The upgraded C-130N will be able to itself receive fuel from another refueling aircraft and carry out simultaneous mid-air refueling of two helicopters. It is assumed that the volume of fuel reserves will be about 13 thousand liters, and its transmission speed will be 1.1 thousand l/min. At the same time, work began on installing the corresponding equipment on the UH-60J, CH-47Sh and MSN-101 helicopters.
In addition, the Ministry of Defense decided to provide refueling capabilities to the promising C-X transport aircraft. For this purpose, the necessary improvements and studies were carried out on the second prototype. According to the leadership of the military department, this will not affect the already determined deadlines for the implementation of the R&D program, according to which S-X aircraft will begin to enter service with the troops to replace outdated S-1s from the end of 2011. In accordance with the tactical and technical specifications, the carrying capacity of the S-X will be 26 tons or up to 110 personnel, and the flight range will be about 6,500 km.
Training Command(UK) is intended for training personnel for the Air Force. It has been operating since 1959, and in 1988, as part of the reorganization of this type, it was reorganized. The command structure includes two fighter and three training wings, an officer candidate school and five aviation technical schools. The total number of permanent personnel of the Criminal Code is about 8 thousand people.
Fighter and training aviation wings are designed to train students and cadets in aircraft piloting techniques. In their organizational structure, these air wings are similar to the two-squadron BAC fighter wing. In addition, in 4 acre there is a demonstration and aerobatic squadron "Blue Impuls" (T-4 aircraft).
The training of pilots of fighter, military transport and search and rescue aviation of the Japanese Air Force is carried out in educational institutions and combat aviation units. It includes three main stages:
Training cadets in piloting techniques and the basics of combat use of combat training aircraft;
Mastering the technique of piloting and combat use of fighters, military transport aircraft and helicopters in service with the Air Force;
Improving the training of flight personnel of aviation units during their service.
The duration of training at a military aviation educational institution from the moment of enrollment until the assignment of the initial officer rank of lieutenant is five years and three months. Air Force educational institutions accept young men aged 18 to 21 with secondary education.
At the preliminary stage, there is an initial selection of candidates for training, carried out by officers of the prefectural recruiting centers. It includes reviewing applications, getting acquainted with the candidates’ personal data and passing a medical commission. Candidates who successfully complete this stage take entrance exams and undergo professional aptitude testing. Applicants who pass the exams with a grade of at least “good” and pass testing become cadets of the Japanese Air Force. The annual intake is about 100 people, of which up to 80 are high school graduates, the rest are graduates of civilian institutes who have expressed a desire to become military pilots.
As part of theoretical training, before starting flight training, cadets study aerodynamics, aircraft technology, documents regulating flight operations, communications and radio equipment, and also acquire and consolidate skills in working with aircraft cockpit equipment during comprehensive training sessions. Duration of training is two years. After this, the cadets are transferred to the first year of initial flight training (on aircraft with piston engines).
The duration of the first stage (on combat training aircraft) is eight months, the program is designed for 368 hours (138 hours of ground training and 120 hours of command and staff training, 70 hours of flight time on T-3 aircraft, as well as 40 hours of training on simulators). The training is organized on the basis of the 11th and 12th training aircraft, which are equipped with T-3 training aircraft (up to 25 units each), simulators and other necessary equipment. The total number of permanent staff (teachers, instructor pilots, engineers, technicians, etc.) of one air wing is 400-450 people, cadets 40-50.
Individual training of pilots is considered the basis for high combat training of flight personnel.
The flight instructors have significant experience in combat and training units. The minimum total flight time of an instructor is 1,500 hours, the average is 3,500 hours. Each of them is assigned no more than two cadets for the training period. Their mastering of piloting techniques is carried out according to the principle “from simple to complex” and begins with practicing take-off, circling flight, landing, and simple aerobatics in the zone. Quite stringent requirements are imposed on cadets' piloting techniques, the need for which is determined by considerations of ensuring flight safety and achieving high professionalism of future pilots. In this regard, the number of cadets expelled due to professional incompetence is quite large (15-20 percent). After completing the first course of initial flight training, cadets are trained in accordance with their desires and demonstrated professional abilities in training programs for fighter and military transport aviation pilots, as well as helicopter pilots.
The fighter pilot training program begins with the second year of initial training (on jet-powered aircraft).
The duration of training is currently 6.5 months. The training program includes ground (321 hours, 15 training topics) and command and staff (173 hours) training, 85 hours of flight time on T-2 jet combat training aircraft (UBS), as well as comprehensive training on the S-11 simulator (15 hours ). Training under the second-year program is organized on the basis of the 13th training wing. The total number of permanent personnel of the wing is 350 people, including 40 instructor pilots, whose average flight time on all types of aircraft is 3,750 hours. During training, up to 10 percent. cadets are expelled due to professional incompetence.
The demonstration and aerobatic squadron "Blue Impuls" 4 acre is equipped
by T-4 aircraft
Having completed initial flight training on piston and jet aircraft with a total flight time of 155 hours, cadets proceed to the main course of training, which is conducted on the basis of the 1st Fighter Wing on Japanese-made T-4 aircraft. The program of this training course lasts 6.5 months. It provides for a total flight time of 100 hours for each cadet, ground training (240 hours) and classes in command and staff disciplines (161 hours). Up to 10 percent cadets who have not mastered piloting techniques within the number of export flights established by the program are expelled. Graduates of the basic flight training course are awarded a pilot qualification and awarded the corresponding badges.
The goal of the second stage of flight training for cadets is to master the techniques of piloting and combat use of aircraft in service with the Air Force. In the interests of solving these problems, combat training courses have been organized on T-2 supersonic jet trainers and retraining courses on F-15J and F-4EJ combat aircraft.
The T-2 combat training course is conducted at the 4th Fighter Wing, staffed by instructor pilots with significant experience flying F-4E and F-15 combat aircraft. It is designed for ten months. The program provides for a total cadet flight time of 140 hours. Independent training flights account for approximately 70 percent. total flight time. At the same time, trainees develop stable skills in piloting and combat use of T-2 aircraft. A characteristic feature of the training is the participation of cadets, as they gain experience, in joint tactical flight training with pilots of combat units to practice the issues of conducting air battles of various types of fighters. After completing the combat training course on T-2 aircraft, the total flight time of the cadets is 395^00 hours and they are awarded the military rank of non-commissioned officer. Theoretical and practical retraining is carried out in the 202nd (F-15J aircraft) and 301 (F-4EJ) air defense fighter aviation squadrons, which, along with performing this task, are involved in combat duty. During it, cadets practice the basic elements of piloting techniques and combat use of F-15J and F-4EJ aircraft.
The retraining program for F-15J aircraft is designed to last 17 weeks. It includes theoretical training, training on TF-15 simulators (280 hours) and flights (30 hours). In total, there are 26 pilots in 202 IAE, of which 20 are instructor pilots, each of whom is assigned one cadet for the training period. Retraining for F-4EJ aircraft is carried out at the 301st Air Defense Fighter Squadron for 15 weeks (during this time the cadet's flight time is 30 hours). The theoretical training and simulator training program is designed for 260 training hours.
Training of pilots on military aviation aircraft and helicopters is carried out on the basis of the 403rd air transport wing and the training squadron of the search and rescue aircraft. Most of these pilots are trained by retraining former fighter pilots for military transport aircraft and helicopters, and about half are trained as cadets who, like future fighter pilots, first study in a theoretical training unit (two years) and pass the the first year of initial flight training (eight months, on T-3 aircraft), after which they master piloting techniques on the T-4 training aircraft, and then on the B-65 training aircraft. Further, future military transport aviation pilots undergo training on YS-11, S-1 aircraft and S-62 helicopters.
Before being awarded the officer rank of lieutenant, all cadets who have completed retraining and flight practice in units are sent to a four-month command and staff course for flight personnel at the officer candidate school in Nara (Honshu Island). After completing the courses, they are distributed to combat aviation units, where their further training is carried out in accordance with the plans and programs developed by the Japanese Air Force command.
The third stage - improving the training of flight personnel of aviation units during service - is provided for in the process of combat training. Individual training of pilots is considered the basis for high professional and combat training of flight personnel. Based on this, the Japanese Air Force has developed and is implementing plan increasing the annual flight hours of fighter aviation pilots. Flight personnel improve their skills in accordance with special Air Force combat training programs, which provide for the consistent development of elements of combat use independently, as part of a pair, flight, squadron and wing. The programs are being developed by the headquarters of the Japanese Air Force in cooperation with the headquarters of the 5th VA of the US Air Force (AvB Yokota, Honshu Island). The highest form of combat training for flight personnel is flight tactical exercises and training, conducted both independently and jointly with US aviation stationed in the Western Pacific.
Every year, the Japanese Air Force hosts a significant number of flight training events on the scale of air wings and aviation areas, an important place among which is occupied by flight-tactical exercises and competitions of the air units of the BAC and the transport air wing. The largest include the final exercise of the national air force "Soen", the Japanese-American tactical flight exercise "Cope North", as well as joint search and rescue units. In addition, Japanese-American tactical flight training to intercept B-52 strategic bombers in electronic countermeasures conditions and weekly training of fighter aircraft crews in the areas of the Okinawa and Hokkaido islands are systematically organized.
Conducting scientific research, experiments and tests in the interests of improving aviation equipment and weapons of the Air Force is entrusted to test command. Organizationally, the command structure includes a test wing, an electronic weapons testing group and an aviation medicine research laboratory. The test wing performs the following functions: is engaged in testing and studying the flight, operational and tactical characteristics of aircraft, aviation weapons, electronic and special equipment; develops recommendations for their operation, piloting and combat use; conducts control flights of aircraft arriving from manufacturing plants. Test pilots are also trained at its base. In its activities, the wing is in close contact with the research and technical center.
The Logistics Command is dedicated to solving Air Force logistics problems. It is responsible for receiving and creating inventories of materials, their storage, distribution and maintenance. Organizationally, the command structure includes four supply bases.
In general, the attention paid by the country's military-political leadership to the development of the national air force indicates the important role of this high-tech branch of the armed forces in Tokyo's plans to ensure the country's combat readiness.
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Following the defeat of Imperial Japan in World War II, the country under American occupation was prohibited from having its own armed forces. The Constitution of Japan, adopted in 1947, proclaimed the renunciation of the creation of armed forces and the right to wage war. However, in 1952, the National Security Forces were formed, and in 1954, the Japanese Self-Defense Forces began to be created on their basis.
Formally, this organization is not a military force and is considered a civilian agency in Japan itself. The Prime Minister of Japan commands the Self-Defense Forces. However, this “non-military organization” with a budget of $59 billion and a staff of almost 250,000 people is equipped with quite modern technology.
Simultaneously with the creation of the Self-Defense Forces, the reconstruction of the Air Force began - the Japan Air Self-Defense Force. In March 1954, Japan concluded a military assistance treaty with the United States, and in January 1960, a “treaty on mutual cooperation and security guarantees” was signed between Japan and the United States. In accordance with these agreements, the Air Self-Defense Forces began to receive American-made aircraft. The first Japanese air wing was organized on October 1, 1956, which included 68 T-33As and 20 F-86Fs.
F-86F fighters of the Japan Air Self-Defense Force
In 1957, licensed production of American F-86F Saber fighters began. Mitsubishi built 300 F-86Fs from 1956 to 1961. These aircraft served in the Air Self-Defense Forces until 1982.
After the adoption and start of licensed production of the F-86F aircraft, the Air Self-Defense Forces required two-seat jet trainers (JTS) with characteristics similar to combat fighters. The T-33 straight-wing jet trainer, produced under license by the Kawasaki Corporation (210 aircraft built), based on the first production American jet fighter F-80 Shooting Star, did not fully meet the requirements.
In this regard, the Fuji company developed the T-1 trainer based on the American F-86F Saber fighter. Two crew members were seated in the cockpit in tandem under a common canopy that folded back. The first plane took off in 1958. Due to problems with fine-tuning the Japanese-developed engine, the first version of the T-1 was equipped with imported British Bristol Aero Engines Orpheus engines with a thrust of 17.79 kN.
Japanese training center T-1
The aircraft was recognized as meeting the requirements of the Air Force, after which two batches of 22 aircraft were ordered under the designation T-1A. Aircraft from both batches were delivered to the customer in 1961-1962. From September 1962 to June 1963, 20 production aircraft were built under the designation T-1B with the Japanese Ishikawajima-Harima J3-IHI-3 engine with a thrust of 11.77 kN. Thus, the T-1 T-1 became the first post-war Japanese jet aircraft designed by its own designers, the construction of which was carried out at national enterprises from Japanese components.
The Japanese Air Self-Defense Force operated the T-1 training aircraft for more than 40 years; several generations of Japanese pilots were trained on this training aircraft; the last aircraft of this type was decommissioned in 2006.
With a take-off weight of up to 5 tons, the aircraft reached speeds of up to 930 km/h. It was armed with one 12.7 mm machine gun and could carry a combat load in the form of NAR or bombs weighing up to 700 kg. In its main characteristics, the Japanese T-1 approximately corresponded to the widespread Soviet training device - UTI MiG-15.
In 1959, the Japanese company Kawasaki acquired a license to produce the Lockheed P-2H Neptune maritime anti-submarine patrol aircraft. Since 1959, mass production began at the plant in the city of Gifu, ending with the production of 48 aircraft. In 1961, Kawasaki began developing its own modification of the Neptune. The aircraft was designated P-2J. Instead of piston engines, it was equipped with two General Electric T64-IHI-10 turboprop engines with a power of 2850 hp each, produced in Japan. The Westinghouse J34 auxiliary turbojet engines were replaced with Ishikawajima-Harima IHI-J3 turbojet engines.
In addition to the installation of turboprop engines, there were other changes: the fuel supply was increased, and new anti-submarine and navigation equipment was installed. In order to reduce drag, the engine nacelles were redesigned. To improve takeoff and landing characteristics on soft ground, the landing gear was redesigned - instead of one large-diameter wheel, the main struts received twin wheels of smaller diameter.
Kawasaki P-2J maritime patrol aircraft
In August 1969, serial production of the P-2J began. Between 1969 and 1982, 82 cars were produced. Patrol aircraft of this type were operated by Japanese naval aviation until 1996.
Realizing that the American F-86 subsonic jet fighters by the early 60s no longer met modern requirements, the command of the Self-Defense Forces began to look for a replacement for them. In those years, the concept became widespread that air combat in the future would be reduced to supersonic interception of strike aircraft and missile duels between fighters.
These ideas were fully consistent with the Lockheed F-104 Starfighter supersonic fighter developed in the United States in the late 50s.
During the development of this aircraft, high speed characteristics were put at the forefront. The Starfighter was subsequently often called “a rocket with a man inside.” US Air Force pilots quickly became disillusioned with this capricious and unsafe aircraft, and they began to offer it to the allies.
In the late 1950s, the Starfighter, despite its high accident rate, became one of the main air force fighters in many countries and was produced in various modifications, including in Japan. It was the F-104J all-weather interceptor. On March 8, 1962, the first Japanese-assembled Starfighter was rolled out of the gates of the Mitsubishi plant in Komaki. In design, it was almost no different from the German F-104G, and the letter “J” only denotes the customer country (J - Japan).
Since 1961, the Land of the Rising Sun Air Force has received 210 Starfighter aircraft, 178 of which were manufactured by the Japanese concern Mitsubishi under license.
In 1962, construction began on Japan's first short- and medium-haul turboprop airliner. The aircraft was produced by the Nihon Aircraft Manufacturing Corporation consortium. It included almost all Japanese aircraft manufacturers, such as Mitsubishi, Kawasaki, Fuji and Shin Meiwa.
The passenger turboprop aircraft, designated YS-11, was intended to replace the Douglas DC-3 on domestic routes and could carry up to 60 passengers at a cruising speed of 454 km/h. From 1962 to 1974, 182 aircraft were produced. To this day, the YS-11 remains the only commercially successful passenger aircraft produced by a Japanese company. Of the 182 aircraft produced, 82 aircraft were sold to 15 countries. A dozen of these aircraft were delivered to the military department, where they were used as transport and training aircraft. Four aircraft were used in the electronic warfare version. In 2014, a decision was made to retire all variants of the YS-11.
By the mid-1960s, the F-104J began to be regarded as an obsolete aircraft. Therefore, in January 1969, the Japanese Cabinet raised the issue of equipping the country's air force with new interceptor fighters, which were supposed to replace the Starfighters. The American multirole fighter of the third generation F-4E Phantom was chosen as the prototype. But the Japanese, when ordering the F-4EJ variant, stipulated that it be a “pure” interceptor fighter. The Americans did not object, and all equipment for working against ground targets was removed from the F-4EJ, but the air-to-air weapons were strengthened. Everything in this was done in accordance with the Japanese concept of "defense only."
The first licensed Japanese-built aircraft first took flight on May 12, 1972. Mitsubishi subsequently built 127 F-4FJs under license.
A “softening” of Tokyo’s approaches to offensive weapons, including in the Air Force, began to be observed in the second half of the 1970s under pressure from Washington, especially after the adoption in 1978 of the so-called “Guiding Principles of Japan-US Defense Cooperation.” Before this, there had been no joint actions, not even exercises, between the self-defense forces and American units on Japanese territory. Since then, much has changed, including in the performance characteristics of aircraft, in the Japanese Self-Defense Forces in anticipation of joint offensive actions.
For example, in-flight refueling equipment began to be installed on F-4EJ fighters that were still in production. The last Phantom for the Japanese Air Force was built in 1981. But already in 1984, a program was adopted to extend their service life. At the same time, the Phantoms began to be equipped with bombing capabilities. These aircraft were named Kai. Most of the Phantoms that had a large residual life were modernized.
F-4EJ Kai fighters continue to be in service with the Japan Air Self-Defense Force. Recently, about 10 aircraft of this type are decommissioned annually. About 50 F-4EJ Kai fighters and RF-4EJ reconnaissance aircraft are still in service. Apparently, vehicles of this type will be completely written off after receiving the American F-35A fighters.
In the early 60s, the Japanese company Kawanishi, known for its seaplanes, renamed Shin Maywa, began research on creating a new generation anti-submarine seaplane. Design was completed in 1966, and the first prototype flew in 1967.
The new Japanese flying boat, designated PS-1, was a cantilever high-wing aircraft with a straight wing and a T-shaped tail. The design of the seaplane is all-metal, single-jet, with a pressurized fuselage of the semi-monocoque type. The power plant is four T64 turboprop engines with a power of 3060 hp. , each of which drove a three-bladed propeller. There are floats under the wing for additional stability during takeoff and landing. To move along the slipway, a retractable wheeled chassis is used.
To solve anti-submarine missions, PS-1 had a powerful search radar, a magnetometer, a receiver and indicator of sonobuoy signals, a buoy overflight indicator, as well as active and passive submarine detection systems. Under the wing, between the engine nacelles, there were attachment points for four anti-submarine torpedoes.
In January 1973, the first aircraft entered service. The prototype and two pre-production aircraft were followed by a batch of 12 production aircraft, and then eight more aircraft. Six PS-1s were lost during service.
Subsequently, the Maritime Self-Defense Forces abandoned the use of PS-1 as an anti-submarine aircraft, and all remaining aircraft in service were focused on search and rescue missions at sea; anti-submarine equipment was removed from seaplanes.
Seaplane US-1A
In 1976, a search and rescue version of the US-1A appeared with higher-power T64-IHI-10J engines of 3490 hp. Orders for the new US-1A were received in 1992-1995, with a total of 16 aircraft ordered by 1997.
Currently, Japanese naval aviation operates two US-1A search and rescue aircraft.
A further development of this seaplane was the US-2. It differs from the US-1A in its glazed cockpit and updated on-board equipment. The aircraft was equipped with new Rolls-Royce AE 2100 turboprop engines with a power of 4500 kW. The design of the wings with integrated fuel tanks was changed. The search and rescue variant also has a new Thales Ocean Master radar in the bow. A total of 14 US-2 aircraft were built, and five aircraft of this type are used in naval aviation.
By the end of the 60s, the Japanese aviation industry had accumulated significant experience in the licensed construction of foreign aircraft models. By that time, the design and industrial potential of Japan fully made it possible to design and build independently aircraft that were not inferior in basic parameters to world standards.
In 1966, Kawasaki, the main contractor in the Nihon Aeroplane Manufacturing Company (NAMC) consortium, began developing a twin-engine jet military transport aircraft (MTC) according to the specifications of the Japan Air Self-Defense Force. The designed aircraft, intended to replace outdated American-made piston transport aircraft, received the designation S-1. The first of the prototypes took off in November 1970, and flight testing was completed in March 1973.
The aircraft is equipped with two JT8D-M-9 turbojet engines located in engine nacelles under the wing of the American company Pratt-Whitney, manufactured in Japan under license. The S-1's avionics allow it to fly in difficult weather conditions at any time of the day.
The C-1 has a design common to modern transport aircraft. The cargo compartment is pressurized and equipped with an air-conditioning system, and the tail ramp can be opened in flight for landing troops and dropping cargo. The C-1 has a crew of five, and a typical payload includes either 60 fully equipped infantrymen, 45 paratroopers, up to 36 stretchers for the wounded with accompanying persons, or various equipment and cargo on landing platforms. Through the cargo hatch located in the rear of the aircraft, the following can be loaded into the cabin: a 105-mm howitzer or a 2.5-ton truck, or three SUVs.
In 1973, an order was received for the first batch of 11 vehicles. The modernized and modified version based on operating experience received the designation S-1A. Its production ended in 1980, with a total of 31 vehicles of all modifications built. The main reason for the cessation of production of the C-1A was pressure from the United States, which saw the Japanese transporter as a competitor to its C-130.
Despite the “defensive orientation” of the Self-Defense Forces, an inexpensive fighter-bomber was required to provide air support to Japanese ground units.
In the early 70s, the SEPECAT Jaguar began to enter service with European countries, and the Japanese military expressed a desire to have an aircraft of a similar class. Just at the same time, in Japan, the Mitsubishi company was developing the T-2 supersonic training aircraft. It first flew in July 1971, becoming the second jet trainer developed in Japan and the first Japanese supersonic aircraft.
Japanese training center T-2
The T-2 aircraft is a monoplane with a high-swept variable-sweep wing, an all-moving stabilizer and a single-fin vertical tail.
A significant part of the components on this machine were imported, including R.B. engines. 172D.260-50 “Adur” from Rolls-Royce and Turbomeka with a static thrust of 20.95 kN without boost and 31.77 kN with boost each, produced under license by the Ishikawajima company. A total of 90 aircraft were manufactured from 1975 to 1988, of which 28 were unarmed T-2Z trainers, and 62 were T-2K combat trainers.
The aircraft had a maximum take-off weight of 12,800 kg, a maximum speed at altitude of 1,700 km/h, and a ferry range with PTB of 2,870 km. The armament consisted of a 20 mm cannon, missiles and bombs on seven hardpoints, weighing up to 2700 kg.
In 1972, the Mitsubishi company, commissioned by the Air Self-Defense Forces, began developing the F-1 combat single-seat fighter-bomber based on the T-2 training facility - the first Japanese combat aircraft of its own design since World War II. By design, it is a copy of the T-2 aircraft, but has a single-seat cockpit and more advanced sighting and navigation equipment. The F-1 fighter-bomber made its first flight in June 1975, and serial production began in 1977.
The Japanese aircraft conceptually repeated the Franco-British Jaguar, but could not even come close to it in terms of the number of aircraft built. A total of 77 F-1 fighter-bombers were delivered to the Air Self-Defense Forces. For comparison: SEPECAT Jaguar produced 573 aircraft. The last F-1 aircraft were withdrawn from service in 2006.
The decision to build a training aircraft and a fighter-bomber on the same base was not very successful. As an aircraft for training and training pilots, the T-2 turned out to be very expensive to operate, and its flight characteristics did not meet the requirements for training equipment. The F-1 fighter-bomber, while similar to the Jaguar, was seriously inferior to the latter in combat load and range.
Based on materials:
Encyclopedia of modern military aviation 1945-2002. Harvest, 2005.
http://www.defenseindustrydaily.com
http://www.hasegawausa.com
http://www.airwar.ru
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