who shocked the world

The Japanese roll out the first airliner in the last half century M.R.J. made me look at the previous successes of the Japanese in aircraft manufacturing. Now the role of Japan in aircraft manufacturing seems insignificant, but in XX century, the Japanese were among the six leading powers that determined the entire world aircraft industry (also the USA, USSR, England, Germany, France). The role of other powers outside these six was indeed negligible - they accounted for less than 10% of the total output. Yes, now the Japanese make few aircraft (in units), but we should not forget that the same “Dreamliner” is 35% made in Japan, and this is already talking about many hundreds of “conditional” aircraft!

Magazine « Flight » presented a traditional flash mob based on the 10 most notable in history modern aviation Japanese planes

NAMC YS-11

40-seat passenger YS -11, produced by the corporation NAMC , turned out to be the last Japanese passenger airliner before the “saga of M.R.J. " Its production ended 40 years ago, but at least 17 aircraft of this type are still in operation - 15 by the Japanese Ministry of Defense, and two by the Mexican company Alon.

Mitsubishi MRJ

The rollout of a 96-seat regional airliner from Mitsubishi a week ago, on October 18, marked a new era in Japanese aircraft manufacturing. The first flight is scheduled for the first quarter of 2015. In total, Mitsubishi has collected orders for 191 aircraft with deliveries to begin in 2017. Another 76-seat modification is planned M.R.J. 70, but nothing has been heard about the 100-seater for a long time - after numerous delays with the main project, the Japanese have nothing to do with it.

How many howls were there from opponents of the Sukhoi Superjet when the Japanese were just announcing their plans: “How can we compete with the Japanese and Chinese? The Japanese have plastic, cooperation and all that. What do we have after the “successful” collapse of perestroika?”

However, ten years have passed, the Japanese missed all the deadlines, the prototype aircraft had to be rebuilt from scratch, as they failed with certification (which means a break of 50 years!). “And these people forbid us to pick our noses”?!

Honda NA-420

This aircraft of an unusual layout with engines on pylons on the wing (before this only the Germans had done this) and smooth plastic skin is now undergoing certification tests. Four aircraft are currently flying, and certification is expected in the first quarter of 2015. Serial production is planned at the Greensboro plant in the USA. Currently the order book is for 18 aircraft from the USA and Mexico.

Mitsubishi F-2

Externally, this Japanese fighter is similar to the American one F -16, which is not surprising, since it was created in cooperation with the Americans. But structurally - made of plastic - it is strikingly different from the prototype. There are currently 78 aircraft of this type on the wing, and Mitsubishi is already thinking about a new fighter...

Shinmaiwa US -2

Amphibian US -2 is intended for search and rescue operations of the Japanese Self-Defense Fleet, and is a logical development of the previous amphibian - US -1, which is still in service. WITH US -2 is associated with a serious breakthrough of the Japanese into the military aviation market - the Indians plan to order about 18 aircraft.
Generally US -2, judging by Sokolyansky’s formula, is now the most seaworthy flying boat.

Kawasaki R-1

The P-1 jet maritime patrol aircraft developed by Kawasaki is intended to replace the outdated American P-3 Orions. Japanese “self-defense” has already received two experimental XP-1s and five production aircraft.

Mitsubishi Mu-2

This small twin-engine upper wing, which carried only 14 people, first flew back in 1962, but nevertheless 287 of such aircraft are still flying.

Mitsubishi Mu-300 "Diamond"

On the wave of success Mu -2 Mitsubishi decided to create a business jet Mu -300. The plane first took off in 1978. The rights to it were acquired by the American company Beechcraft, which rebranded it as Beech 400. Currently, 56 “diamonds” are still flying, mainly in the USA, and the only one flying in Japan is Mu -300, which has been used for 30 years as a flying laboratory.

Kawasaki XC-2

The S-2 aircraft is being created as a replacement for the self-defense forces transport aircraft S-1 and Hercules. The Japanese answer to all sorts of “Globemasters” and “Atlanteans”. It features a dual-engine layout. The maximum carrying capacity is expected to be 37 tons. And the S-1 has 27 copies left.

Mitsubishi A6M "Zero"


What is a story about the “Japanese” without “Zero”? Even if it has long been a “historical” aircraft. In turn, it completely changed the “West’s” view of Japanese aviation, and amazed opponents with its maneuverability, rate of climb, and lightweight design. Every twentieth aircraft in Japanese history is one of 11 thousand Zeros. What is it, “historical” - several copies are still flying, and “zero building” continues...

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 entered into a treaty with the United States military assistance, 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

Licensed production began in 1957 American fighters F-86F Saber. 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. During those years, the concept became widespread that air battle in the future it will be reduced to supersonic interception of attack 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 with cruising speed 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, a lot, including in the technical characteristics aviation technology, in the Japanese Self-Defense Forces is changing 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 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. IN Lately 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 rotated a three-blade air 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 Naval forces self-defense refused to use the PS-1 as an anti-submarine aircraft, and all the remaining aircraft in service were focused on search and rescue tasks at sea; anti-submarine equipment from seaplanes was dismantled.

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 of 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 The cessation of production of the C-1A came under 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 it was put into service European countries SEPECAT Jaguar began to arrive, 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

Being an independent branch of the armed forces, they are called upon to solve the following main tasks: providing air defense, providing air support to ground forces and naval forces, conducting aerial reconnaissance, air transportation and landing of troops and cargo. Considering the important role assigned to the Air Force in the aggressive plans of Japanese militarism, the country's military leadership pays great attention to increasing its combat power. First of all, this is done by equipping units and subunits with the latest aviation equipment and weapons. To this end, in last years With the active assistance of the United States, Japan launched production of modern F-15J combat aircraft, AIM-9P and L Sidewinder air-to-air guided missiles, and CH-47 helicopters. Development has been completed and serial production has begun of short-range anti-aircraft missile systems type 81, T-4 jet trainer aircraft, ASM-1 air-to-ship missiles, new stationary and mobile three-coordinate radars, etc. Currently Preparations are being completed for the deployment of production at Japanese enterprises of Patriot anti-aircraft missile systems under an American license.

All this, as well as the continuing supply of weapons from the United States, allowed the Japanese leadership to significantly strengthen its Air Force. In particular, over the past five years, about 160 combat and auxiliary aircraft have entered their service, including over 90 F-15J fighters, 20 F-1 tactical fighters, eight E-2C Hawkeye AWACS and control aircraft, six transport C-130N aircraft and other aviation equipment. Due to this, four fighter squadrons (201, 202, 203 and 204) were re-equipped with F-15J aircraft, the completion of the F-1 fighter-bombers of three squadrons (3, 6 and 8), the 601st squadron was formed AWACS and control (E-2C Hawkeye aircraft), the re-equipment of the 401st transport squadron with C-130N aircraft has begun. From short-range anti-aircraft missile systems type 81, as well as portable air defense systems "Stinger" and anti-aircraft artillery installations"Vulcan" formed the first mixed anti-aircraft missile and artillery division (SMZRADN) of air defense. In addition, the Air Force continued to receive three-coordinate stationary (J/FPS-1 and -2) and mobile (J/TPS-100 and -101) Japanese-made radars, which replaced outdated American stations (AN/FPS-6 and -66) in the radio engineering troops of the Air Force. Seven separate mobile radar companies have also been formed. Work on modernizing the air defense automated control system “Badge” is at the final stage.

Below, according to the foreign press, is the organization and composition, combat training and prospects for the development of the Japanese Air Force.

ORGANIZATION AND COMPOSITION. The leadership of the air force is exercised by the commander, who is also the chief of staff. The main forces and assets of the Air Force are consolidated into four commands: combat aviation (CAC), aviation training (UAK), aviation technical training (ATC) and logistics support (MTO). In addition, there are several centrally subordinate units and agencies (the organizational structure of the Air Force is shown in Fig. 1).

Since August 1982, special flight-tactical training has been systematically conducted, the purpose of which is for Japanese pilots to practice intercepting enemy bombers in conditions of widespread use of electronic warfare equipment. The role of the latter is played by the American B-52 strategic bombers, which actively jam the on-board radars of intercepting fighters. In 1985, 12 such trainings were performed. All of them were carried out in the Japanese Air Force combat training zone, located west of the island. Kyushu.

In addition to those mentioned above, weekly tactical flight training is conducted jointly with American aviation to improve the skills of flight personnel in performing interceptions and conducting group air battles(from a pair to a flight of aircraft on each side). The duration of such training is one or two flight shifts (6 hours each).

Along with joint Japanese-American activities, the Japanese Air Force command systematically organizes flight-tactical training of aviation, anti-aircraft missile units and units, both independently and in cooperation with the country's ground forces and navy.

Planned combat training activities for fighter aviation are annual exercises and competitions of combat and aviation command units held since 1960. During them, the best aviation units and subunits are identified, and the experience of their combat training is studied. Such competition exercises involve teams from all parts of the BAC, as well as from the training squadrons of the 4th Air Training Command, crews from the Nike-J missile defense divisions and teams of radar and guidance point operators.

Each aviation team has four combat aircraft and up to 20 flight and technical personnel. For competitions, as a rule, Komatsu Air Base is used, one of the largest combat training areas of the Air Force, located above the water area Sea of ​​Japan northwest of Komatsu, as well as the Amagamori (northern part of Honshu Island) and Shimamatsu (Hokkaido Island) aviation training grounds. Teams compete in intercepting air targets, conducting group air battles, striking ground and sea targets, including practical bombing and shooting.

The foreign press notes that the Japanese Air Force has broad combat capabilities and its crews have a high level vocational training, which is supported by the entire system of daily combat training and is tested during the various exercises, competitions and other events mentioned above. The average annual flight time for a fighter pilot is about 145 hours.

AIR FORCE DEVELOPMENT. In accordance with the five-year program for building the Japanese armed forces (1986-1990), further expansion of the power of the Air Force is planned to be carried out mainly through the supply of modern aircraft, anti-aircraft missile systems, modernization of aircraft equipment and weapons, as well as improvement of the airspace control and management system.

The construction program plans to continue the supply of F-15J aircraft to the country's Air Force since 1982 and increase their total number to 187 units by the end of 1990. By this time, it is planned to re-equip three more squadrons (303, 305 and 304) with F-15 fighters. Most of the F-4EJ aircraft in service (there are currently 129 units), in particular 91 fighters, are planned to be modernized in order to extend their service life until the end of the 90s, and 17 aircraft will be converted into reconnaissance aircraft.

At the beginning of 1984, it was decided to adopt the American Patriot anti-aircraft missile systems into service with the Air Force and rearm with them all six anti-aircraft missile divisions of the Nike-J missile defense system. Starting from the 1986 fiscal year, it is planned to allocate funds annually for the purchase of four Patriot air defense systems. They will begin entering the Air Force in 1988. The first two training batteries are planned to be formed in 1989, and from 1990 to begin rearmament of anti-aircraft missile divisions (one each year).

The Air Force construction program also provides for the continuation of deliveries of C-130H transport aircraft from the United States (for the 401st squadron of the transport air wing), the number of which is planned to be increased to 14 units by the end of 1990.

It is planned to expand the capabilities of the airspace control system by increasing the number of E-2C Hokai AWACS aircraft (up to 12), which, according to Japanese experts, will make it possible to switch to round-the-clock combat duty. In addition, by 1989, it is planned to complete the modernization of the automated control system by forces and means of the Badge air defense system, as a result of which the level of automation of the processes of collecting and processing data on the air situation necessary for managing active air defense forces will significantly increase. The re-equipment of air defense radar posts with modern Japanese-made three-dimensional radars will continue.

Other activities are also being carried out aimed at the further development of the country's air force. In particular, R&D continues to select a new combat aircraft, which should replace the tactical fighter in the 90s, and the feasibility of adopting tanker aircraft and AWACS and control aircraft into service with the Air Force is being studied.

Colonel V. Samsonov

FOREIGN MILITARY REVIEW No. 9/2008, pp. 44-51

MajorV. BUDANOV

Start 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, control groups air traffic, meteorological support and control of radio navigation equipment, 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 the calculations of military department specialists, it is considered advisable to have in the future combat strength Japanese Air Force up to 12 tanker aircraft. 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. Machine capabilities of this type for in-flight refueling can be increased by installing an additional fuel tank with a volume 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 avionics installed on Boeing 767 aircraft, the KC-767J is equipped with a set of equipment special purpose, including: RARO-2 air refueling control system, meter and decimeter radio communications, GATM air traffic control system, friend-foe identification equipment, Link-16 high-speed data transmission equipment, UHF direction-finding station range, TAKAN radio navigation system and NAVSTAR CRNS receiver. According to plan combat use KC-767J is expected that one TZS will support the operation of 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 be delivered to 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 its own way 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 AK 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 desire and demonstrated professional abilities in fighter and pilot training programs. military transport aviation, 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 on the T-2 supersonic jet trainers and retraining courses on combat aircraft F-15J and F-4EJ.

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. Feature training - participation of cadets, as they gain experience, in joint tactical flight training with pilots of combat units to practice issues of conducting air combat in fighter aircraft various types. After completing the combat training course on T-2 aircraft, the total flight time of the cadets is 395^00 hours and they are assigned military rank 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. The flight crew improves their skills in accordance with special programs Air Force combat training, which provides for the sequential 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 part of Pacific Ocean.

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. Among the largest are the final exercises of 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.

Carrying out scientific research, experiments and tests in the interests of improving aviation equipment and weapons of the Air Force are 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: it is engaged in testing and studying the flight, operational and tactical characteristics of aircraft, aviation weapons, radio-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 military-political leadership of the country to the development of the national air force indicates important role this high-tech branch of the armed forces is part of Tokyo's plans to ensure the country's combat readiness.

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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 "daikhonei" - the imperial supreme command. headquarters and directly to “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 the planning of operations in the South East Asia and in 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 slightly 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.