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 aggressor's air forces, provide air defense 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, maintaining radar and aerial reconnaissance and providing air transport 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, it was 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.

For the first time Japan used combat aviation in September '14. 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. After a year, large industrial enterprises were privatized by the state and 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 (Japan Aviation)

Military air force heads the main headquarters. 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 association that performs combat missions Air Force.

Equipment and weapons include combat, training, transport, special aircraft and helicopters.

Combat aircraft:

1. F-15 Eagle is a combat training fighter.
2. Mitsubishi F-2 is a combat training fighter-bomber.
3. The F-4 Phantom II is a reconnaissance fighter.
4. LockheedMartin F-35 Lightning II is a fighter-bomber.

Training aircraft:

1. Kawasaki T-4 – training.
2. Fuji T-7 – training.
3. Hawker 400 – training.
4. NAMC YS-11 – training.

Transport aircraft:

1. C-130 Hercules – transport aircraft.
2. Kawasaki C-1 – transport, electronic warfare training.
3. NAMC YS-11 – transport aircraft.
4. Kawasaki C-2 – transporter.

Special purpose aircraft:

1. Boeing KC-767 – refueling aircraft.
2. Gulfstream IV – VIP transport.
3. NAMC YS-11E – electronic warfare aircraft.
4. E-2 Hawkeye - AWACS aircraft.
5. Boeing E-767 is an AWACS aircraft.
6. U-125 Peace Krypton - rescue aircraft.

Helicopters:

1. CH-47 Chinook – transport aircraft.
2. Mitsubishi H-60 ​​– rescue.

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 a week ago - on October 18 - of the 96-seat regional airliner from Mitsubishi marked 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 designed for search and rescue operations of the Japan Self-Defense Fleet, and is logical development 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...

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

MajorV. BUDANOV

Beginning see: Foreign military review. - 2008. - No. 8. - S. 3-12.

In the first part of the article, general organizational structure 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. Aircraft new to Japanese Air Force class can be used to deliver personnel and cargo and enable greater participation of 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. 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 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 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. IN educational establishments The Air Force accepts 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 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 purpose of the second stage flight training cadets is to master the technique of piloting and combat use of aircraft in service with the Air Force. In the interests of solving these tasks, combat training courses were organized on the T-2 supersonic jet trainers and retraining courses on F-15J and F-4EJ combat aircraft.

The T-2 combat training course is conducted in the 4th Fighter Wing, staffed by instructor pilots with significant experience in flying F-4E and F-15 combat aircraft. It is designed for ten months. The program provides for a cadet's total 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 work out issues of conducting fighter air battles. various types. After completing the course of combat training on T-2 aircraft, the total flight time of 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 301st (F-4EJ) air defense fighter squadrons, which, along with this task, are involved in combat duty. During it, cadets practice the basic elements of piloting 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, 20 of them are instructor pilots, each of which is assigned one cadet for the period of training. Retraining for F-4EJ aircraft is carried out in the 301st Air Defense Fighter Aviation Squadron for 15 weeks (during this time, a 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 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 flight, operational and tactical characteristics airplanes, 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.

To comment you must register on the site.

Imperialist circles in Japan continue to actively increase the country's military potential under the guise of creating "defensive forces" integral part which is aviation.

Judging by foreign press reports, the revival of the Japanese Air Force began in the 50s within the framework of the “public security corps” created with the direct assistance of the Pentagon. After the transformation of this corps into the “self-defense forces” (July 1954), aviation was allocated to independent species armed forces. By this time, its strength was about 6,300 people, it had approximately 170 obsolete American-made aircraft. In 1956, the Air Force (16 thousand people) already included two aviation wings, four control and warning groups, and six aviation schools. The aircraft were based at eight airfields.

According to foreign press reports, the formation of the Air Force was largely completed by the beginning of the 60s. They included a combat aviation command with three aviation directions that had aviation wings (four fighter and one transport). Pilots were trained at the Air Training Command, and ground specialists were trained at five aviation technical schools, united in a technical training center, which was then transformed into the Air Technical Training Command. At that time, the supply of units and units was carried out by the MTO command, which included three supply centers. In total, there were 40 thousand people in the Air Force.

The third and fourth five-year programs for building the armed forces played an important role in the subsequent development of the Japanese air force. Under the third program (fiscal years 1967/68 - 1971/72), obsolete F-86F and F-104J fighters were replaced by F-4EJ aircraft (Fig. 1), produced by Japanese industry under an American license. RF-4E reconnaissance aircraft were purchased. To replace the transport piston aircraft C-4G, their own transport jet aircraft C-1 was created (Fig. 2), and a supersonic training aircraft T-2 was designed to train flight personnel (Fig. 3). On the basis of the latter, a single-seat close air support aircraft FS-T2 was developed.

Rice. 1. F-4EJ Phantom fighter

During the implementation of the fourth program (fiscal years 1972/73 - 1976/77), the main task of which is considered to be the radical modernization of the Japanese armed forces, including the Air Force, the supply of new aircraft equipment continues. As reported in the foreign press, by April 1, 1975, the air force already had about 60 F-4EJ fighters (a total of 128 aircraft were planned to be purchased). From the second half of 1975, the arrival of FS-T2 aircraft was expected (68 units were ordered).

The country's air defense system began to be created in the early 60s. Along with fighter aircraft, which formed its basis, it included missile units of missile defense systems. In 1964, there were already two groups of Nike-Ajax missile defense systems (each with an anti-aircraft missile division). According to the plans of the third program for the construction of the armed forces, two groups of Nike-J missiles (Japanese version of the missile) were formed. In 1973, another group of these missiles was added to them. At the same time, Nike-Ajax missiles were replaced by Nike-J missiles.

Rice. 2. Transport aircraft S-1

Below is given a brief description of current state Japanese Air Force.

Composition of the Japanese Air Force

Rice. 3. T-2 training aircraft

Japanese Air Force Organization

Rice. 4. Japanese Air Force organization diagram

Air Combat Command is not the highest operational command of the Air Force. It consists of a headquarters located in Fuchu (near Tokyo), three aviation directions, a separate fighter aviation group on the island. Okinawa, individual units and units, including the reconnaissance aviation squadron.

The aviation sector is considered a specific operational-territorial organizational unit, characteristic only of the Japanese Air Force. In accordance with territorial division of the country, three aviation directions have been created for three air defense zones (Northern, Central and Western). The commander of each of them is responsible for aviation activities and air defense in the area of ​​their responsibility. General scheme organizations aviation direction shown in Fig. 5. Organizationally, the directions differ from each other only in the number of air wings and missile defense groups.

Rice. 5 Scheme of organization of the aviation sector

The northern aviation direction (headquarters at Misawa airbase) covers the island from the air. Hokkaido and the northeastern part of the island. Honshu. It houses a fighter wing and a separate fighter group armed with F-4EJ and F-1U4J aircraft, as well as a group of Nike-J missiles.

The Central Aviation Direction (Irumagawa Air Base) is responsible for the defense of the central part of the island. Honshu. It includes three fighter wings (F-4FJ, F-104J and F-86F aircraft) and two groups of Nike-J missiles.

The western aviation direction (Kasuga Air Base) provides cover for the southern part of the island. Honshu, as well as the Shikoku and Kyushu islands. His fighting forces consists of two fighter wings (F-104J and F-86F aircraft), as well as two groups of Nike-J missile defense systems. For the defense of the Ryukyu Archipelago on the island. Okinawa (Paha Air Base) a separate fighter aviation group (F-104J aircraft) and a Nike-J missile defense group, which is part of it, are operationally subordinate to this direction. The following detachments are also located here: logistics, control and warning, as well as the base one.

As reported in the foreign press, the fighter wing (Fig. 6) is the main tactical unit of the Japanese Air Force. It has a headquarters, a combat group (two or three fighter squadrons), a logistics group consisting of five detachments for various purposes, and an airfield service group (seven to eight detachments).

Rice. 6 Fighter wing organization diagram

The control and warning wing operates in the area of ​​its direction (air defense sector). Its main task is the timely detection of air targets, their identification, as well as alerting commanders of units and air defense units about the enemy air force and guiding fighters towards it. The wing includes: headquarters, an air situation control group, three or four control and warning groups, logistics and basic maintenance groups. The control and warning wings of the Northern and Western aviation directions are subordinated to one mobile detection and warning detachment, designed to enhance radar cover in the most important directions or to replace failed stationary radars.

The Nike-J missile defense group can hit air targets at medium and high altitudes. It consists of a headquarters, a missile defense division of three or four batteries (nine launchers per battery), a logistics detachment and a maintenance detachment.

The aviation logistics department is responsible for organizing the supply of military equipment, weapons, ammunition and other military equipment to units.

A separate reconnaissance aviation squadron (Irumagawa airfield), directly subordinate to the headquarters of the air combat command, is equipped with RF-4E and RF-80F aircraft. It has a headquarters, a logistics detachment and an airfield service detachment.

The Air Training Command provides training for Air Force flight personnel. It includes a headquarters, one fighter and three training air wings, as well as a training squadron. Training is conducted on T-1A, T-2, T-33A and F-86F aircraft.

The Aviation Technical Training Command, which unites five aviation technical schools, trains specialists for the support and auxiliary services of the air force.

The MTO command is engaged in long-term planning, procurement and distribution of military equipment, weapons and supplies in accordance with the needs of combat and support units and units of the Air Force. Three supply bases are subordinate to the logistics command.

Units under central command include a transport aviation wing and a rescue aviation wing. The first is intended for the airlift of troops and cargo, as well as for airborne landings. The wing includes: a headquarters, a transport aviation group, including two aviation squadrons and a training aviation detachment (S-1, YS-11 and S-40 aircraft), as well as logistics and airfield maintenance groups. The second wing's mission is to search for and rescue crews of aircraft (helicopters) that have crashed directly over Japanese territory or over coastal waters. The wing's components are the headquarters, eight rescue squads located in various parts of the country, a training squadron and a logistics group. It is armed with MIJ-2, T-34 aircraft and S-G2, Y-107 helicopters.

The air defense of Japan is organized and conducted according to a unified plan of the command of the armed forces using F-4EJ, F-104J, F-8GF fighters and Nike-J missiles from the air force. In addition, the 3URs available in the Japanese ground forces (seven anti-aircraft groups - up to 160 launchers) are being used for these purposes. Airspace surveillance is carried out by 28 radar posts. An automated system is used for centralized control of air defense forces and means.

Combat training of Japanese Air Force personnel is aimed primarily at practicing the country's air defense missions. Crews of tactical fighters and transport aircraft are trained to perform air support missions and support the actions of ground forces and, to a lesser extent, naval forces.

Japanese military leadership believes that the country’s aviation capabilities do not meet the modern requirements of combat operations at full sea, primarily because most of the aircraft in service are worn out. In this regard, measures are being taken to replace the outdated F-86F and F-104J fighters. To this end, Japanese experts are studying combat capabilities fighters from foreign countries (American F-16, F-15 and F-14, Swedish, French and others), the production of which could be mastered at Japanese enterprises under licenses. In addition, Japanese companies are increasing the production of modern F-4FJ, FS-T2, C-1 and T-2 aircraft.

Information about the Japanese Air Force published in the foreign press shows that the aircraft in their arsenal aviation technology is constantly improving in terms of quality, and the organizational structure is being systematically improved. Characteristic in the construction of the Air Force is that they are increasingly and to a greater extent are equipped with aircraft equipment of their own production.

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 has 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, he took an insignificant part in the battles in the Vladivostok region 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 unleashed 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's air force already had several types of Japanese-designed aircraft in service, including the Mitsubishi Type 87 light bomber, the Kawasaki Type 88 reconnaissance aircraft, and the Nakajima Type 91 fighter. These aircraft allowed the Japanese to easily gain superiority over the Chinese. As a result of these conflicts, the Japanese organized the puppet state of Manchukuo. Since that time, the Japanese Army Aviation has launched an extensive program of modernization and expansion of its forces, leading to the development of many of the types of aircraft with which the Japanese entered the Second World War.

During this rearmament program, on July 7, 1937, fighting resumed in China, which escalated into a full-scale war - "the second Sino-Japanese incident." In the initial period of the war, the army's aviation was forced to give up leadership in conducting the main offensive operations of the aviation of its eternal rival, the fleet, and limited itself to covering ground units in the Manchuria region, forming new units and subunits.

By this time, the main unit of army aviation was an 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 a "hikoshidan" - 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 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.

When planning operations in Southeast In 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.