Japanese combat aircraft. Japanese Air Force

The origins and pre-war development of Japanese aviation

Back in April 1891, one enterprising Japanese Chihachi Ninomiya successfully launched models with a rubber motor. He later designed a larger model driven by a pusher screw clock mechanism. The model flew successfully. But the Japanese army showed little interest in it, and Ninomiya abandoned his experiments.

On December 19, 1910, Farman and Grande aircraft made their first flights in Japan. Thus began an era in Japan aircraft heavier than air. A year later, one of the first Japanese pilots, Captain Tokigwa, designed an improved version of Farmaya, which was built by the aeronautical unit in Nakano near Tokyo, and which became the first aircraft produced in Japan.

Following the acquisition of several types of foreign aircraft and the production of their improved copies, the first aircraft of original design was built in 1916 - the Yokoso-type flying boat, designed by First Lieutenant Chikuhe Nakajima and Second Lieutenant Kishichi Magoshi.

The big three of the Japanese aviation industry - Mitsubishi, Nakajima and Kawasaki - began operations in the late 1910s. Mitsubishi and Kawasaki were previously heavy industrial enterprises, and Nakajima was backed by the influential Mitsui family.

Over the next fifteen years, these companies produced exclusively foreign-designed aircraft - mainly French, English and German models. At the same time, Japanese specialists underwent training and internships at enterprises and higher engineering schools in the United States. However, by the early 1930s, the Japanese army and navy came to the conclusion that it was time for the aviation industry to stand on its own feet. It was decided that in the future only aircraft and engines of our own design would be accepted into service. This, however, did not stop the practice of purchasing foreign aircraft to familiarize themselves with the latest technical innovations. The basis for the development of Japan’s own aviation was the creation of aluminum production facilities in the early 30s, which made it possible to produce 19 thousand tons annually by 1932. "winged metal"

By 1936, this policy had yielded certain results - the Japanese independently designed twin-engine bombers Mitsubishi Ki-21 and SZM1, reconnaissance aircraft Mitsubishi Ki-15, carrier-based bomber Nakajima B51CH1 and carrier-based fighter Mitsubishi A5M1 - all equivalent or even superior to foreign models.

Beginning in 1937, as soon as the “second Sino-Japanese conflict” broke out, the Japanese aviation industry closed itself with a veil of secrecy and sharply increased aircraft production. In 1938, a law was passed requiring the establishment of state control over all aviation companies with a capital of more than three million yen, the government controlled production plans, technology and equipment. The law protected such companies - they were exempt from taxes on profits and capital, and their export obligations were guaranteed.

In March 1941, the aviation industry received another impetus in its development - imperial fleet and the army decided to expand orders to a number of companies. The Japanese government could not provide funds to expand production, but guaranteed loans from private banks. Moreover, the fleet and army that had at their disposal production equipment, rented it out to various airline companies depending on their own needs. However, army equipment was not suitable for the production of naval products and vice versa.

During the same period, the Army and Navy established standards and procedures for accepting all types of aviation materials. A staff of technicians and inspectors monitored production and compliance with standards. These officers also exercised control over the management of the firms.

If you look at the dynamics of production in the Japanese aircraft industry, you can note that from 1931 to 1936, aircraft production increased three times, and from 1936 to 1941 - four times!

With the outbreak of the Pacific War, these Army and Navy services also participated in production expansion programs. Since the navy and army issued orders independently, the interests of the parties sometimes collided. What was missing was interaction, and, as might be expected, the complexity of production only increased from this.

Already in the second half of 1941, problems with the supply of materials became more complicated. Moreover, the shortage immediately became quite acute, and the issues of distribution of raw materials were constantly becoming more complicated. As a result, the army and navy established their own control over raw materials depending on their spheres of influence. Raw materials were divided into two categories: materials for production and materials for expansion of production. Using a production plan for next year, headquarters distributed raw materials according to the requirements of manufacturers. Orders for components and assemblies (for spare parts and for production) were received by manufacturers directly from headquarters.

Problems with raw materials were complicated by a constant shortage of labor, and neither the navy nor the army was involved in the management and distribution of labor. Manufacturers themselves recruited and trained personnel as best they could. Moreover, with astonishing shortsightedness, the armed forces constantly called up civilian workers in ways completely inconsistent with their qualifications or production needs.

In order to unify the production of military products and expand aircraft production, in November 1943 the Japanese government created the Ministry of Supply, which was in charge of all production issues, including labor reserves and the distribution of raw materials.

To coordinate the work of the aviation industry, the Ministry of Supply has established a certain system for developing a production plan. The General Staff, based on the current military situation, determined the needs for military equipment and sent them to the naval and military ministries, which, after approval, sent them for approval to the ministries, as well as the corresponding naval and army general staffs. Next, the ministries coordinated this program with manufacturers, determining the needs for capacity, materials, human resources and equipment. Manufacturers determined their capabilities and sent a protocol of approval to the ministries of the navy and army. Ministries and general staffs Together they determined a monthly plan for each manufacturer, which they sent to the Ministry of Supply.

Table 2. Aviation production in Japan during the Second World War

	1941	1942	1943	1944	1945
Fighters	1080	2935	7147	13811	5474
Bombers	1461	2433	4189	5100	1934
Scouts	639	967	2070	2147	855
Educational	1489	2171	2871	6147	2523
Others (flying boats, transport, gliders, etc.)	419	355	416	975	280
Total	5088	8861	16693	28180	11066
Engines	12151	16999	28541	46526	12360
Screws	12621	22362	31703	54452	19922

For production purposes, aircraft components and parts were divided into three classes: controlled, distributed by the government, and supplied by the government. “Controlled materials” (bolts, springs, rivets, etc.) were produced under government control, but distributed according to manufacturers' orders. Government-distributed components (radiators, pumps, carburetors, etc.) were produced according to special plans by a number of subsidiaries for delivery to aircraft and aircraft engine manufacturers directly to the latter's assembly lines. Government-supplied components and parts (wheels, weapons, radio equipment, etc. .p.) were ordered directly by the government and delivered as directed by the latter.

By the time the Ministry of Supply was formed, an order was received to stop the construction of new aviation facilities. It was obvious that there was enough capacity, and the main thing was to increase the efficiency of existing production. To strengthen control and management in production, they were represented by numerous inspectors from the Ministry of Trade and Industry and observers from the navy and army, who were at the disposal of the regional centers of the Ministry of Supply.

Contrary to this rather impartial system of production control, the army and navy did their best to maintain their special influence, sending their own observers to aircraft, engine and related industries, and also did everything to maintain their influence in those factories that were already under their control . In terms of the production of weapons, spare parts and materials, the navy and army created their own capacities, without even informing the Ministry of Supply.

Despite the hostility between the navy and the army, as well as the difficult conditions under which the Ministry of Supply operated, the Japanese aviation industry was able to continuously increase aircraft production from 1941 to 1944. In particular, in 1944, production at controlled factories alone increased by 69 percent compared to the previous year. Engine production increased by 63 percent, propellers by 70 percent.

Despite these impressive successes, it was still not enough to counter the enormous power of Japan's opponents. Between 1941 and 1945, the United States produced more aircraft than Germany and Japan combined.

Table 3 Aircraft production in some countries of the warring parties

	1941	1942	1943	1944	Total
Japan	5088	8861	16693	28180	58822
Germany	11766	15556	25527	39807	92656
USA	19433	49445	92196	100752	261826

The aircraft was produced by Kawasaki in 1935-1938. It was an all-metal biplane with a fixed landing gear and an open cockpit. A total of 588 vehicles were produced, incl. Ki-10-I – 300 vehicles and Ki-10-II – 280 vehicles. Performance characteristics of the vehicle: length – 7.2 m; height – 3 m; wingspan – 10 m; wing area - 23 m²; empty weight – 1.4 t, take-off weight – 1.7 t; engine - Kawasaki Ha-9 with 850 hp; rate of climb – 1,000 m/m; maximum speed – 400 km/h, practical range – 1,100 km; practical ceiling – 11,500 m; armament - two 7.7 mm Type 89 machine guns; crew - 1 person.

The heavy night fighter was produced by Kawasaki in 1942-1945. A total of 1.7 thousand cars were produced in four serial modifications: Ki-45 KAIa, Ki-45 KAIb, Ki-45 KAIc and Ki-45 KAId. Vehicle performance characteristics: length – 11 m; height – 3.7 m; wingspan – 15 m; wing area – 32 m²; empty weight – 4 t, take-off weight – 5.5 t; engines - two Mitsubishi Ha-102 with a power of 1,080 hp; volume of fuel tanks – 1 thousand liters; rate of climb – 11 m/s; maximum speed – 547 km/h; practical range – 2,000 km; practical ceiling – 9,200 m; armament - 37 mm No-203 cannon, two 20 mm Ho-5, 7.92 mm Type 98 machine gun; ammunition 1,050 rounds; bomb load - 500 kg; crew - 2 people.

The aircraft was produced by Kawasaki in 1942-1945. It had an all-metal semi-monocoque fuselage structure, pilot armor protection and protected tanks. A total of 3.2 thousand vehicles were produced in two serial modifications: Ki-61-I and Ki-61-II, which differed in equipment and armament. Vehicle performance characteristics: length – 9.2 m; height – 3.7 m; wingspan – 12 m; wing area – 20 m²; empty weight – 2.8 t, take-off weight – 3.8 t; engine - Kawasaki Ha-140 with a power of 1,175 - 1,500 hp; volume of fuel tanks – 550 l; rate of climb – 13.9 – 15.2 m/s; maximum speed - 580 - 610 km/h, cruising speed - 450 km/h; practical range – 1,100 – 1,600 km; practical ceiling – 11,000 m; armament - two 20-mm No-5 cannons, two 12.7-mm Type No-103 machine guns, 1,050 rounds of ammunition; bomb load - 500 kg; crew - 1 person.

The aircraft was produced by Kawasaki based on the Ki-61 Hien in 1945 by replacing the liquid-cooled engine with an air-cooled engine. A total of 395 vehicles were produced in two modifications: Ki-100-Іа and Ki-100-Ib. Vehicle performance characteristics: length – 8.8 m; height – 3.8 m; wingspan – 12 m; wing area – 20 m²; empty weight – 2.5 t, take-off weight – 3.5 t; engine – Mitsubishi Ha 112-II with a power of 1,500 hp, rate of climb – 16.8 m/s; maximum speed – 580 km/h, cruising speed – 400 km/h; practical range – 2,200 km; practical ceiling – 11,000 m; armament - two 20-mm No-5 cannons and two 12.7-mm machine guns Type No-103; crew - 1 person.

A twin-engine, two-seat, long-range fighter-interceptor was produced by Kawasaki based on the Ki-96 in 1944-1945. A total of 238 vehicles were built. Vehicle performance characteristics: length – 11.5 m; height – 3.7 m; wingspan - 15.6 m; wing area – 34 m²; empty weight – 5 t, take-off weight – 7.3 t; engines - two Mitsubishi Ha-112 with a power of 1,500 hp; rate of climb – 12 m/s; maximum speed – 580 km/h; practical range – 1,200 km; practical ceiling – 10,000 m; armament - 57-mm No-401 cannon, two 20-mm No-5 cannons and a 12.7-mm Type No-103 machine gun; bomb load - 500 kg; crew - 2 people.

The N1K-J Shiden, a single-seat all-metal fighter, was produced by Kawanishi in 1943-1945. in two serial modifications: N1K1-J and N1K2-J. A total of 1.4 thousand cars were produced. Performance characteristics of the vehicle: length – 8.9 – 9.4 m; height – 4 m; wingspan – 12 m; wing area – 23.5 m²; empty weight – 2.7 – 2.9 t, take-off weight – 4.3 – 4.9 t; engine – Nakajima NK9H with a power of 1,990 hp; rate of climb – 20.3 m/s; maximum speed – 590 km/h, cruising speed – 365 km/h; practical range - 1,400 - 1,700 km; practical ceiling – 10,700 m; armament - two 20 mm Type 99 cannons and two 7.7 mm machine guns or four 20 mm Type 99 cannons; bomb load - 500 kg; crew - 1 person.

A single-seat all-metal interceptor fighter was produced by Mitsubishi in 1942-1945. A total of 621 vehicles of the following modifications were produced: J-2M1 - (8 vehicles), J-2M2 - (131), J-2M3 (435), J-2M4 - (2), J-2M5 - (43) and J- 2M6 (2). Vehicle performance characteristics: length – 10 m; height – 4 m; wingspan - 10.8 m; wing area - 20 m²; empty weight – 2.5 t, take-off weight – 3.4 t; engine - Mitsubishi MK4R-A with a power of 1,820 hp; rate of climb – 16 m/s; maximum speed – 612 km/h, cruising speed – 350 km/h; practical range – 1,900 km; practical ceiling – 11,700 m; armament - four 20-mm Type 99 cannons; bomb load - 120 kg; crew - 1 person.

An all-metal night twin-engine fighter was produced by Mitsubishi based on the Ki-46 reconnaissance aircraft in 1944-1945. It was a low-wing monoplane with a retractable tail wheel. A total of 613 thousand cars were produced. Vehicle performance characteristics: length – 11 m; height – 3.9 m; wingspan - 14.7 m; wing area – 32 m²; empty weight – 3.8 t, take-off weight – 6.2 t; engines - two Mitsubishi Ha-112 with a power of 1,500 hp; volume of fuel tanks – 1.7 thousand liters; rate of climb – 7.4 m/s; maximum speed – 630 km/h, cruising speed – 425 km/h; practical range – 2,500 km; practical ceiling – 10,700 m; armament - 37 mm cannon and two 20 mm cannons; crew - 2 people.

An all-metal loitering interceptor fighter was produced by Mitsubishi in 1944 on the basis of the Ki-67 bomber. A total of 22 cars were produced. Vehicle performance characteristics: length – 18 m; height – 5.8 m; wingspan - 22.5 m; wing area – 65.9 m²; empty weight – 7.4 t, take-off weight – 10.8 t; engines - two Mitsubishi Ha-104 with a power of 1900 hp; rate of climb – 8.6 m/s; maximum speed – 550 km/h, cruising speed – 410 km/h; practical range – 2,200 km; practical ceiling – 12,000 m; armament - 75 mm Type 88 cannon, 12.7 mm Type 1 machine gun; crew - 4 people.

The twin-engine night fighter was produced by Nakajima Aircraft in 1942-1944. A total of 479 vehicles were built in four modifications: J-1n1-C KAI, J-1N1-R (J1N1-F), J-1N1-S and J-1N1-Sa. Vehicle performance characteristics: length – 12.2 – 12.8 m; height – 4.6 m; wingspan – 17 m; wing area - 40 m²; empty weight - 4.5-5 tons, take-off weight - 7.5 - 8.2 tons; engines - two Nakajima NK1F Sakae 21/22 with a power of 980 - 1,130 hp; rate of climb – 8.7 m/s; fuel tank capacity - 1.7 - 2.3 thousand liters; maximum speed – 507 km/h, cruising speed – 330 km/h; practical range – 2,500 – 3,800 km; practical ceiling – 9,300 – 10,300 m; armament - two to four 20 mm Type 99 cannons or a 20 mm cannon and four 7.7 mm Type 97 machine guns; crew - 2 people.

The fighter was produced by Nakajima in 1938-1942. in two main modifications: Ki-27a and Ki-27b. It was a single-seat all-metal low-wing aircraft with a closed cockpit and a fixed landing gear. A total of 3.4 thousand cars were produced. Vehicle performance characteristics: length – 7.5 m; height – 3.3 m; wingspan - 11.4 m; wing area – 18.6 m²; empty weight – 1.2 t, take-off weight – 1.8 t; engine - Nakajima Ha-1 with a power of 650 hp; rate of climb – 15.3 m/s; maximum speed – 470 km/h, cruising speed – 350 km/h; practical range – 1,700 km; practical ceiling – 10,000 m; armament - 12.7 mm Type 1 machine gun and 7.7 mm Type 89 machine gun or two 7.7 mm machine guns; bomb load - 100 kg; crew - 1 person.

Nakajima Ki-43 Hayabusa fighter

The aircraft was produced by Nakajima in 1942-1945. It was an all-metal, single-engine, single-seat, cantilever low-wing aircraft. The rear part of the fuselage was a single unit with the tail unit. At the base of the wing there were retractable all-metal flaps, increasing not only the curvature of its profile, but also its area. A total of 5.9 thousand vehicles were produced in three serial modifications - Ki-43-I/II/III. Vehicle performance characteristics: length – 8.9 m; height – 3.3 m; wingspan - 10.8 m; wing area – 21.4 m²; empty weight – 1.9 t, take-off weight – 2.9 t; engine - Nakajima Ha-115 with a power of 1,130 hp; rate of climb – 19.8 m/s; fuel tank volume – 563 l; maximum speed – 530 km/h, cruising speed – 440 km/h; practical range – 3,200 km; practical ceiling – 11,200 m; armament - two 12.7 mm No-103 machine guns or two 20 mm Ho-5 cannons; bomb load - 500 kg; crew - 1 person.

A single-seat fighter-interceptor of all-metal construction was produced by Nakajima in 1942-1944. It had a semi-monocoque fuselage, a low wing with all-metal flaps equipped with a hydraulic drive. The pilot's cabin was covered with a teardrop-shaped canopy for all-round visibility. The landing gear is tricycle with two main struts and a tail wheel. During flight, all landing gear wheels were retracted by a hydraulic system and covered with shields. A total of 1.3 thousand aircraft were produced. Vehicle performance characteristics: length – 8.9 m; height – 3 m; wingspan – 9.5 m; wing area – 15 m²; empty weight – 2.1 t, take-off weight – 3 t; engine - Nakajima Ha-109 with a power of 1,520 hp; fuel tank volume – 455 l; rate of climb – 19.5 m/s; maximum speed – 605 km/h, cruising speed – 400 km/h; practical range – 1,700 km; practical ceiling – 11,200 m; armament - four 12.7-mm No-103 machine guns or two 40-mm Ho-301 cannons, 760 rounds of ammunition; bomb load - 100 kg; crew - 1 person.

The single-seat fighter was produced by Nakajima in 1943-1945. In total, 3.5 thousand vehicles were produced in the following modifications: Ki-84, Ki-84-Iа/b/с and Ki-84-II. It was a cantilever low-wing monoplane of all-metal construction. It had pilot armor, protected fuel tanks and retractable landing gear. Vehicle performance characteristics: length – 9.9 m; height – 3.4 m; wingspan – 11.2 m; wing area – 21 m²; empty weight – 2.7 t, take-off weight – 4.1 t; engine - Nakajima Na-45 with a power of 1,825 - 2,028 hp; fuel tank volume – 737 l; rate of climb – 19.3 m/s; maximum speed - 630 - 690 km/h, cruising speed - 450 km/h; practical range – 1,700 km; practical ceiling – 11,500 m; armament - two 20-mm No-5 cannon, two 12.7-mm Type No-103 machine guns or four 20-mm No-5; bomb load - 500 kg; crew - 1 person.

As of early 2012, the number of personnel in the Japan Air Self-Defense Force was approximately 43,700. The aircraft fleet includes about 700 aircraft and helicopters of the main types, of which the number of tactical and multi-role fighters is about 260 units, light trainers/attack aircraft - about 200, AWACS aircraft - 17, radio reconnaissance and electronic warfare aircraft - 7, strategic tankers - 4 , military transport aircraft - 44.

Tactical fighter F-15J (160 pcs.) Single-seat all-weather version of the F-15 fighter for the Japanese Air Force, produced since 1982 by Mitsubishi under license.

Structurally similar to the F-15 fighter, but has simplified electronic warfare equipment. F-15DJ(42) - further development of the F-15J

F-2A/B (39/32pcs.) - Multi-role fighter developed by Mitsubishi and Lockheed Martin for the Japan Air Self-Defense Force.

F-2A fighter, photograph taken in December 2012. from the Russian reconnaissance Tu-214R

The F-2 was intended primarily to replace the third generation fighter-bomber Mitsubishi F-1 - according to experts, an unsuccessful variation on the SEPECAT "Jaguar" theme with an insufficient range of action and a small combat load. The appearance of the F-2 aircraft was significantly influenced by the American project General Dynamic "Agile Falcon" - a slightly enlarged and more maneuverable version of the F-16 "fighting Falcon" aircraft. Although outwardly the Japanese aircraft is very similar to its American counterpart, it should still be considered a new aircraft, different from prototype not only by differences in the airframe design, but also by the structural materials used, on-board systems, radio electronics and weapons. Compared with American car In the design of the Japanese fighter, advanced composite materials were used much more widely, which ensured a reduction in the relative weight of the airframe. Overall, the design Japanese plane simpler, lighter and more technologically advanced than the F-16.

F-4EJ Kai (60 pcs.) - Multirole fighter.

Japanese version of the McDonnell-Douglas F-4E. "Phantom"II

Satellite image Google Earth: aircraft and F-4J Miho airbase

T-4 (200 pcs.) - Light attack aircraft/trainer, developed by Kawasaki for the Japan Air Self-Defense Force.

Japanese aerobatic team flies the T-4 Blue group Impulse. The T-4 has 4 hardpoints for fuel tanks, machine gun containers and other weapons necessary to perform training missions. The design allows for rapid modification into a light attack aircraft. In this version, it is capable of carrying up to 2000 kg of combat load on five suspension units. The aircraft can be retrofitted to use the AIM-9L Sidewinder air-to-air missile.

Grumman E-2CHawkeye (13 pcs.) - AWACS and control aircraft.

Boeing E-767 AWACS(4pcs.)

AWACS aircraft built for Japan, based on the passenger Boeing 767

C-1A (25 pcs.) Medium-range military transport aircraft developed by Kawasaki for the Japan Air Self-Defense Force.

C-1s form the backbone of the Japanese Self-Defense Forces' fleet of military transport aircraft.
The aircraft is designed for air transport of troops, military equipment and cargo, landing of personnel and equipment by landing and parachute methods, evacuation of the wounded. The S-1 aircraft has a high swept wing, a fuselage with a round cross-section, a T-shaped tail and a tricycle landing gear that is retractable in flight. In the front part of the fuselage there is a crew cabin consisting of 5 people, behind it there is a cargo compartment 10.8 m long, 3.6 m wide and 2.25 m high.
Both the flight deck and cargo compartment are pressurized and connected to an air conditioning system. The cargo compartment can carry 60 soldiers with weapons or 45 paratroopers. In the case of transporting the wounded, 36 stretchers of the wounded and their accompanying personnel can be placed here. Through the cargo hatch located in the rear of the aircraft, the following can be loaded into the cabin: a 105-mm howitzer or a 2.5-ton truck, or three cars
jeep type. Equipment and cargo are dropped through this hatch, and paratroopers can also land through the side doors at the rear of the fuselage.

Google Earth satellite image: T-4 and S-1A aircraft Tsuiki airbase

EC-1 (1 piece) - Electronic reconnaissance aircraft based on the transport S-1.
YS-11 (7 pcs.) - Electronic warfare aircraft based on a medium-range passenger aircraft.
C-130H (16 pcs.) - Multi-purpose military transport aircraft.
Boeing KC-767J (4 pcs.) - Strategic tanker aircraft based on the Boeing 767.
UH-60JBlack Hawk (39 pcs.) - Multi-purpose helicopter.
CH-47JChinook (16 pcs.) - Multi-purpose military transport helicopter.

Air defense: 120 PU "Patriot" and "Advanced Hawk" missiles.

Google Earth satellite image: Patriot air defense system launcher of Japanese air defense in the Tokyo area

Google Earth satellite image: Advanced Hawk air defense system of Japan, suburb of Tokyo

Formation of the current Japanese Air Force began with the passage of the law on July 1, 1954, creating the Office of National Defense, as well as the land, navy and air forces. The problem of aviation equipment and personnel was solved with American help. In April 1956, an agreement was signed to supply Japan with F-104 Starfighter jets.

At that time this multi-role fighter passed flight tests, showed high capabilities as an air defense fighter, which corresponded to the views of the country's leadership on the use of the armed forces “only in the interests of defense.”
Subsequently, when creating and developing the armed forces, the Japanese leadership proceeded from the need to ensure “the country’s initial defense against aggression.” The subsequent response to a possible aggressor under the security treaty was to be given by the US armed forces. Tokyo considered the guarantor of such a response to be the placement of American military bases on the Japanese islands, while Japan assumed many of the costs of ensuring the functioning of Pentagon facilities.
Based on the above, the equipment of the Japanese Air Force began.
In the late 1950s, the Starfighter, despite its high accident rate, became one of the main air force fighters in many countries and was produced in various modifications, including in Japan. It was the F-104J all-weather interceptor. Since 1961, the Air Force of the Land of the Rising Sun has received 210 Starfighter aircraft, 178 of which were manufactured by the famous Japanese concern Mitsubishi under license.
It must be said that the construction of jet fighters in Japan began back in 1957, when production (also under license) of American F-86F Saber aircraft began.

F-86F "Saber" of the Japanese Air Self-Defense Force

But by the mid-1960s, the F-104J began to be regarded as an obsolete vehicle. Therefore, in January 1969, the Japanese Cabinet of Ministers decided to equip the country's air force with new interceptor fighters. The American multirole fighter of the third generation F-4E Phantom was chosen as the prototype. But the Japanese, when ordering the F-4EJ variant, stipulated that it be an interceptor aircraft. The Americans did not object, and all equipment for working against ground targets was removed from the F-4EJ, but the air-to-air weapons were strengthened. All in accordance with the Japanese concept of “defense only.” The leadership of Japan demonstrated, at least in conceptual documents, a desire to ensure that the country's armed forces remained national armed forces and ensure the security of its territory.

A “softening” of Tokyo’s approaches to offensive weapons, including in the Air Force, began to be observed in the second half of the 1970s under pressure from Washington, especially after the adoption in 1978 of the so-called “Guiding Principles of Japan-US Defense Cooperation.” Before this, there had been no joint actions, not even exercises, between the self-defense forces and American units on Japanese territory. Since then, much has changed, including in the performance characteristics of aircraft, in the Japanese Self-Defense Forces with the expectation of joint actions. For example, the still produced F-4EJs are equipped with equipment for in-flight refueling. The last Phantom for the Japanese Air Force arrived in 1981. But already in 1984, a program was adopted to extend their service life. At the same time, the Phantoms began to be equipped with bombing capabilities. These aircraft were named Kai.
But this does not mean that the main mission of the Japanese Air Force has changed. It remained the same - providing air defense for the country. That is why, since 1982, the Japanese Air Force began to receive license-produced F-15J all-weather interceptor fighters. It was a modification of the fourth-generation American all-weather tactical fighter F-15 Eagle, designed “to gain air superiority.” To this day, the F-15J is the main air defense fighter of the Japanese Air Force (a total of 223 such aircraft were delivered to them).
As you can see, almost always the emphasis in the choice of aircraft was on fighters aimed at air defense missions and gaining air superiority. This applies to the F-104J, F-4EJ, and F-15J.
It was only in the second half of the 1980s that Washington and Tokyo agreed to jointly develop a close support fighter.
The validity of these statements has so far been confirmed in the course of conflicts in connection with the need to re-equip the country's military aviation fighter fleet. The main task of the Japanese Air Force remains to ensure the country's air defense. Although the task of providing air support to the ground forces and navy has also been added. This is evident from the organizational structure of the Air Force. Its structure includes three aviation directions – Northern, Central and Western. Each of them has two fighter wings, including two squadrons. Moreover, out of 12 squadrons, nine are air defense and three are tactical fighter. In addition, there is the Southwestern Combined Aviation Wing, which includes another air defense fighter squadron. Air defense squadrons are armed with F-15J and F-4EJ Kai aircraft.
As you can see, the core of the “core forces” of the Japanese Air Force consists of interceptor fighters. There are only three direct support squadrons and they are armed with F-2 fighters jointly developed by Japan and America.
The current program of the Japanese government to re-equip the country's Air Force aircraft fleet in in general terms is aimed at replacing outdated Phantoms. Two options were considered. According to the first version of the tender for a new F-X fighter it was planned to purchase from 20 to 60 fifth-generation air defense fighters similar in performance characteristics to the American F-22 Raptor fighter (Predator, produced by Lockheed Martin/Boeing). It was accepted into service by the US Air Force in December 2005.
According to Japanese experts, the F-22 is most consistent with Japan's defense concepts. The American F-35 fighter was also considered as a backup option, but it is believed that more vehicles of this type will be needed. In addition, this is a multi-role aircraft and its main purpose is to strike targets on the ground, which does not correspond to the “defense only” concept. However, the US Congress banned the export of " the newest fighter, in which all are used best achievements» United States aviation industry. Given this, most other countries that purchase American fighters are satisfied with the earlier models of the F-15 and F-16 or are waiting for the start of sales of the F-35, which uses the same technologies as the F-22, but is cheaper, more versatile application and from the very beginning of development was intended for export.
Of the American aviation corporations, Boeing had the closest ties with the Japanese Air Force for many years. In March, he proposed a new, significantly upgraded F-15FX model. Two other fighter jets produced by Boeing are also proposed, but they have no chance of success, since many of these machines are outdated. What is attractive to the Japanese in Boeing's application is that the corporation officially guarantees assistance in the deployment of licensed production, and also promises to provide Japanese companies with technologies used in the manufacture of aircraft.
But most likely, according to Japanese experts, the winner of the tender will be the F-35. It has almost the same high performance characteristics as the F-22, is a fifth-generation fighter and has some capabilities that the Predator does not have. True, the F-35 is still under development. Its introduction into the Japanese Air Force, according to various estimates, may begin in 2015–2016. Until then, all F-4s will have served their service life. The delay in choosing a new flagship fighter for the country's air force is causing concern in Japanese business circles, since in 2011, after the release of the last of the ordered F-2s, for the first time in post-war Japan, it was necessary, albeit temporarily, to curtail its own fighter construction.
Today in Japan there are about 1,200 companies associated with the production of fighter aircraft. They have special equipment and properly trained personnel. The management of the Mitsubishi Jukogyo Corporation, which has the largest portfolio of orders from the Ministry of Defense, believes that “production technologies in the defense sector, if not supported, are lost and never revived.”

In general, the Japanese Air Force is well-equipped, with fairly modern military equipment, in high combat readiness, and is quite capable of solving the assigned tasks.

The naval aviation of the Japanese Maritime Self-Defense Force (Navy) is equipped with 116 aircraft and 107 helicopters.
The patrol air squadrons are armed with the basic R-ZS Orion patrol aircraft.

Anti-submarine helicopter squadrons are equipped with SH-60J and SH-60K helicopters.

Anti-submarine SH-60J Japanese Navy

Search and rescue squadrons include three search and rescue squads (three UH-60J helicopters each). There is a squadron of rescue seaplanes (US-1A, US-2)

US-1A seaplanes of the Japanese Navy

And two electronic warfare squadrons, equipped with electronic warfare aircraft ER-3, UP-3D and U-36A, as well as reconnaissance OR-ZS.
Separate aviation squadrons, according to their purpose, solve the problems of conducting flight tests of Navy aircraft, participate in the operations of mine-sweeping forces, as well as in activities for airlifting personnel and cargo.

On the Japanese islands, within the framework of a bilateral Japanese-American treaty, the 5th Air Force of the US Air Force is permanently stationed (headquarters at Yokota Air Base), which includes 3 air wings equipped with the most modern combat aircraft, including 5th generation F-22 Raptor.

Google Earth satellite image: US Air Force F-22 aircraft at Kadena Air Base

In addition, the 7th Operational Fleet of the US Navy constantly operates in the Western Pacific. The headquarters of the commander of the 7th Fleet is located at the Yokosuka naval base (Japan). Fleet formations and ships are based at Yokosuka and Sasebo naval bases, aviation - at Atsugi, Misawa air bases, formations Marine Corps- at Camp Butler (Okinawa) on the terms of a long-term lease of these bases from Japan. Fleet forces regularly participate in theater security operations and joint exercises with the Japanese Navy.

Google Earth satellite image: aircraft carrier George Washington at Yokosuka naval base

The US Navy Carrier Strike Group, including at least one aircraft carrier, is almost constantly located in the region.

Near Japanese islands a very powerful aviation group is concentrated, several times greater than our forces in this region.
For comparison combat aviation our country on Far East as part of the Air Force and Air Defense Command, the former 11th Air Force and Air Defense Army is an operational association of the air force of the Russian Federation, with headquarters in Khabarovsk. It has no more than 350 combat aircraft, a significant part of which are not combat-ready.
In terms of numbers, the naval aviation of the Pacific Fleet is inferior to the aviation of the Japanese Navy by about three times.

Based on materials:
http://war1960.narod.ru/vs/vvs_japan.html
http://nvo.ng.ru/armament/2009-09-18/6_japan.html
http://www.airwar.ru/enc/sea/us1kai.html
http://www.airwar.ru/enc/fighter/fsx.html
Directory by K.V. Chuprin “ARMED FORCES OF THE CIS AND BALTIC COUNTRIES”

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 “corps” created with the direct assistance of the Pentagon public safety" After the transformation of this corps into the “self-defense forces” (July 1954), aviation was separated into an independent branch 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

By mid-1975, the number of personnel in the Japanese Air Force was about 45 thousand people. The service consisted of more than 500 combat aircraft (including up to 60 F-4EJ fighters, over 170 F-104J, about 250 F-86F and almost 20 RF-4E and RF-86F reconnaissance aircraft), approximately 400 auxiliary aircraft (more than 35 transport and 350 training aircraft). In addition, there were at least 20 helicopters and approximately 150 Nike-J missile launchers. Aviation was based at 15 air bases and airfields.

Rice. 3. T-2 training aircraft

Japanese Air Force Organization

Air Force Japan includes the Air Force headquarters, air combat command, training aviation and aviation technical commands, logistics command, as well as centrally subordinate units (Fig. 4). The Air Force Commander is also the Chief of Staff.

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 the territorial division of the country into three air defense zones (Northern, Central and Western), three aviation directions have been created. The commander of each of them is responsible for aviation activities and air defense in the area of their responsibility. General scheme organization of the aviation sector is 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 unit commanders and air defense units about air enemy and pointing fighters at 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 airlifting troops and cargo, as well as for landing airborne assaults. 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 task of the second wing is to search and rescue the crews of aircraft (helicopters), accident victims 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. Observation of airspace There are 28 radar posts. An automated system is used for centralized control of air defense forces and means.

Combat training 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.

The Japanese military leadership believes that the country's aviation capabilities are not adequate at full sea modern requirements conduct of hostilities primarily because most of 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 aviation equipment in its arsenal is constantly improving qualitatively, and the organizational structure is being systematically improved. A characteristic feature of the construction of the Air Force is that it is increasingly equipped with aircraft equipment of its own production.

Following the defeat of Imperial Japan in World War II, the country under American occupation was prohibited from having its own armed forces. The Constitution of Japan, adopted in 1947, proclaimed the renunciation of the creation of armed forces and the right to wage war. However, in 1952, the National Security Forces were formed, and in 1954, the Japanese Self-Defense Forces began to be created on their basis.

Formally, this organization is not a military force and is considered a civilian agency in Japan itself. The Prime Minister of Japan commands the Self-Defense Forces. However, this “non-military organization” with a budget of $59 billion and a staff of almost 250,000 people is equipped with quite modern technology.

Simultaneously with the creation of the Self-Defense Forces, the reconstruction of the Air Force began - the Japan Air Self-Defense Force. In March 1954, Japan concluded a military assistance treaty with the United States, and in January 1960, a “treaty on mutual cooperation and security guarantees” was signed between Japan and the United States. In accordance with these agreements Air Force self-defense began to receive American-made aircraft. The first Japanese air wing was organized on October 1, 1956, which included 68 T-33As and 20 F-86Fs.

F-86F fighters of the Japan Air Self-Defense Force

In 1957, licensed production of American F-86F Saber fighters began. Mitsubishi built 300 F-86Fs from 1956 to 1961. These aircraft served in the Air Self-Defense Forces until 1982.

After the adoption and start of licensed production of the F-86F aircraft, the Air Self-Defense Forces required two-seat jet trainers (JTS) with characteristics similar to combat fighters. The T-33 straight-wing jet trainer, produced under license by the Kawasaki Corporation (210 aircraft built), based on the first production American jet fighter F-80 Shooting Star, did not fully meet the requirements.

In this regard, the Fuji company developed the T-1 trainer based on the American F-86F Saber fighter. Two crew members were seated in the cockpit in tandem under a common canopy that folded back. The first plane took off in 1958. Due to problems with fine-tuning the Japanese-developed engine, the first version of the T-1 was equipped with imported British Bristol Aero Engines Orpheus engines with a thrust of 17.79 kN.

Japanese training center T-1

The aircraft was recognized as meeting the requirements of the Air Force, after which two batches of 22 aircraft were ordered under the designation T-1A. Aircraft from both batches were delivered to the customer in 1961-1962. From September 1962 to June 1963, 20 production aircraft were built under the designation T-1B with the Japanese Ishikawajima-Harima J3-IHI-3 engine with a thrust of 11.77 kN. Thus, the T-1 T-1 became the first post-war Japanese jet aircraft designed by its own designers, the construction of which was carried out at national enterprises from Japanese components.

The Japanese Air Self-Defense Force operated the T-1 training aircraft for more than 40 years; several generations of Japanese pilots were trained on this training aircraft; the last aircraft of this type was decommissioned in 2006.

With a take-off weight of up to 5 tons, the aircraft reached speeds of up to 930 km/h. It was armed with one 12.7 mm machine gun and could carry a combat load in the form of NAR or bombs weighing up to 700 kg. In its main characteristics, the Japanese T-1 approximately corresponded to the widespread Soviet training device - UTI MiG-15.

In 1959, the Japanese company Kawasaki acquired a license to produce the Lockheed P-2H Neptune maritime anti-submarine patrol aircraft. Since 1959, mass production began at the plant in the city of Gifu, ending with the production of 48 aircraft. In 1961, Kawasaki began developing its own modification of the Neptune. The aircraft was designated P-2J. Instead of piston engines, it was equipped with two General Electric T64-IHI-10 turboprop engines with a power of 2850 hp each, produced in Japan. The Westinghouse J34 auxiliary turbojet engines were replaced with Ishikawajima-Harima IHI-J3 turbojet engines.

In addition to the installation of turboprop engines, there were other changes: the fuel supply was increased, and new anti-submarine and navigation equipment was installed. In order to reduce drag, the engine nacelles were redesigned. To improve takeoff and landing characteristics on soft ground, the landing gear was redesigned - instead of one large-diameter wheel, the main struts received twin wheels of smaller diameter.

Kawasaki P-2J maritime patrol aircraft

In August 1969, serial production of the P-2J began. Between 1969 and 1982, 82 cars were produced. Patrol aircraft of this type were operated by Japanese naval aviation until 1996.

Realizing that the American F-86 subsonic jet fighters by the early 60s no longer met modern requirements, the command of the Self-Defense Forces began to look for a replacement for them. In those years, the concept became widespread that air combat in the future would be reduced to supersonic interception of strike aircraft and missile duels between fighters.

These ideas were fully consistent with the Lockheed F-104 Starfighter supersonic fighter developed in the United States in the late 50s.

During the development of this aircraft, high speed characteristics were put at the forefront. The Starfighter was subsequently often called “a rocket with a man inside.” US Air Force pilots quickly became disillusioned with this capricious and unsafe aircraft, and they began to offer it to the allies.

In the late 1950s, the Starfighter, despite its high accident rate, became one of the main air force fighters in many countries and was produced in various modifications, including in Japan. It was the F-104J all-weather interceptor. On March 8, 1962, the first Japanese-assembled Starfighter was rolled out of the gates of the Mitsubishi plant in Komaki. In design, it was almost no different from the German F-104G, and the letter “J” only denotes the customer country (J - Japan).

Since 1961, the Land of the Rising Sun Air Force has received 210 Starfighter aircraft, 178 of which were manufactured by the Japanese concern Mitsubishi under license.

In 1962, construction began on Japan's first short- and medium-haul turboprop airliner. The aircraft was produced by the Nihon Aircraft Manufacturing Corporation consortium. It included almost all Japanese aircraft manufacturers, such as Mitsubishi, Kawasaki, Fuji and Shin Meiwa.

The passenger turboprop aircraft, designated YS-11, was intended to replace the Douglas DC-3 on domestic routes and could carry up to 60 passengers at a cruising speed of 454 km/h. From 1962 to 1974, 182 aircraft were produced. To this day, the YS-11 remains the only commercially successful passenger aircraft produced by a Japanese company. Of the 182 aircraft produced, 82 aircraft were sold to 15 countries. A dozen of these aircraft were delivered to the military department, where they were used as transport and training aircraft. Four aircraft were used in the electronic warfare version. In 2014, a decision was made to retire all variants of the YS-11.

By the mid-1960s, the F-104J began to be regarded as an obsolete aircraft. Therefore, in January 1969, the Japanese Cabinet raised the issue of equipping the country's air force with new interceptor fighters, which were supposed to replace the Starfighters. The American multirole fighter of the third generation F-4E Phantom was chosen as the prototype. But the Japanese, when ordering the F-4EJ variant, stipulated that it be a “pure” interceptor fighter. The Americans did not object, and all equipment for working against ground targets was removed from the F-4EJ, but the air-to-air weapons were strengthened. Everything in this was done in accordance with the Japanese concept of "defense only."

The first licensed Japanese-built aircraft first took flight on May 12, 1972. Mitsubishi subsequently built 127 F-4FJs under license.

For example, in-flight refueling equipment began to be installed on F-4EJ fighters that were still in production. The last Phantom for the Japanese Air Force was built in 1981. But already in 1984, a program was adopted to extend their service life. At the same time, the Phantoms began to be equipped with bombing capabilities. These aircraft were named Kai. Most of the Phantoms that had a large residual life were modernized.

F-4EJ Kai fighters continue to be in service with the Japan Air Self-Defense Force. 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. Power point- four T64 turboprop engines with a power of 3060 hp. , each of which drove a three-bladed propeller. There are floats under the wing for additional stability during takeoff and landing. To move along the slipway, a retractable wheeled chassis is used.

To solve anti-submarine missions, PS-1 had a powerful search radar, a magnetometer, a receiver and indicator of sonobuoy signals, a buoy overflight indicator, as well as active and passive submarine detection systems. Under the wing, between the engine nacelles, there were attachment points for four anti-submarine torpedoes.

In January 1973, the first aircraft entered service. The prototype and two pre-production aircraft were followed by a batch of 12 production aircraft, and then eight more aircraft. Six PS-1s were lost during service.

Subsequently 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 for the cessation of production of the C-1A was pressure from the United States, which saw the Japanese transporter as a competitor to its C-130.

Despite the “defensive orientation” of the Self-Defense Forces, an inexpensive fighter-bomber was required to provide air support to Japanese ground units.

In the early 70s 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 plane had a maximum take-off weight of 12800 kg, maximum speed at altitude - 1,700 km/h, ferry range with PTB - 2870 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 a combat single-seat fighter-bomber F-1 based on the T-2 training facility - the first Japanese one since World War II combat aircraft own development. By design, it is a copy of the T-2 aircraft, but has a single-seat cockpit and more advanced sighting and navigation equipment. The F-1 fighter-bomber made its first flight in June 1975, and serial production began in 1977.

The Japanese aircraft conceptually repeated the Franco-British Jaguar, but could not even come close to it in terms of the number of aircraft built. A total of 77 F-1 fighter-bombers were delivered to the Air Self-Defense Forces. For comparison: SEPECAT Jaguar produced 573 aircraft. The last F-1 aircraft were withdrawn from service in 2006.

The decision to build a training aircraft and a fighter-bomber on the same base was not very successful. As an aircraft for training and training pilots, the T-2 turned out to be very expensive to operate, and its flight characteristics did not meet the requirements for training equipment. The F-1 fighter-bomber, while similar to the Jaguar, was seriously inferior to the latter in combat load and range.

Based on materials:
Encyclopedia of modern military aviation 1945-2002. Harvest, 2005.
http://www.defenseindustrydaily.com
http://www.hasegawausa.com
http://www.airwar.ru

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