AVIATION The situation in meeting the needs of the Russian Army for aviation was even more dire. There was no production of aircraft engines in peacetime in Russia, except for the branch of the Gnoma plant in Moscow, which produced no more than 5 engines of this type

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

MajorV. BUDANOV

For the beginning, see: Foreign Military Review. - 2008. - No. 8. - P. 3-12.

The first part of the article examined the general organizational structure of the Japanese Air Force, as well as the composition and tasks performed by the air combat command.

Command combat support (KBO) is intended to support the activities of the LHC. It solves the problems of search and rescue, military transport, transport and refueling, meteorological and navigation support. Organizationally, this command includes a search and rescue air wing, three transport air groups, a transport and refueling squadron, air traffic control, meteorological support and radio navigation control groups, as well as a special transport air group. Number personnel KBO about 6,500 people.

This year, the first squadron of transport and refueling aviation was created in the KBO with the aim of expanding the operational zone of fighter aircraft and increasing the combat capabilities of the Air Force to protect islands and sea communications remote from the main territory. At the same time, it is expected to increase the duration of fighter aircraft patrols in threatened areas. The presence of refueling aircraft will also make it possible to carry out non-stop transfer of fighters to remote training grounds (including abroad) to practice operational and combat training tasks. The aircraft, a new class for the Japanese Air Force, can be used to deliver personnel and cargo and enable greater participation of the national armed forces in international peacekeeping and humanitarian operations. It is assumed that refueling aircraft will be based at Komaki Air Base (Honshu Island).

In total, according to the calculations of military department specialists, it is considered advisable to have in the future combat strength Japanese Air Force up to 12 tanker aircraft. Organizationally, the refueling aviation squadron will include a headquarters and three groups: refueling aviation, aviation engineering support and airfield maintenance. The total staffing level of the units is approximately 10 people.

Simultaneously with the performance of refueling functions, the aircraftKC-767 Jintended to be used as a transport

Organizational structure of the Japanese Air Force Combat Support Command

The basis of the squadron being formed will be the KC-767J transport and refueling aircraft (TZA) 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. Total stock aircraft fuel 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 volume of about 24 thousand liters.

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 operations 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, on the second prototype the necessary improvements and research have been carried out. According to the leadership of the military department, this will not affect the already determined deadlines for the implementation of the R&D program, according to which S-X aircraft will begin to be delivered to the troops to replace outdated S-1s from the end of 2011. In accordance with the tactical and technical specifications, the carrying capacity of the S-X will be 26 tons or up to 110 personnel, and the flight range will be about 6,500 km.

Training Command(UK) is intended for training personnel for the Air Force. It has been operating since 1959, and in 1988, as part of the reorganization of this type, it was reorganized. The command structure includes two fighter and three training wings, an officer candidate school and five aviation technical schools. The total number of permanent personnel of the Criminal Code is about 8 thousand people.

Fighter and training aviation wings are designed to train students and cadets in aircraft piloting techniques. In their organizational structure, these air wings are similar to the two-squadron BAC fighter wing. In addition, in 4 acre there is a demonstration and aerobatic squadron "Blue Impuls" (T-4 aircraft).

The training of pilots of fighter, military transport and search and rescue aviation of the Japanese Air Force is carried out in educational institutions and combat aviation units. It includes three main stages:

Training cadets in piloting techniques and the basics of combat use of combat training aircraft;

Mastering the technique of piloting and combat use of fighters, military transport aircraft and helicopters in service with the Air Force;

Improving the training of flight personnel of aviation units during their service.

The duration of training at a military aviation educational institution from the moment of enrollment until the assignment of the initial officer rank of lieutenant is five years and three months. Air Force educational institutions accept young men aged 18 to 21 with secondary education.

At the preliminary stage, there is an initial selection of candidates for training, carried out by officers of the prefectural recruiting centers. It includes reviewing applications, getting acquainted with the candidates’ personal data and passing a medical commission. Successfully completed this stage candidates take entrance exams and undergo professional aptitude testing. Applicants who pass the exams with a grade of at least “good” and pass testing become cadets of the Japanese Air Force. The annual intake is about 100 people, of which up to 80 are high school graduates, the rest are graduates of civilian institutes who have expressed a desire to become military pilots.

As part of theoretical training, before starting flight training, cadets study aerodynamics, aircraft technology, documents regulating flight operations, communications and radio equipment, and also acquire and consolidate skills in working with aircraft cockpit equipment during comprehensive training sessions. Duration of training is two years. After this, the cadets are transferred to the first year of initial flight training (on aircraft with piston engines).

The duration of the first stage (on combat training aircraft) is eight months, the program is designed for 368 hours (138 hours of ground training and 120 hours of command and staff training, 70 hours of flight time on T-3 aircraft, as well as 40 hours of training on simulators). The training is organized on the basis of the 11th and 12th training aircraft, which are equipped with T-3 training aircraft (up to 25 units each), simulators and other necessary equipment. The total number of permanent staff (teachers, instructor pilots, engineers, technicians, etc.) of one air wing is 400-450 people, cadets 40-50.

Individual training of pilots is considered the basis for high combat training of flight personnel.

The flight instructors have significant experience in combat and training units. The minimum total flight time of an instructor is 1,500 hours, the average is 3,500 hours. Each of them is assigned no more than two cadets for the training period. Their mastering of piloting techniques is carried out according to the principle “from simple to complex” and begins with practicing take-off, circling flight, landing, and simple aerobatics in the zone. Quite stringent requirements are imposed on cadets' piloting techniques, the need for which is determined by considerations of ensuring flight safety and achieving high professionalism of future pilots. In this regard, the number of cadets expelled due to professional incompetence is quite large (15-20 percent). After completing the first course of initial flight training, cadets are trained in accordance with their desires and demonstrated professional abilities in training programs for fighter and military transport aviation pilots, as well as helicopter pilots.

The fighter pilot training program begins with the second year of initial training (on jet-powered aircraft).

The duration of training is currently 6.5 months. The training program includes ground (321 hours, 15 training topics) and command and staff (173 hours) training, 85 hours of flight time on T-2 jet combat training aircraft (UBS), as well as comprehensive training on the S-11 simulator (15 hours ). Training under the second-year program is organized on the basis of the 13th training wing. The total number of permanent personnel of the wing is 350 people, including 40 instructor pilots, whose average flight time on all types of aircraft is 3,750 hours. During training, up to 10 percent. cadets are expelled due to professional incompetence.

The demonstration and aerobatic squadron "Blue Impuls" 4 acre is equipped

by T-4 aircraft

Having completed initial flight training on piston and jet aircraft with a total flight time of 155 hours, cadets proceed to the main course of training, which is conducted on the basis of the 1st Fighter Wing on Japanese-made T-4 aircraft. The program of this training course lasts 6.5 months. It provides for a total flight time of 100 hours for each cadet, ground training (240 hours) and classes in command and staff disciplines (161 hours). Up to 10 percent cadets who have not mastered piloting techniques within the number of export flights established by the program are expelled. Graduates of the basic flight training course are awarded a pilot qualification and awarded the corresponding badges.

The goal of the second stage of flight training for cadets is to master the techniques of piloting and combat use of aircraft in service with the Air Force. In the interests of solving these problems, combat training courses on the T-2 supersonic jet trainers and retraining courses on combat aircraft F-15J and F-4EJ.

The T-2 combat training course is conducted at the 4th Fighter Wing, staffed by instructor pilots with significant experience flying F-4E and F-15 combat aircraft. It is designed for ten months. The program provides for a total cadet flight time of 140 hours. Independent training flights account for approximately 70 percent. total flight time. At the same time, trainees develop stable skills in piloting and combat use of T-2 aircraft. A characteristic feature of the training is the participation of cadets, as they gain experience, in joint tactical flight training with pilots of combat units to practice issues of conducting air combat in fighter aircraft. various types. After completing the combat training course on T-2 aircraft, the total flight time of the cadets is 395^00 hours and they are awarded the military rank of non-commissioned officer. Theoretical and practical retraining is carried out in the 202nd (F-15J aircraft) and 301 (F-4EJ) air defense fighter aviation squadrons, which, along with performing this task, are involved in combat duty. During it, cadets practice the basic elements of piloting techniques and combat use of F-15J and F-4EJ aircraft.

The retraining program for F-15J aircraft is designed to last 17 weeks. It includes theoretical training, training on TF-15 simulators (280 hours) and flights (30 hours). In total, there are 26 pilots in 202 IAE, of which 20 are instructor pilots, each of whom is assigned one cadet for the training period. Retraining for F-4EJ aircraft is carried out at the 301st Air Defense Fighter Squadron for 15 weeks (during this time the cadet's flight time is 30 hours). The theoretical training and simulator training program is designed for 260 training hours.

Training of pilots on military aviation aircraft and helicopters is carried out on the basis of the 403rd air transport wing and the training squadron of the search and rescue aircraft. Most of these pilots are trained by retraining former fighter pilots to military transport aircraft and helicopters, and about half are trained as cadets who, like future fighter pilots, first train in a theoretical training unit (two years) and undergo the first year of basic flight training (eight months, on T-3 aircraft), after which they master piloting techniques on the T-4 training aircraft, and then on the B-65 training aircraft. Further, future military transport aviation pilots undergo training on YS-11, S-1 aircraft and S-62 helicopters.

Before being awarded the officer rank of lieutenant, all cadets who have completed retraining and flight practice in units are sent to a four-month command and staff course for flight personnel at the officer candidate school in Nara (Honshu Island). After completing the courses, they are distributed to combat aviation units, where their further training is carried out in accordance with the plans and programs developed by the Japanese Air Force command.

The third stage - improving the training of flight personnel of aviation units during service - is provided for in the process of combat training. Individual training of pilots is considered the basis for high professional and combat training of flight personnel. Based on this, the Japanese Air Force has developed and is implementing plan increasing the annual flight hours of fighter aviation pilots. Flight personnel improve their skills in accordance with special Air Force combat training programs, which provide for the consistent development of elements of combat use independently, as part of a pair, flight, squadron and wing. The programs are being developed by the headquarters of the Japanese Air Force in cooperation with the headquarters of the 5th VA of the US Air Force (AvB Yokota, Honshu Island). The highest form of combat training for flight personnel is flight tactical exercises and training, conducted both independently and jointly with US aviation stationed in the Western Pacific.

Every year, the Japanese Air Force hosts a significant number of flight training events on the scale of air wings and aviation areas, an important place among which is occupied by flight-tactical exercises and competitions of the air units of the BAC and the transport air wing. The largest include the final exercise of the national air force "Soen", the Japanese-American tactical flight exercise "Cope North", as well as joint search and rescue units. In addition, Japanese-American tactical flight training to intercept B-52 strategic bombers in electronic countermeasures conditions and weekly training of fighter aircraft crews in the areas of the Okinawa and Hokkaido islands are systematically organized.

Carrying out scientific research, experiments and tests in the interests of improving aviation equipment and weapons of the Air Force are entrusted to test command. Organizationally, the command structure includes a test wing, an electronic weapons testing group and an aviation medicine research laboratory. The test wing performs the following functions: it is engaged in testing and studying the flight, operational and tactical characteristics of aircraft, aviation weapons, radio-electronic and special equipment; develops recommendations for their operation, piloting and combat use; conducts control flights of aircraft arriving from manufacturing plants. Test pilots are also trained at its base. In its activities, the wing is in close contact with the research and technical center.

The Logistics Command is dedicated to solving Air Force logistics problems. It is responsible for receiving and creating inventories of material resources, their storage, distribution and Maintenance. Organizationally, the command structure includes four supply bases.

In general, the attention paid by the military-political leadership of the country to the development of the national air force indicates important role this high-tech branch of the armed forces is part of Tokyo's plans to ensure the country's combat readiness.

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The Japanese Air Force is the aviation component of the Japan Self-Defense Force and is responsible for airspace defense. The purpose of the Air Force is to combat the air forces of the aggressor, provide anti-aircraft and missile defense economic and political centers of the country, groupings of forces and important military installations, providing 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.

Japan used combat aircraft for the first time in September 1414. Together with the British and French, the Japanese opposed the Germans located in China. In addition to the Nieuports, the Japanese Air Force had 4 Farman units. At first they were used as scouts, and then they carried out airstrikes against the enemy. And the first air battle took place during the attack of the German fleet in Tsingtao. Then the German Taub took to the skies. As a result of the air battle, there was no winner or loser, but one Japanese plane was forced to land in China. The plane was burned. During the entire campaign, 86 sorties were flown and 44 bombs were dropped.

The first attempts to launch flying machines in Japan happened back in 1891. Then several models with rubber motors took to the air. A little later, a larger model with a drive and a pusher propeller was designed. But the military was not interested in her. It was only in 1910, when the Farman and Grande aircraft were purchased, that aviation was born in Japan.

The first one was built in 1916 unique development- Yokoso flying boat. The companies Kawasaki, Nakajima and Mitsubishi immediately took up development. For the next fifteen years, this trio was engaged in the production of improved models of European aircraft, mainly German, English and French. Pilot training took place in the best schools in the USA. By the early 1930s, the government decided that it was time to begin its own aircraft production.

In 1936, Japan independently developed the Mitsubishi G3M1 and Ki-21 twin-engine bombers, the Mitsubishi Ki-15 reconnaissance aircraft, the Nakajima B5N1 carrier-based bombers, and the Mitsubishi A5M1 fighters. In 1937, the “second Japanese-Chinese conflict” began, which led to complete secrecy of the aviation industry. A year later, large industrial enterprises were privatized by the state and were completely controlled by it.

Until the end of World War II, Japanese aviation was subordinate to the Japanese Navy and the Imperial Army. She was not taken to separate species 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 entered service own production: Kawasaki C-1 - military transport, Mitsubishi F-2 - fighter-bomber. In 1992, Japanese aviation personnel amounted to 46,000 people, combat aircraft - 330 units. By 2004, the Japanese Air Force had 51,092 personnel.

In 2007, Japan expressed a desire to purchase the F-22, a fifth-generation fighter, from the United States. Having received a refusal, the government decided to build its own aircraft of the same type - the Mitsubishi ATD-X. By 2012, the number of employees in the Air Force had decreased to 43,123 people. The number of aircraft is 371 units.

Japan Air Force Organization (Japanese Air Force)

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 formation that carries out combat missions for the Air Force.

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

Combat aircraft:

1. The F-15 Eagle is a combat trainer 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.

As of the beginning of 2012, the number of personnel Air Force Japan's self-defense force was about 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 American project General Dynamic "Agile Falcon" - a slightly enlarged and more maneuverable version of the F-16 "fighting Falcon" aircraft Although the Japanese aircraft looks very similar to its American counterpart, it should still be considered a new aircraft, differing from the prototype not only in differences in the airframe design, but also in the used structural materials, on-board systems, radio electronics and weapons. Compared to the American aircraft, the design of the Japanese fighter made much greater use of advanced composite materials, which ensured a reduction in the relative weight of the airframe. 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 Google snapshot Earth: planes and F-4Js at Miho Air Base

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

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

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

Boeing E-767 AWACS(4pcs.)

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

C-1A(25pcs.) Military transport aircraft medium range 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 round fuselage cross section, T-shaped tail and retractable tricycle landing gear. 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(39pcs.)- Multi-role helicopter.
CH-47JChinook (16 pcs.) - Multi-purpose military transport helicopter.

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

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

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

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

At that time, this multi-role fighter was undergoing flight tests and showed high capabilities as an air defense fighter, which corresponded to the views of the country’s leadership on the use of the armed forces “only in the interests of defense.”
Subsequently, when creating and developing the armed forces, the Japanese leadership proceeded from the need to ensure “the country’s initial defense against aggression.” The subsequent response to a possible aggressor under the security treaty was to be given by the US armed forces. Tokyo considered the guarantor of such a response to be the placement of American military bases on the Japanese islands, while Japan assumed many of the costs of ensuring the functioning of Pentagon facilities.
Based on the above, the equipment of the Japanese Air Force began.
"Starfighter" in the late 1950s, despite the high accident rate, became one of the main fighter aircraft of the air forces of many countries, 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, many things, including in the technical characteristics of aviation technology in Japanese The Self-Defense Forces are changing in anticipation of joint action. 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 provide air defense countries. Although the task of providing air support to the ground forces and navy has also been added. This can be seen from organizational structure 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 the new F-X fighter, it was planned to purchase from 20 to 60 fifth-generation air defense fighters similar in performance characteristics to the American F-22 Raptor fighter (Predator, produced by Lockheed Martin/Boeing). It was accepted into service by the US Air Force in December 2005.
According to Japanese experts, the F-22 is most consistent with Japan's defense concepts. The American F-35 fighter was also considered as a backup option, but it is believed that more vehicles of this type will be needed. In addition, this is a multi-role aircraft and its main purpose is to strike targets on the ground, which does not correspond to the “defense only” concept. However, back in 1998, the US Congress banned the export of “the latest fighter, which uses all the best achievements” of the United States aviation industry. Taking this into account, most other countries purchasing American fighters are more satisfied early models F-15 and F-16 or are awaiting the start of sales of the F-35, which uses the same technologies as the F-22, but is cheaper, more versatile in application and was intended for export from the very beginning of development.
Of the American aviation corporations, the closest ties are with the Japanese Air Force long years had a Boeing. 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 possess necessary preparation staff. 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 the bilateral Japanese-American treaty, the 5th - air force US Air Force (headquarters at Yokota Air Base), which includes 3 air wings equipped with the most modern combat aircraft, including the 5th generation F-22 Raptor.

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

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

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

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

Near Japanese islands a very powerful aviation group is concentrated, several times greater than our forces in this region.
For comparison combat aviation of our country in the Far East as part of the Air Force and Air Defense Command, the former 11th Air Force and Air Defense Army - an operational association of the air force 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”

Origin and pre-war development 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 the era of heavier-than-air aircraft in Japan. 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 - the imperial fleet and 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 navy and army, which had production equipment at their disposal, rented it out to various aviation 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.

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 controllers from the Ministry of Trade and Industry and observers from the navy and army, who were at their disposal regional centers 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.