Japan Air Force today. The origin and pre-war development of Japanese aviation. Composition of the Japanese Air Force

Origins 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 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 - 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 the production plan for the coming year, headquarters allocated raw materials according to manufacturers' requirements. 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 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.

who shocked the world

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

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

NAMC YS-11

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

Mitsubishi MRJ

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

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

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

Honda NA-420

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

Mitsubishi F-2

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

Shinmaiwa US -2

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

Kawasaki R-1

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

Mitsubishi Mu-2

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

Mitsubishi Mu-300 "Diamond"

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

Kawasaki XC-2

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

Mitsubishi A6M "Zero"


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

Since the end of World War II, the Japanese military-industrial complex has not shone with the “pearls” of its military industry, and has become entirely dependent on the imposed products of the American defense industry, the powerful lobby of which was carried out by the Japanese government due to the direct dependence of capital and pro-American sentiments in the mentality of the top of society .

A striking example of this is the modern composition of the Air Force (or Air Self-Defense Forces): these are 153 units of F-15J (a complete copy of the F-15C), 45 units of F-15DJ (a copy of the two-seat F-15D). On this moment It is these machines, built under an American license, that form the quantitative backbone of aviation for gaining air superiority, as well as suppressing air defense; the aircraft are designed to use the AGM-88 “HARM” anti-aircraft missile system.

The rest of the fighter-reconnaissance aircraft, copied from the United States, is represented by the F-4EJ, RF-4EJ, EF-4EJ aircraft, of which there are about 80 in the country’s Air Force, now they are gradually being withdrawn from service. There is also a contract for the purchase of 42 F-35A GDP fighters, which are an improved copy of the Yak-141. RTR aviation, like the leaders in Europe, is represented by E-2C and E-767 aircraft.

December 18, 2012 Japanese F-2A is accompanied by the latest Russian naval reconnaissance aircraft Tu-214R

But in 1995, Japanese military pilot E. Watanabe took into the air a completely new combat vehicle, which can now safely be classified as the 4++ generation. It was the first XF-2A prototype of the F-2A multi-role fighter, and the subsequent F-2B two-seat fighter. Despite the strong similarity of the F-2A with the American F-16C Block 40, which was taken by Japanese engineers as a reference model, the F-2A was a relatively new technical unit.

This most affected the airframe and avionics. The nose of the fuselage is a purely Japanese design using a new geometric idea that differs from the Falcon.

The F-2A boasts a completely new wing with less sweep, but a 1.25 higher aerodynamic lift coefficient (load-bearing property): the wing area of ​​the Falcon is 27.87 m 2, for the F-2 - 34.84 m 2 . Thanks to the increased wing area, the Japanese embodied in their fighter the ability to “energy” maneuver in the BVB in the steady-state turn mode at a speed of about 22.5 deg/s, as well as reduce fuel consumption during high-altitude combat duty in the complex island grid of Japan. This also became possible thanks to the use of advanced composite materials in the airframe elements of the new aircraft.

The increase in maneuverability was also influenced by the large area of ​​the elevators.

The engine nacelle remained standard for the Falcon, since it was decided to use a General Electric F110-GE-129 turbojet afterburner engine with a maximum thrust of 13.2 tons. Note that the capacity of the internal fuel tanks is 4675 liters, and 5678 when 3 more are suspended PTB. The newest American F-16C Block 60 has only 3080 liters in its internal tanks. The Japanese made a very wise move: citing their defensive nature of the aircraft, in case of conflict within only Japan, they made it possible for the F-2A to have more fuel on board and maintain maneuverability on high level, without using massive PTB. Due to this, a higher combat radius of action is about 830 km versus 580 for the Falcon.

The fighter has a service ceiling of more than 10 km, and a flight speed at high altitude of about 2120 km/h. When installing 4xUR AIM-9M (4x75kg) and 2xUR AIM-120C (2x150kg) and 80% filled internal fuel tanks (3040l), the thrust-to-weight ratio will be about 1.1, which is a strong indicator even today.

The avionics, at the time the fighter entered the Air Force, gave odds to the entire Chinese aircraft fleet. The aircraft is equipped with a multi-channel noise-immune radar from Mitsubishi Electric with a J-APG-1 AFAR, the antenna array of which is formed by 800 PPMs made of GaAs (gallium arsenide), which is the most important semiconductor compound used in modern radio engineering.

The radar is capable of “tying up” (SNP) at least 10 target routes, and firing at 4-6 of them. Considering that in the 90s the phased array industry was actively developing in the Russian Federation and other countries, we can judge the operating range of the radar for a “fighter” type target (3 m 2) of no more than 120-150 km. However, at that time, AFAR and PFAR were installed only on the French Rafale, our MiG-31B and the American F-22A.

Airborne radar J-APG-1

The F-2A is equipped with a Japanese-American digital autopilot, a Melko electronic electronic control system, communication devices and data transmission on the tactical situation in the short and ultra-short wave bands. The inertial navigation system is built around five gyroscopes (the main one is laser, and four backup mechanical ones). The cockpit is equipped with a high-quality holographic indicator on the windshield, a large MFI of tactical information, and two monochrome MFIs - CRT.

The armament is almost identical to the American F-16C, and is represented by AIM-7M, AIM-120C, AIM-9L,M,X missiles; It is worth noting the prospect of the Japanese air-to-air missile AAM-4, which will have a range of about 120 km and a flight speed of 4700-5250 km/h. It will be able to use a fighter and guided bombs with PALGSN, ASM-2 anti-ship missiles and other promising weapons.

Currently, the Japan Air Self-Defense Force has 61 F-2A and 14 F-2B fighters, which, along with AWACS aircraft and 198 F-15C fighters, provide good air defense for the country.

Japan is already “stepping” into the 5th generation of fighter aircraft on its own, as evidenced by the Mitsubishi ATD-X “Shinshin” project (“Shinshin” means “soul”).

Japan, like every technological superpower, by definition must have its own stealth air superiority fighter; the start of work on the magnificent descendant of the legendary aircraft A6M “Zero” started back in 2004. We can say that the employees of the Technical Design Institute of the Ministry of Defense have approached the stage of creating components of the new machine in a “different plane”.

Since the Xinxing project received its first prototype much later than the F-22A, and it undoubtedly took into account and eliminated all the shortcomings and mistakes that the Russians, Americans and Chinese learned from, and also absorbed all the best aerodynamic ideas for implementation of ideal performance characteristics, the latest developments in the avionics base, where Japan has already succeeded.

The first flight of the ATD-X prototype is scheduled for the winter of 2014-2015. In 2009, funds in the amount of $400 million were allocated for the development of the program and the construction of an experimental vehicle alone. Most likely, the Sinsin will be called the F-3 and will enter service no earlier than 2025.

Shinshin is the smallest fighter of the fifth generation, however, the expected range is about 1800 km

What do we know about Sinsin today? Japan is a small power and does not plan to independently participate in large regional wars with the Air Self-Defense Forces, sending its combat aircraft thousands of kilometers deep into enemy territories, hence the name Air Self-Defense Forces. Therefore, the dimensions of the new “stealth aircraft” are small: length - 14.2 m, wingspan - 9.1 m, height along the rear stabilizers - 4.5 m. There is room for one crew member.

Based on the small size of the airframe and the widespread use of composite materials, which is more than 30% plastic with reinforcing carbon, 2 low-weight XF5-1 turbofan engines with a thrust of about 5500 kg/s each, the empty weight of the fighter will be in the range of 6.5-7 tons, t .e. weight and overall dimensions will be very close to the French Mirage-2000-5 fighter.

Thanks to the miniature midsection and the maximum slope of the air intakes to the longitudinal axis of the aircraft (better than that of), as well as the minimum number of right angles in the design of the sophisticated airframe, the Sinsina EPR should meet the expectations of the Japanese military flight personnel, and not exceed 0.03 m 2 ( for the F-22A about 0.1 m 2, for the T-50 about 0.25 m 2). Although, according to the developers, the equivalent of a “small bird” sounded, and this is 0.007 m 2.

The Sinsin engines are equipped with an all-aspect OVT system, consisting of three controlled aerodynamic petals, which look very “oaky”, like for a 5+ generation fighter, but apparently Japanese engineers saw in this design some guarantees of greater reliability than our “all-aspect” one. on product 117C. But in any case, this nozzle is better than the American one installed on , where vector control is performed only in pitch.

The avionics architecture is planned to be built around the powerful J-APG-2 airborne radar with AFAR, the target detection range of the F-16C type will be about 180 km, close to the Zhuk-A and AN/APG-80 radars, and a multi-channel data transmission bus based on fiber-optic conductors controlled by the most powerful digital computers. Given the progress of Japanese electronics, this can be seen firsthand.

The armament will be very diverse, with placement in the internal compartments of the fighter. With OVT, the aircraft partially realizes super-maneuverable qualities, but due to the smaller ratio of the wingspan to the fuselage length than other aircraft (the Sinsin has 0.62, the PAK-FA has 0.75), an airframe with an aerodynamically load-bearing structure, as well as developed forward overhangs at the wing roots, the absence of a statically unstable scheme in the airframe, there is no possibility of an emergency transition to high-speed unsteady flight. In BVB, this aircraft is more characterized by medium-speed “energy” maneuvering using OVT.

“Three-blade” OVT on each turbofan engine

Previously, the Land of the Rising Sun wanted to conclude a contract with the United States for the purchase of several dozen Raptors, but the American military leadership, with its clear position of complete non-proliferation in the field of “precision” defense, refused to provide the Japanese side with even a “depleted version” of the F-22A.

Then, when Japan began testing the first prototype of the ATD-X, and asked to provide a special wide-range electromagnetic test site of the StingRay type for an all-angle scanning of the ESR indicator, they again “wiped their feet” on their Pacific partner. The French side agreed to provide the installation, and things moved on... Well, let's see how the sixth fifth-generation fighter will surprise us at the end of the year.

/Evgeny Damantsev/

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

MajorV. BUDANOV

Start see: Foreign military review. - 2008. - No. 8. - P. 3-12.

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

Combat Support Command(KBO) is intended to support the activities of the LHC. It solves the problems of search and rescue, military transport, transport and refueling, meteorological and navigation support. Organizationally, this command includes a search and rescue air wing, three transport air groups, a transport and refueling squadron, control groups air traffic, meteorological support and control of radio navigation equipment, as well as a special transport air group. 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 (TRA) produced by the American company Boeing. In accordance with the application of the Japanese Ministry of Defense, the United States is converting four already built Boeing 767s into the corresponding modification. One aircraft is valued at approximately $224 million. The KC-767J is equipped with a controlled fuel refueling boom in the rear fuselage. With its help, he will be able to refuel one aircraft in the air with a fuel transfer rate of up to 3.4 thousand l/min. The time required to refuel one F-15 fighter (fuel tank capacity 8 thousand liters) will be about 2.5 minutes. The total fuel supply of the aircraft is 116 thousand liters. Depending on the need, fuel can either be used by the KC-767J itself or transferred to other aircraft. This will allow for more flexible use of the reserves available on board. The capabilities of a vehicle of this type for in-flight refueling can be increased by installing an additional fuel tank 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 the KC-767J combat use plan, it is assumed that one TZS will support up to eight F-15 fighters.

Organizational structure of the Japanese Air Force Training Command

Currently, the Japanese Air Force has only three types of aircraft (F-4EJ, F-15J/DJ and F-2A/B fighters) equipped with in-flight refueling systems. In the future, the presence of such systems will be considered as a prerequisite for promising fighter aircraft. The training of Japanese Air Force fighter aircraft to solve the problem of in-flight refueling has been carried out on a regular basis since 2003 during special flight tactical training, as well as joint exercises with the US Air Force "Cope Thunder" (Alaska) and "Cope North" (Alaska). Guam, Mariana Islands). During these activities, the transfer of fuel is worked out jointly with the American fuel station KS-135, based at the Kadena Air Base (Okinawa Island).

At the request of the military department, since 2006, measures have been taken to ensure the possibility of in-flight refueling of helicopters. As part of the allocated allocations of over $24 million, it is planned, in particular, to convert the military transport aircraft (MTC) S-ION into a tanker. As a result, the vehicle will be equipped with a rod for receiving fuel and two devices for transmitting it in the air using the “hose-cone” method, as well as additional tanks. The upgraded C-130N will be able to itself receive fuel from another refueling aircraft and carry out simultaneous mid-air refueling of two helicopters. It is assumed that the volume of fuel reserves will be about 13 thousand liters, and its transmission speed will be 1.1 thousand l/min. At the same time, work began on installing the corresponding equipment on the UH-60J, CH-47Sh and MSN-101 helicopters.

In addition, the Ministry of Defense decided to provide refueling capabilities to the promising transport plane S-H. For this purpose, the necessary improvements and studies were carried out on the second prototype. According to the leadership of the military department, this will not affect the already determined deadlines for the implementation of the R&D program, according to which S-X aircraft will begin to be delivered to the troops to replace outdated S-1s from the end of 2011. In accordance with the tactical and technical specifications, the carrying capacity of the S-X will be 26 tons or up to 110 personnel, and the flight range will be about 6,500 km.

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

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

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

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

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

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

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

At the preliminary stage, there is an initial selection of candidates for training, carried out by officers of the prefectural recruiting centers. It includes reviewing applications, getting acquainted with the candidates’ personal data and passing a medical commission. 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 AK training aircraft, which are equipped with T-3 training aircraft (up to 25 units each), simulators and other necessary equipment. The total number of permanent staff (teachers, instructor pilots, engineers, technicians, etc.) of one air wing is 400-450 people, cadets 40-50.

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

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

The fighter pilot training program begins in the second year primary education(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 installed by the program number of export flights are deducted. Graduates of the basic flight training course are awarded a pilot qualification and awarded the corresponding badges.

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

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

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

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

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

The third stage - improving the training of flight personnel of aviation units during service - is provided for in the process of combat training. Individual training of pilots is considered the basis for high professional and combat training of flight personnel. Based on this, the Japanese Air Force has developed and is implementing plan increasing the annual flight hours of fighter aviation pilots. Flight personnel improve their skills in accordance with special Air Force combat training programs, which provide for the consistent development of elements of combat use independently, as part of a pair, flight, squadron and wing. The programs are being developed by the headquarters of the Japanese Air Force in cooperation with the headquarters of the 5th VA of the US Air Force (AvB Yokota, Honshu Island). The highest form of combat training for flight personnel is flight tactical exercises and training conducted both independently and in conjunction with U.S. aircraft 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. Among the largest are the final exercises of national air force"Soen", the Japanese-American tactical flight exercise "Cope North", as well as joint search and rescue units. In addition, Japanese-American tactical flight training to intercept B-52 strategic bombers in electronic countermeasures conditions and weekly training of fighter aircraft crews in the areas of the Okinawa and Hokkaido islands are systematically organized.

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

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

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

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Japanese aviation in World War II. Part one: Aichi, Yokosuka, Kawasaki Andrey Firsov

Japanese army aviation

Japanese Army Aviation

The Japanese army acquired its first flight experience back in 1877 using balloons. Later, during the Russo-Japanese War near Port Arthur, two Japanese balloons made 14 successful ascents for the purpose of reconnaissance. Attempts to create heavier-than-air vehicles were made by private individuals as early as 1789 - mainly muscle aircraft, but they did not attract the attention of the military. Only the development of aviation in other countries in the early years of the 20th century attracted the attention of Japanese officials. On July 30, 1909, a military aeronautics research organization was created on the basis of the University of Tokyo and army and navy personnel.

In 1910, the “society” sent Captain Yoshitoshi Tokugawa to France, and Captain Kumazo Hino to Germany, where they were to acquire and master the control of an airplane. The officers returned back to Japan with the Farman biplane and the Grade monoplane, and on December 19, 1910, the first flight of the aircraft took place in Japan. During 1911, when Japan had already acquired several types of aircraft, Captain Tokugawa designed an improved version of the Farman aircraft, which was built by the army aeronautical unit. After training several more pilots abroad, they began flying training in Japan itself. Despite the training of quite a large number of pilots and their internship in 1918 in the French Air Force, Japanese army pilots never took part in the battles of the First World War. However, during this period, Japanese aviation had already gained visibility a separate kind troops - an air battalion was created as part of the army transport command. In April 1919, the unit already became a division under the command of Major General Ikutaro Inouye.

As a result of Colonel Faure's mission to France, which included 63 experienced pilots, several aircraft were acquired that gained fame during the battles of the First World War. Thus, the SPAD S.13C-1 was adopted by the Imperial Japanese Army, the Nieuport-24C-1 was produced by Nakajima as a training fighter, and the Salmson 2A-2 reconnaissance aircraft was built by Kawasaki under the designation “Otsu Type 1”. Several vehicles, including Sopwith "Pap" and "Avro" -504K, were purchased from the UK.

By May 1, 1925, the Army Air Corps was organized, which finally elevated aviation to a branch of the military on a par with artillery, cavalry and infantry. Lieutenant General Kinichi Yasumitsu was placed at the head of the corps air headquarters ("Koku hombu"). By the time the air corps was organized, it included 3,700 officers and up to 500 aircraft. Almost immediately after this, the first Japanese-designed aircraft began to arrive in the hull.

During the first decade of the existence of the air division, and then the corps, it took a minor part in the battles in the Vladivostok area in 1920 and in China in 1928 during the Qingyang Incident. However, over the next decade, the Army Air Forces already played a significant role in numerous conflicts launched by Japan. The first of these was the occupation of Manchuria in September 1931, and in January 1932 the “Shanghai incident”. By this time air force The armies were already armed with several types of Japanese-designed aircraft, including the Type 87 light bomber developed by Mitsubishi, the Kawasaki Type 88 reconnaissance aircraft and the Nakajima Type 91 fighter. These aircraft allowed the Japanese to easily gain superiority over the Chinese. As a result of these conflicts, the Japanese established the puppet state of Manchukuo. From that time on, the Japanese Army Aviation embarked on a broad program of modernization and expansion of its forces, leading to the development of many of the same types of aircraft with which the Japanese entered World War II.

During this rearmament program, fighting resumed in China on July 7, 1937, escalating into a full-scale war - the “second Sino-Japanese incident.” At the initial period of the war, army aviation was forced to cede primacy in conducting the main offensive operations to the aviation of its eternal rival, the navy, and limited itself to only covering ground units in the Manchuria region, forming new units and subunits.

By this time the main unit of army aviation was air regiment- "hiko rentai", consisting of fighter, bomber and reconnaissance (or transport) squadrons ("chutai"). The first experience of fighting in China required the reorganization of units, and a specialized, smaller unit was created - a group ("sentai"), which became the basis of Japanese aviation during the Pacific War.

Sentai usually consisted of three chutai with 9-12 aircraft and a headquarters unit - “sentai hombu”. The group was led by a lieutenant commander. Sentai united in air divisions - "hikodan" under the command of a colonel or major general. Typically, the hikodan consisted of three sentai in various combinations of "sentoki" (fighter), "keibaku" (light bomber) and "yubaku" (heavy bomber) units. Two or three hikodan made up a "hikoshidan" - air army. Depending on the needs of the tactical situation, separate units of smaller composition than sentai were created - “dokuritsu dai shizugo chutai” (separate squadron) or “dokuritsu hikotai” (separate air wings).

The high command of the army aviation was subordinate to the "daihonei" - the imperial supreme headquarters and directly to the "sanbo soho" - the chief of staff of the army. Subordinate to the chief of staff were the "koku sokambu" - the highest aviation inspection (responsible for the training of flight and technical personnel) and the "koku hombu" - the air headquarters, which, in addition to combat control were responsible for the development and production of aircraft and aircraft engines.

As new Japanese-designed and manufactured aircraft became available, as did the training of flight personnel, Imperial Army aircraft were increasingly used in combat in China. At the same time, Japanese army aviation twice participated in short-term conflicts with the Soviet Union at Khasan and Khalkhin Gol. The collision with Soviet aviation had a serious impact on views Japanese army. In the eyes of army headquarters Soviet Union became the main potential enemy. With this in mind, requirements for new aircraft and equipment were developed and military airfields were built along the border with Transbaikalia. Therefore, the air headquarters primarily required aircraft to have a relatively short flight range and the ability to operate in severe frosts. As a result, the army's aircraft were completely unprepared for flying over the expanses of the Pacific Ocean.

During the planning of operations in the South East Asia and in the Pacific, army aviation, due to its technical limitations, had to primarily operate over the mainland and large islands - over China, Malaya, Burma, the East Indies and the Philippines. By the beginning of the war, Army Aviation allocated 650 of the 1,500 aircraft available to the 3rd Hikoshidan for the attack on Malaya and to the 5th Hikoshidan operating against the Philippines.

The 3rd hikoshidan included:

3rd hikodan

7th hikodan

10th Hikodan

70th chutai - 8 Ki-15;

12th Hikodan

15th Hikotai

50 chutai - 5 Ki-15 and Ki-46;

51 chutai - 6 Ki-15 and Ki-46;

83rd Hikotai

71st Chutai - 10 Ki-51;

73rd chutai - 9 Ki-51;

89th Chutai - 12 Ki-36;

12th chutai - Ki-57

The 5th hikoshidan included:

4th hikodan

10th hikotai

52nd chutai - 13 Ki-51;

74th chutai - 10 Ki-36;

76th Chutai - 9 Ki-15 and 2 Ki-46;

11th chutai - Ki-57.

During the first nine months of the war, Japanese army aviation achieved impressive successes. Only in Burma was there quite serious resistance from British pilots and American volunteers. With increasing Allied resistance on India's borders, the Japanese offensive stalled by July 1942. During the battles of this period, Japanese pilots performed well in battles with the “collection” of aircraft models that the Allies had collected in the Far East.

From the fall of 1942 to October 1944, the Japanese army found itself embroiled in a war of attrition, suffering increasing losses in battles in New Guinea and China. Although the Allies gave priority to the war in Europe, during these two years they managed to achieve numerical superiority in their air power in Asia. There they were opposed by the same aircraft of the Japanese army, developed before the war and already quickly aging. Wait for the arrival modern cars V large number the Japanese didn't have to. This was especially true for bombers. Both the Mitsubishi Ki-21 and the Kawasaki Ki-48 had too small a bomb load, weak weapons and practically complete absence armor protection of the crew and protection of tanks. The fighter units that received the Ki-61 Hien were in a somewhat better position, but the basis of the army's fighter aviation was still the poorly armed and low-speed Ki-43 Hayabusa. Only the Ki-46 reconnaissance aircraft met its objectives.

By October 1944, when the war entered a new phase and the Allies landed in the Philippines, the Japanese army began to receive modern bombers such as the Mitsubishi Ki-67 and Nakajima Ki-84 fighters. The new machines could no longer help the Japanese in the conditions of the overwhelming numerical superiority of Allied aviation; defeats followed one after another. In the end, the war came to the doorstep of Japan itself.

Raids on the Japanese islands began on June 15, 1944, first from bases in China, then from the Pacific Islands. The Japanese army was forced to mobilize numerous fighter units to protect the mother country, but all the available Ki-43, Ki-44, Ki-84, Ki-61 and Ki-100 fighters did not have the necessary flight characteristics to effectively counteract the raids." Superfortresses." In addition, Japanese aviation turned out to be completely unprepared to repel night raids. The only acceptable night fighter was the twin-engine Kawasaki Ki-45, but the lack of a locator and low speed made it ineffective. All this was compounded by a constant shortage of fuel and spare parts. The Japanese command saw a solution in using a fairly large mass of obsolete aircraft in suicidal (tayatari) kamikaze missions, which were first used in the defense of the Philippines. The surrender of Japan put an end to all this.