Japanese Army Aviation. Status and development prospects of the Japanese Air Force Japanese Air Force

Organized on the whole according to the European model, nevertheless, it had unique features. Since the army and navy of Japan had their own aviation, the Air Force as a separate branch of the armed forces, like the German Luftwaffe or the Royal Air Force of Great Britain, did not exist in Japan.

This was manifested both in the differences in the material part (aircraft of different types were in service with the aviation of the army and navy), and in the principles of organization and combat use. In general, according to the recognition of both foreign observers and the Japanese themselves, the "naval" aviation units were distinguished by a higher level of pilot training and organization than their "land" counterparts.

Aviation of the Imperial Army consisted of five Air Armies (Kokugun). Each army controlled a certain region of Asia. For example, in the spring of 1944, the 2nd Air Force, headquartered at Hsinkin, defended Manchuria, while the 4th Air Army, headquartered at Manila, defended the Philippines, Indonesia, and western New Guinea. The task of the Air Armies was to provide support to the ground forces and deliver cargo, weapons and soldiers where needed, coordinating their actions with ground headquarters.

Air divisions (Hikosidan) - the largest tactical units - reported directly to the headquarters of the Air Armies. In turn, the headquarters of the air divisions exercised command and control of smaller units.

The air brigades (Hikodan) were lower level tactical formations. Usually, one division included two or three brigades. Hikodans were mobile combat formations with a small headquarters, operating at the tactical level. Each brigade usually consisted of three or four Hikosentai (fighter regiment or air group).

Hikosentai, or simply Sentai, was the main combat unit of the Japanese army aviation. Each sentai consisted of three or more chutais (squadrons). Depending on the composition, there were from 27 to 49 aircraft in the sentai. Each Chutai had about 16 aircraft and a corresponding number of pilots and technicians. Thus, the personnel of sentai numbered about 400 soldiers and officers.

A flight (Shotai) usually consisted of three aircraft and was the smallest unit in Japanese aviation. At the end of the war, as an experiment, the number of shotai was increased to four aircraft. But the experiment failed - the fourth pilot invariably turned out to be superfluous, fell out of action and became easy prey for the enemy.

Aviation of the Japanese Imperial Navy

The main organizational and staffing unit of Japan's naval aviation was the air group - kokutai (in army aviation - sentai). As part of naval aviation, there were about 90 air groups, 36-64 aircraft each.

The air groups had numbers or their own names. The names were given, as a rule, according to the base airfield or air command (air groups Iokosuka, Sasebo, etc.). With rare exceptions (Tainan air group), when the air group was transferred to overseas territories, the name was replaced by a number (Kanoya air group, for example, became the 253rd air group). Numbers between 200 and 399 were reserved for fighter air groups, between 600 and 699 for combined air groups. Hydroaviation air groups had numbers between 400 and 499. Deck air groups bore the names of aircraft carriers (Akagi air group, Akagi fighter squadron).

Each air group had three or four squadrons (hikotai), 12-16 aircraft each. A squadron could be commanded by a lieutenant or even an experienced senior non-commissioned officer.

Most of the pilots were sergeants, while in the Allied Air Force almost all pilots were officers. In communication with each other, the sergeants-pilots gave subordination to oblivion, but an abyss lay between the sergeants and officers.

The lowest unit of Japanese aviation was a link of three or four aircraft. For a long time, the Japanese flew in threes. In 1943, Lieutenant Zeinjiro Miyano was the first to copy the Western tactics of fighting in pairs. As a rule, experienced veterans were appointed as leading pairs in a link of four aircraft, and newcomers were appointed as wingmen. This distribution of seats in the link allowed young pilots to gradually gain combat experience and reduce losses. By 1944, Japanese fighters practically stopped flying in threes. A link of three aircraft quickly fell apart in an air battle (it was difficult for the pilots to keep the formation), after which the enemy could shoot down the fighters one by one.

Camouflage and identification designations of Japanese aircraft

Since the beginning of the war in the Pacific, most combat aircraft of army aviation were either not painted at all (they had the color of natural duralumin), or were painted with light gray, almost white, paint. However, already during the war in China, some types of aircraft, for example, the Mitsubishi Ki 21 and Kawasaki Ki 32 bombers, received the first camouflage patterns: on top, the aircraft was painted in uneven stripes of olive green and brown with a narrow white or blue dividing line between them, and on the bottom light gray paint.

With Japan's entry into the second world war the urgency of using camouflage was such that at first the service personnel of the aviation units took up this. Most often, the aircraft was covered with spots or stripes of olive green paint at a distance, they merged, providing satisfactory concealment of the aircraft against the background of the underlying surface. Then camouflage coloring began to be applied already in the factory. The most common in this case was the following color scheme: olive green of the upper planes and light gray or natural metal colors of the lower ones. Often the olive-green coloring was applied in the form of separate spots in the form of a "field" coloring. In this case, usually black or dark blue anti-reflective paint was applied on top of the nose.

Experienced and training machines were painted on all surfaces in orange, they had to be clearly visible in the air and on the ground.

The so-called "combat stripes" around the rear fuselage in front of the empennage were used as identification marks. Sometimes they were also applied to the wings. In the last two years of the war, they also included the yellow coloring of the leading edges of the wings to about the middle of the console. But in general, the camouflage schemes for aircraft of the Japanese army aviation often differed from the generally accepted ones and were quite diverse.

Red circles "hinomaru" were used as signs of nationality. They were applied on both sides of the rear fuselage, on the upper and lower planes of the wings. On biplanes, "hinomaru" was applied on the upper planes of the upper wing and the lower planes of the lower pair of wings. On camouflaged aircraft, the Hinomaru usually had a white trim, and sometimes a thin red one as well. On Japanese air defense aircraft, "hinomaru" was applied on white stripes on the fuselage and on the wings.

As the Sino-Japanese War developed, Japanese aircraft began to use markings of individual parts, usually quite colorful. It was either an artistic depiction of a sentai number or a hieroglyph of the first syllabary in the name of the base airfield, or a conventional sign like an arrow. Images of animals or birds were rarely used. Usually, these signs were first applied to the rear of the fuselage and empennage, and then only to the fin and rudder. At the same time, the color of the sign of the unit indicated belonging to a particular unit. So, the headquarters link had a cobalt-blue color of the badge, and 1, 2, 3 and 4 chutai, respectively, were white, red, yellow and green. In this case, the sign often had a white border.

Fleet aircraft also at the beginning of the war in China had a light gray color or the color of natural duralumin. Later, they received sky gray or camouflage dark green and yellow-brown coloration on the upper planes and light gray on the lower planes. True, by the beginning of the war in the Pacific, Japanese naval aircraft were mostly not painted at all and had the color of duralumin.

With the entry of Japan into the Second World War, it was decided to introduce camouflage for torpedo bombers, flying boats and seaplanes. On them, the upper planes were painted in dark green, and the lower planes were painted in light gray, light blue, or had the color of natural metal. Since carrier-based aircraft retained their sky-gray color, when they were relocated to coastal airfields, maintenance personnel applied dark green spots on top of them. At the same time, the intensity of such coloration was quite different: from a barely noticeable "greening", for example, of a keel, to an almost complete dark green coloration.

However, in July 1943, a single solid dark green color of the upper planes was introduced for all combat aircraft of naval aviation.

Experimental and training aircraft were painted orange on all planes, but as the war approached the coast of Japan, the upper planes began to be covered with a dark green color, while the lower planes remained orange. At the very end of the war, all these aircraft received full "combat" camouflage coloring.

In addition, it was common practice for aircraft with an air-cooled engine to paint the hood black, although on some types (Mitsubishi G4M and J2M it was practically not used.

With the outbreak of war, the "combat" stripes on the tails of the fleet's vehicles were painted over, but the yellow coloring of the leading edges of the wings, similar to army aircraft, remained.

The Hinomaru nationality insignia was modeled on the army, but on naval air defense aircraft, in contrast to the army, white stripes were not applied under them. True, sometimes "hinomaru" was applied in white or yellow squares.

Part designations were applied to the keel and stabilizer of the aircraft. At the beginning of the war, one or two hieroglyphs of the syllabic letter "Kana" were applied to the keel, usually denoting the name of the base in the metropolis to which the aircraft was assigned. If the aircraft was on one or another theater of operations, it received a Latin letter or even a Latin numeral for carrier-based aircraft. The designation of the part through a hyphen was usually followed by a three-digit number of the aircraft itself.

In the middle of the war, the alphanumeric designation system was replaced with a purely digital one (two to four digits). The first digit usually meant the nature of the unit, the other two meant its number, then, through a hyphen, the usually two-digit number of the aircraft itself also followed. And, finally, by the end of the war, since many units were concentrated in Japan, they again returned to the alphanumeric notation.

Japanese aircraft designation system

During the Second World War, the Japanese Air Force used several aircraft designation systems at once, which completely confused Allied intelligence. So, for example, the aircraft of the Japanese army aviation usually had the number "china" (designs) for example Ki 61, the type number "army type 3 fighter" and the proper name Hien. To simplify identification, the Allies introduced their own aircraft code designation. So, Key 61 became "Tony".

Initially, for about 15 years of its existence, the Japanese army aviation used several aircraft designation systems at once, mainly adopting factory designations. But by the beginning of World War II, none of the aircraft with these notation systems had survived.

In 1927, a system of type numbers was introduced, which was used until the very defeat of Japan. In parallel, since 1932, the system of numbers "China" (design number NN) began to be used. In addition, some aircraft received their own names. Special notation systems were used to designate experimental aircraft, autogyros and gliders.

Since 1932, all Japanese army aircraft have received a continuous numbering "China", including the types already adopted for service. The end-to-end numbering "China" was retained until 1944, when, in order to mislead the Allied intelligence, it became arbitrary. In addition to the "China" number, the aircraft received Roman numerals designations different models. Aircraft of the same model, in addition, differed depending on the modifications and an additional letter of one of the Japanese alphabets: the first modification was called "Ko", the second "Otsu", the third "Hei" and so on (these hieroglyphs did not mean any particular digital or alphabetical order of calculation, rather they corresponded to the notation "north" "east" "south" "west"). AT recent times not only in the West, but also in Japanese aviation literature, it is customary to put a Latin letter after the Roman numerals instead of the corresponding Japanese character. Sometimes, in addition to the numerical and alphabetic designation of modifications and models, the abbreviation KAI (from "Kaizo" modified) was also used. It is customary to designate the design number abroad with the letters "Ki", ​​however, in Japanese documents, the English Ki was never used, but the corresponding hieroglyph was used, so we will use the Russian abbreviation Ki in the future.

As a result, for example, for the line of the Hien Ki 61 fighter, such a notation looked like this:

Ki 61 - the designation of the project and the prototype
Key 61-Ia - the first production model "Hiena"
Ki 61-Ib - a modified version of the production model "Hiena"
Ki 61-I KAIS - the third version of the first production model
Ki 61-I KAID - the fourth version of the first production model
Ki 61-II - experimental aircraft of the second production model
Ki 61-II KAI - modified experimental aircraft of the second production model
Ki 61-II KAIA - the first version of the second production model
Ki 61-II KAIB - the second version of the second production model
Ki 61-III - project of the third production model

For gliders, the designation "Ku" (from "Kuraida" glider) was used. For some types of aircraft, brand designations were also used (for example, for the Kayabe Ka 1 autogyro). There was a separate designation system for missiles, but the Kawanishi Igo-1-B sample was also called Ki 148 in order to disorient Allied intelligence.

In addition to the "China" numbers, army aviation also used numbering according to the years the model was put into service, which included a short designation of the aircraft's purpose. The numbering was carried out according to the Japanese system of chronology, while the last two digits were taken. So, an aircraft put into service in 1939 (or in 2599 according to the Japanese calendar) became "type 99", and put into service in 1940 (that is, in 2600) "type 100".

Thus, the aircraft put into service in 1937 received such a long designation: Nakajima Ki 27 "fighter army type 97"; Mitsubishi Ki 30 "army type 97 light bomber"; Mitsubishi Ki 21 "heavy bomber army type 97"; Mitsubishi Ki 15 "strategic reconnaissance army type 97". The designation of the purpose of the aircraft helped to avoid confusion, for example, for two "types 97" of the Mitsubishi Ki 30 single-engine bomber and the Ki 21 twin-engine bomber of the same company. True, sometimes two types of aircraft of the same purpose were put into service in one year. For example, in 1942, the twin-engine Ki 45 KAI fighter and the single-engine Ki 44 were adopted. In this case, the Ki 45 became the "army type 2 two-seat fighter" and the Ki 44 "military type 2 single-seat fighter."

For various modifications of aircraft in a long notation, a model number was additionally assigned Arabic numeral serial version number and the Latin letter modification number of this serial model. As a result, in relation to the numbering "China", the long designation looked like this:

Ki 61 - before the adoption of the aircraft, the type number was not assigned
Ki 61-Ia - Army type 3 fighter model 1A (type 3 by year 2603)
Ki 61-Ib - army type 3 fighter model 1B
Ki 61-I KAIS - army type 3 fighter model 1C
Ki 61-I KAId - army type 3 fighter model 1D
Ki 61-II - again, the experimental aircraft does not have type numbers
Key 61-II KAI - no
Ki 61-II KAIA - army type 3 fighter model 2A
Ki 61-II KAIb - army type 3 fighter model 2B
Ki 61-III - experimental aircraft, no type number

For foreign aircraft, the abbreviation of the name of the country of manufacture and the native company was used as a type designation. For example, the Fiat BR.20 was designated "heavy bomber type 1" and the transport aircraft Lockheed "type LO".

In addition to these two designation systems, since the entry of Japan into World War II, aircraft have received short nicknames. The reason for this was, on the one hand, the clear readability for the Allied intelligence of a long name to determine the type of aircraft and its purpose, on the other hand, the difficulty of using a long designation in a combat situation, for example, when talking over the radio. In addition, the catchy names of the aircraft were to be used in promoting the actions of their own aviation among the population of Japan. Moreover, if the fleet followed a certain system when assigning such names, then the army assigned them completely arbitrarily.

In addition, in a combat situation, abbreviations of the long name of the aircraft were used, which became widely known, but nevertheless rarely used in the future. So, "strategic reconnaissance army type 100" was also called "Sin-City" and "attack aircraft type 99" "Guntei".

In turn, by the beginning of the Pacific War, the aviation of the Japanese fleet had as many as three aircraft designation systems: "C" numbers, "type" numbers and a "short" designation. Later during the war, the fleet began to use two more ways to designate aircraft, now they used their own names and a special designation system developed by the fleet aviation bureau.

The designation system for experimental aircraft "C" was used for all experimental aircraft commissioned by the fleet, starting in 1932, the seventh year of the reign of Emperor Hirohito. Therefore, the aircraft developed under the aircraft construction program of this year were called 7-Si, and the developments of 1940 were called 15-Si. In order to distinguish between different aircraft created under the same program, a description of the purpose of the aircraft was used (carrier-based fighter, reconnaissance seaplane, etc.). As a result, for example, the full designation of the 1932 seaplane developed by Kawanishi was: "experimental reconnaissance seaplane 7-Ci." This notation, similar to the British, was used until the end of the war.

In addition, at the end of the 30s, the fleet adopted a short aircraft designation system, similar to that used by the US Naval Aviation until 1962, an alphanumeric combination. The first letter indicated the purpose of the aircraft:

A - carrier-based fighter
B - torpedo bomber
C - carrier-based reconnaissance aircraft
D - deck dive bomber
E - reconnaissance seaplane
F - patrol seaplane
G - coastal bomber
H - flying boat
J - coastal fighter
K - training aircraft
L - transport aircraft
M - "special" aircraft
MX - aircraft for special missions
N - float fighter
P - bomber
Q - patrol aircraft
R - coastal reconnaissance
S - night fighter

This was followed by a number indicating the procedure for adopting this type into service; it was assigned when the aircraft development program was launched. Then came the letter combination, denoting the company that developed the aircraft. At the end was the model number of this aircraft. Minor modifications made to the car were indicated by a Latin letter.

In addition, if an aircraft changed its designation during its life cycle, then a letter of the corresponding type of aircraft followed through a hyphen. So, the training version of the aircraft received, for example, the designation B5N2-K.

Aircraft of foreign design in place of the letter of the manufacturer received the abbreviated name of their company (for Heinkel, for example, A7Nel), and if the aircraft was purchased for experimental purposes, then instead of the number there was the letter X, that is, AHNel).

In the fleet, the following abbreviations of the names of the developer companies were used:

A - Aichi and North American
B - Boeing
C - Consolidated
D - Douglas
G - Hitachi
N - Hiro and Hawker
Not - Heinkel
J - Nipon kagata and Junkers
K - Kawanishi and Kinnear
M - Mitsubishi
N - Nakajima
R - Nihon
S - Sasebo
Si - Owl
V - Vout-Sikorsky
W - Watanabe, later Kyushu
Y - Yokosuka
Z - Mizuno

Since 1921, for most aircraft produced in Japan, the Navy has used a long designation of the aircraft, which included a brief description of its purpose and type number. From 1921 to 1928, numbers were used indicating the year of the era of the next emperor, that is, from 1921 to 1926 numbers from 10 to 15, and in 1927-28 2 and 3. However, after 1929, the last two digits of the current year were used according to the Japanese calendar. For the year 2600 (that is, 1940), the designation "type 0" was obtained (in the army, if you remember, "type 100").

To designate various modifications of the same type of aircraft, the model number was used in the long designation: initially one digit (for example, "model 1") or through a hyphen also the revision number ("model 1-1"). Since the late 30s, changes have been made to the numbering of models; it has become two-digit. The first digit now meant the serial number of the modification, and the second the installation of a new motor. So, "model 11" meant the first serial modification, "model 21" the second serial modification with the same engine, and "model 22" the second modification with a new type of engine. Additional improvements within the same modification were indicated by the character of the Japanese alphabet: "Ko" the first, "Otsu" the second, "Hei" the third. Usually they were replaced by the letter of the Latin alphabet corresponding in order, that is, the Mitsubishi A6M5s or "carrier-based bomber marine type 0 model 52-Hei" was also written "model 52C".

A similar long designation was used for foreign-designed aircraft, with the type number replaced by the abbreviated name of the company, that is, the Heinkel A7Nel had a long designation of the He air defense fighter.

At the end of 1942, the long designation system was changed in order to preserve the secrecy of the purpose of the aircraft: it now included the code designation of the aircraft. Prior to that, relatively few aircraft proper names that had become generally accepted had taken root in fleet aviation. So, the Mitsubishi G4M1 bomber was nicknamed "Hamaki" (Cigar). However, in July 1943, the fleet revised the aircraft designation system and began to add the aircraft's own name to the long name. In this case, the name of the aircraft was chosen according to the following principle:

fighters were designated by the names of weather phenomena - deck and hydrofighters were baptized by the names of the winds (the names ended in fu)
air defense fighters - variations on the theme of lightning (ended in den)
night fighter names ended in ko (light)
attack aircraft were designated by the names of mountains
scouts were called different clouds
bombers - by the names of stars (s) or constellations (zan)
patrol planes - by the names of the oceans
training machines - names of various plants and flowers
auxiliary aircraft were called elements of the landscape

In 1939, the Fleet Aviation Bureau launched a program to improve the aviation service, according to which design teams received certain requirements and conditions for the development of projects for submission to the fleet aviation before receiving an order for a full-scale design. Aircraft projects that took these requirements into account received a special design designation, consisting of an abbreviation of the company name, like a short designation, and a two-character number (10, 20, 30, etc.). True, the specific numbers of the projects that were worn by certain aircraft were buried along with the documentation destroyed before the surrender of Japan.

The allies, who had little understanding of the designation system for Japanese aircraft and often did not know how this or that aircraft was actually called, starting somewhere in the second half of 1942, they began to give Japanese aircraft various nicknames. At first, all the planes that were fighters were called "Zero", and all that dropped bombs were called "Mitsubishi". To put an end to various misunderstandings, the Allied Air Technical Intelligence Service was asked to clean up the matter.

The official Japanese aircraft designations, if they became known to the Allies, were of little help. Tried to use them for lack of anything better. They also tried to use the names of manufacturers to designate aircraft, but this led to confusion if the aircraft was produced by several companies at once.

In June 1942, American intelligence captain Frank McCoy, sent as an intelligence officer to Australia, organized an enemy materiel section as part of the Allied Air Force Intelligence Directorate in Melbourne. McCoy had only two men at his disposal, Sergeant Francis Williams and Corporal Joseph Grattan. It was they who were tasked with identifying Japanese aircraft. McCoy himself described his work as follows:

“In order to identify Japanese aircraft, the urgent task immediately arose to introduce some kind of classification of them, and we decided to start by adopting our own system for codifying enemy aircraft. Since I myself am from Tennessee, we used various village nicknames Zeke, Nate, Roof, Jack , Reet is simple, short and easy to remember Sgt. Williams and I created these nicknames in numerous disputes, and began using our aircraft codes from July 1942. This work received full support the head of the intelligence service, RAF Commodore Hewitt, and his deputy, US Air Force Major Ben Kane, and they offered to urgently complete this work. I told them that I was already working like a man possessed, because everyone around him thinks we are crazy. In the first month alone, we assigned 75 codes."

Thus, most of the designations of Japanese aircraft used in air force allies. By September 1942, the intelligence of the southwestern sector Pacific Ocean began to prepare information using this notation. Soon sheets with silhouettes and code names of Japanese aircraft began to arrive in the South Pacific and Burma. McCoy meanwhile began to seek from Washington and the Air Ministry in London the standardization of this or a similar system of codification. His requests were initially met with incomprehension, once even McCoy was called to explain to General MacArthur: it turned out that one of the code designations "Hap" was the nickname of the chief of staff american army General Henry Arnold, and "Jane" (the code name for the most common Japanese bomber, the Ki 21), turned out to be the name of MacArthur's own wife. At the end of 1942, the code system for designating Japanese aircraft was still adopted by the US Air Force and Navy and marines, and a few months later by the British Air Ministry.

After that, McCoy's section was already officially given the task of codifying all new Japanese aircraft. At the same time, codes were assigned randomly, but in the summer of 1944 the joint air center in Anacostia took over this task and introduced the following code assignment principle: Japanese fighters of all types received male names; bombers, reconnaissance and transport aircraft are female (transport with the letter T), training machines are the names of trees, and gliders are birds. True, there were exceptions to the rule. Thus, the Nakajima Ki 44 fighter, which had already received the nickname "Tojo" in China after the then Prime Minister of Japan, retained this code designation by common consent.

who shook the world

Roll-out by the Japanese of the first airliner in the last half century MRJ forced to look at the previous successes of the Japanese in the aircraft industry. Now the role of Japan in the aircraft industry seems insignificant, but in XX century, the Japanese were among the six leading powers that determined the entire world aircraft industry (still the USA, the USSR, England, Germany, France). The role of other powers outside of this six was really insignificant - less than 10% of the total output falls on them. Yes, now the Japanese make few aircraft (in pieces), but we should not forget that the same Dreamliner is 35% made in Japan, and this is already about many hundreds of "conditional" aircraft!

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

NAMC YS-11

40-seat passenger YS -11, produced by the corporation NAMC , turned out to be the last Japanese passenger liner before the "saga of MRJ ". 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 firm Alon.

Mitsubishi MRJ

Rolling out a week ago - on October 18, a 96-seat Mitsubishi regional airliner marked new era in the Japanese aircraft industry. The first flight is scheduled for the first quarter of 2015. In total, Mitsubishi has collected orders for 191 aircraft with deliveries starting in 2017. Another 76-seat modification is planned MRJ 70, but nothing has been heard about the 100-seater for a long time - after numerous delays with the main project, the Japanese are not up to it.

How many opponents of the Sukhoi Superjet were howling 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. And what do we have after the “successful” perestroika collapse?”

However, ten years have passed, the Japanese missed all the deadlines, the prototype aircraft had to be redone 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 that only the Germans did this) and a smooth plastic skin is now undergoing certification tests. Four aircraft are currently flying and certification is expected in the first quarter of 2015. Series production is scheduled at the Greensboro plant in the United States. Now the portfolio of orders for 18 aircraft from the US and Mexico.

Mitsubishi F-2

Outwardly this japanese fighter similar to 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. Now there are 78 aircraft of this type on the wing, and Mitsubishi is already thinking about a new fighter ...

Shinmaiwa US-2

Amphibian US -2 is designed for search and rescue operations of the Japan Self-Defense Fleet, and is a logical development of the previous amphibian - US -1, which is still in service. FROM US -2 is connected with a serious breakthrough of the Japanese in the military aviation market - about 18 aircraft are planned to be ordered by the Indians.
General US -2, judging by the Sokolyansky formula, is now the most seaworthy flying boat.

Kawasaki R-1

The R-1 jet maritime patrol aircraft developed by Kawasaki is designed to replace the obsolete American R-3 Orions. Japanese "self-defense" has already received two experienced XP-1 and five production aircraft.

Mitsubishi Mu-2

This small twin-engine superplane, which carried only 14 people, first flew in 1962, but nevertheless, 287 of these aircraft still fly.

Mitsubishi Mu-300 "Diamond"

On the wave of success Mu -2 Mitsubishi decided to create a business jet Mu -300. The aircraft first took to the air in 1978. The rights to it were acquired by the American company Beechcraft, which “rebranded” it into the Beach 400. Now there are still 56 "Diamonds" flying, mainly in the USA, and only one flies in Japan 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 S-1 self-defense forces and Hercules. The Japanese answer to all sorts of "globemasters" and "Atlantis". Features a twin-engine layout. The maximum carrying capacity is expected to be 37 tons. And the S-1 left 27 copies.

Mitsubishi A6M "Zero"


What is the story about the "Japanese" without "Zero"? Even if it has long been a "historical" aircraft. In turn, he completely changed the view of the "West" on Japanese aviation, and struck opponents with maneuverability, rate of climb and lightweight design. Every twentieth aircraft in the history of Japan is one of 11,000 Zeros. Why, “historical” - several copies are still flying, and “zerobuilding” continues ...

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

Judging by reports in the foreign press, the revival of the Japanese Air Force began in the 1950s within the framework of the "public security corps" created with the direct assistance of the Pentagon. After the transformation of this corps into the "self-defense forces" (July 1954), aviation was singled out as an independent form armed forces. By this time, its strength was about 6300 people, it had approximately 170 obsolete American-made aircraft. In 1956, the Air Force (16 thousand people) already included two aviation wings, four control and warning groups, and six aviation schools. Aircraft were based at eight airfields.

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

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

Rice. 1. Fighter F-4EJ "Phantom"

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

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

Rice. 2. Transport aircraft S-1

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

Composition of the Japanese Air Force

Rice. 3. Training aircraft T-2

Japan Air Force Organization

Rice. 4. Scheme of the organization of the Japanese Air Force

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

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

Rice. 5 Scheme of organization of the aviation direction

The northern aviation direction (headquarters at the Misawa airbase) covers about. Hokkaido and northeastern part about. Honshu. The fighter aviation wing and a separate fighter aviation group armed with F-4EJ and F-1U4J aircraft, as well as the Nike-J SAM group, are located here.

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

The western aviation direction (Kasuga airbase) provides cover for the southern part of about. Honshu, as well as the islands of Shikoku and Kyushu. His fighting forces consists of two fighter aviation wings (F-104J and F-86F aircraft), as well as two groups of Nike-J missiles. For the defense of the Ryukyu archipelago on about. Okinawa (Paha airbase) deployed a separate fighter aviation group (F-104J aircraft) operationally subordinate to this direction and the Nike-J SAM group, which is part of it. There are also units here: logistics, control and warning, as well as the base.

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

Rice. 6 Organization diagram of the fighter aviation wing

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

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

The aviation logistics detachment is responsible for organizing the supply of units and subunits with military equipment, weapons, ammunition and other military equipment.

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

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

The aviation technical command, which unites five aviation technical schools, trains specialists for the support and support services of the air force.

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

The units of central subordination include the transport aviation wing and the rescue aviation wing. The first is intended for the airlift of troops and cargo, as well as for landing airborne assault. The wing includes: a headquarters, a transport aviation group, including two aviation squadrons and a training aviation detachment (C-1, YS-11 and C-40 aircraft), as well as logistics and airfield maintenance groups. The task of the second wing is to search for and rescue the crews of aircraft (helicopters) that have crashed directly over the territory of Japan or over coastal waters. Elements wing - headquarters, eight rescue teams stationed in various regions of the country, a training squadron and an logistics group. It is armed with MIJ-2, T-34 aircraft and S-G2, Y-107 helicopters.

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

The combat training of the personnel of the Japanese Air Force is aimed primarily at working out the tasks of the country's air defense. The crews of tactical fighters and transport aircraft are trained to perform the tasks of air support and support the actions of the ground forces and, to a lesser extent, the naval forces.

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

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

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

MajorV. BUDANOV

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

In the first part of the article, the general organizational structure of the Japanese Air Force, as well as the composition and tasks solved by the combat aviation command, were considered.

Combat Support Command(KBO) is designed to ensure 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 aviation wing, three transport air groups, a transport and refueling squadron, control groups air traffic, meteorological support and control of radio navigation aids, as well as a special transport air group. The number of KBO personnel is about 6,500 people.

This year, the KBO created the first squadron of transport and refueling aircraft in order to expand the operational area fighter aviation and increasing the combat capabilities of the Air Force to protect islands and sea lanes remote from the main territory. At the same time, it is planned to ensure an increase in the duration of fighter aviation patrols in threatened directions. The presence of refueling aviation will also allow for the non-stop transfer of fighters to remote training grounds (including abroad) to practice operational and combat training tasks. Aircraft of a new class for the Japanese Air Force can be used to deliver personnel and cargo and provide an opportunity for a wider participation of national armed forces in international peacekeeping and humanitarian operations. It is assumed that refueling aircraft will be based at Komaki Air Base (Honshu Island).

In total, according to the calculations of specialists from the military department, it is considered expedient to have in the future in 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 of units about PO people.

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

Organizational structure of the Japanese Air Force Combat Support Command

The basis of the formed squadron will be transport and refueling aircraft (TZS) KC-767J manufactured by American company Boeing. In accordance with the request of the Ministry of Defense of Japan, the United States is converting four already built Boeing 767s into the appropriate modification. One aircraft is valued at about $224 million. KC-767J in the rear fuselage is equipped with a controlled fuel-filling rod. 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 (the volume of fuel tanks is 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 more flexible use of its reserves on board. The capabilities of this type of machine for refueling in the air can be increased by installing an additional fuel tank with a volume of about 24 thousand liters in the cargo compartment.

Simultaneously with the performance of refueling functions, the KC-767J aircraft is planned to be used as a transport aircraft for the delivery of goods and personnel. Re-equipment from one version to another takes from 3 to 5 hours and 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 electronic equipment installed on Boeing 767 aircraft, the KC-767J is equipped with a set of equipment special purpose, including: RARO-2 air refueling control system, VHF and VHF radio communications, GATM air traffic control system, friend-foe identification equipment, Link-16 high-speed data transmission line equipment, UHF-radio direction-finding station range, the TAKAN radio navigation system and the 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 air refueling systems. In the future, the presence of such systems will be considered as a prerequisite for promising fighters. The training of the flight personnel of the Japanese Air Force fighter aviation to solve the problem of refueling in the air has been carried out on a regular basis since 2003 during special flight tactical training, as well as the Cope Thunder (Alaska) and Cope North (about . Guam, Mariana Islands). In the course of these activities, the transfer of fuel is worked out jointly with the American TZS KS-135, based on the AVB Kadena (Okinawa Island).

At the request of the military department, since 2006, measures have been taken to ensure the possibility of refueling helicopters in the air. Within the allocated appropriations in the amount of more than 24 million dollars, it is planned, in particular, to convert the C-ION military transport aircraft (MTA) into a tanker. As a result, the machine will be equipped with a fuel receiving bar and two devices for transferring it in the air using the “hose-cone” method, as well as additional tanks. The upgraded C-130N will be able to receive fuel from another tanker aircraft and simultaneously refuel two helicopters in the air. It is assumed that the volume of fuel reserves will be about 13 thousand liters, and the speed of its transfer - 1.1 thousand l / min. At the same time, work began on installing the appropriate equipment on the UH-60J, CH-47Sh and MSN-101 helicopters.

In addition, the Ministry of Defense decided to give refueling capabilities to the promising C-X transport aircraft. For this purpose, on the second prototype the necessary revisions and studies have been carried out. According to the leadership of the military department, this will not affect the already determined time frame for the implementation of the R&D program, according to which C-X aircraft will begin to enter the troops to replace the obsolete C-1 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 designed to train 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. Total population the permanent personnel of the Criminal Code is about 8 thousand people.

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

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 the 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 the flight personnel of aviation units during their service.

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

At the preliminary stage, the initial selection of candidates for training takes place, carried out by officers of the prefectural recruiting centers. It includes consideration of applications, familiarization with the personal data of candidates and the passage of a medical examination. Candidates who successfully complete this stage take entrance exams and are tested for professional suitability. Applicants who have passed the exams with a mark of at least "good" and passed the test become cadets of the Japanese Air Force Criminal Code. The annual intake is about 100 people, of which up to 80 are graduates of secondary schools, the rest are graduates of civilian institutions who have expressed a desire to become military pilots.

As part of theoretical training before the start of flight training, cadets study aerodynamics, aircraft engineering, documents regulating flight operations, communications and radio equipment, and also acquire and consolidate skills in working with aircraft cockpit equipment during complex training sessions. The duration of training is two years. After that, the cadets are transferred to the first course 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 and 120 hours of command and staff training, 70 hours of flight time on T-3 aircraft, and 40 hours of training on simulators). The training is organized on the basis of the 11th and 12th training AK, 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.

The basis of the high combat skills of the flight crew is considered to be the individual training of pilots.

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

The training program for fighter pilots begins to be mastered from the second year primary education(for jet 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 complex 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 aircraft of all types is 3,750 hours. During training, up to 10 percent. cadets are expelled due to incompetence.

Demonstration and aerobatic squadron "Blue Impals" 4 iacre is equipped with

T-4 aircraft

Having completed the initial flight training on piston and jet aircraft with a total flight time of 155 hours, the cadets proceed to the main training course, which is conducted on the basis of the 1st Fighter Wing on Japanese-made T-4 aircraft. The program of this course of study is designed for 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 the piloting technique within the framework of the number of export flights established by the program are expelled. Graduates of the basic flight training course are assigned the qualification of a pilot and are awarded the corresponding badges.

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

The T-2 combat training course is conducted in the 4th Fighter Wing, staffed by instructor pilots with significant experience in flying F-4E and F-15 combat aircraft. It is for ten months. The program provides for a cadet's total flight time of 140 hours. Independent training flights account for approximately 70 percent. total flying time. At the same time, trainees develop stable skills in piloting and combat use of T-2 aircraft. Feature training - the participation of cadets, as they gain experience, in joint tactical flight training with pilots of combat units to work out the issues of conducting air battles of various types of fighters. After completing the course of combat training on T-2 aircraft, the total flight time of cadets is 395^00 hours and they are assigned military rank non-commissioned officer. Theoretical and practical retraining is carried out in the 202nd (F-15J aircraft) and 301st (F-4EJ) air defense fighter squadrons, which, along with this task, are involved in combat duty. During it, cadets practice the basic elements of piloting and combat use of F-15J and F-4EJ aircraft.

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

The training of pilots on BTA aircraft and helicopters is carried out on the basis of the 403 air transport wing and the training squadron of the search and rescue AK. Most of of these pilots is 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 complete their first year initial flight training (eight months, on T-3 aircraft), after which they master the technique of piloting on the T-4 trainer, and then on the V-65 training aircraft. Further, future pilots of military transport aviation are trained on YS-11, C-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 the four-month command and staff courses for flight personnel at the officer candidate school in Nara (Honshu Island). After completing the courses, they are distributed to combat aviation units, in which they are further trained in accordance with the plans and programs developed by the Japanese Air Force command.

The third stage - the improvement of the training of the flight personnel of aviation units during their service is provided for in the process of combat training. Individual training of pilots is considered to be the basis for high professional and combat training of flight crews. Based on this, the Japanese Air Force has developed and is implementing plan increase in the annual raid of fighter pilots. The skills of the flight crew improve in accordance with special programs combat training of the Air Force, which provide for the sequential development of elements of combat use independently, as part of a pair, link, squadron and wing. The programs are 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). Supreme form combat training of flight personnel are tactical flight exercises and training conducted both independently and jointly with US aviation deployed in the Western Pacific Ocean.

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

Conducting scientific research, experiments and tests in the interests of improving aviation equipment and weapons of the Air Force is entrusted to test command. Organizationally, the command structure includes a test wing, an electronic weapons test group and an aviation medicine research laboratory. The test aviation wing performs the following functions: it 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 overflights of aircraft arriving from manufacturing plants. It also trains test pilots. In its activities, the wing is in close contact with the research and technical center.

The Logistics Command is designed to solve the problems of the Air Force MTO. It is responsible for receiving and creating stocks material resources, 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 testifies to 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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Aviation of Japan in the Second World War. Part one: Aichi, Yokosuka, Kawasaki Andrey Firsov

The origin and pre-war development of Japanese aviation

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

On December 19, 1910, Farman's and Grande's planes 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 the Farmayaa, 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 release of their improved copies, in 1916 the first aircraft of the original design was built - the Yokoso-type flying boat, designed by First Lieutenant Chikuhem Nakajima and Second Lieutenant Kishichi Magoshi.

The big three of the Japanese aviation industry - Mitsubishi, Nakajima and Kawasaki - began their activities in the late 1910s. Mitsubishi and Kawasaki were previously heavy industries, and Nakajima was backed by the powerful Mitsui family.

Over the next fifteen years, these firms produced exclusively foreign-designed aircraft - mainly French, British and German designs. At the same time, Japanese specialists were trained and trained at enterprises and in 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 get acquainted with the latest technical innovations. The basis for the development of Japan's own aviation was the creation in the early 30s of aluminum production facilities, which made it possible by 1932 to produce 19 thousand tons annually. "winged metal".

By 1936, this policy gave certain results - the Japanese independently designed the Mitsubishi Ki-21 and SZM1 twin-engine bombers, the Mitsubishi Ki-15 reconnaissance aircraft, the Nakajima B51Ch1 carrier-based bomber and the Mitsubishi A5M1 carrier-based fighter - 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 the veil of secrecy and dramatically increased the production of aircraft. In 1938, a law was passed requiring 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 exempted 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 for the expansion of production, but guaranteed the provision of loans by private banks. Moreover, the navy and army, which had production equipment at their disposal, rented it out to various aviation firms, 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 oversaw production and compliance with standards. These officers also exercised control over the management of firms.

If you look at the dynamics of production in the Japanese aircraft industry, it can be noted that from 1931 to 1936 the production of aircraft 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 fleet and the army issued orders independently, the interests of the parties sometimes clashed. What was missing was interaction, and, as you might expect, the complexity of production from this only increased.

Already in the second half of 1941, problems with the supply of materials became more complicated. Moreover, the deficit immediately became quite acute, and the distribution of raw materials was constantly 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 expanding production. Using the next year's production plan, the headquarters distributed raw materials in accordance with the requirements of the manufacturers. The order for components and assemblies (for spare parts and for production) was received by manufacturers directly from the headquarters.

Problems with raw materials were complicated by the constant shortage of labor, in addition, neither the navy nor the army were engaged in the management and distribution of labor. Manufacturers themselves, as soon as they could, recruited and trained personnel. In addition, with surprising myopia, the armed forces constantly called in civilian workers, completely inconsistent with their qualifications or the needs of production.

In order to unify the production of military products and expand the production of aircraft 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, on the basis of 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 to the corresponding naval and army general staffs. Further, the ministries coordinated this program with manufacturers, determining the needs for capacities, materials, human resources and equipment. Manufacturers determined their capabilities and sent a protocol of approval to the Ministries of the Navy and the Army. The ministries and general staffs together determined a monthly plan for each manufacturer, which was sent to the Ministry of Supply.

Tab. 2. Aircraft manufacturing in Japan during World War II

For production purposes, components and parts of aviation equipment were divided into three classes: under control, distributed by the government and supplied by the government. "Controlled materials" (bolts, springs, rivets, etc.) were produced under government control but distributed to manufacturers. Government-distributed "assemblies (radiators, pumps, carburetors, etc.) were produced according to special plans by a number of subsidiaries for deliveries to manufacturers of aircraft and aircraft engines directly to the assembly lines of the latter. Assemblies and parts "supplied" by the government (wheels, weapons, radio equipment, etc. .p.) were ordered directly by the government and delivered at the direction of the latter.

By the time the Ministry of Supply was formed, an order was issued 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, numerous controllers 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, presented themselves to them.

Despite this rather impartial system of production control, the army and navy did their best to maintain their special influence by sending their own observers to aircraft, engine building and related industries, and also did everything to maintain their influence in those plants 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 enmity between the navy and the army, as well as the difficult conditions in which the Ministry of Supply worked, the Japanese aviation industry was able to constantly increase aircraft production from 1941 to 1944. In particular, in 1944, production at controlled factories alone increased by 69 percent compared with the previous year. The production of engines 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 adversaries. Between 1941 and 1945 the United States produced more aircraft than Germany and Japan combined.

Table 3 Aircraft production in some countries of the warring parties

Tab. 4. The number of employees in the Japanese aviation industry on average

List of Japanese Army Aviation Aces Rank Name Victory Sergeant major Hiromichi Shinohara 58 Major Yasuhiko Kuroe 51 m.-sergeant Satoshi Anabuki 51 Major Toshio Sakagawa 49+ Sergeant Yoshihiko Nakada 45 Captain Kenji Shimada 40 Sergeant Sumi

Japanese Army Aviation Sentai 1st Sentai Formed on 07/05/1938 in Kagamigahara, Saitama Prefecture, Japan. , Indochina, Rabaul, Solomon Islands, New Guinea, Philippines, Formosa and

Story organizational structure Japanese army aviation At the dawn of the history of Japanese army aviation, shortly before the outbreak of the First World War, the main tactical unit was the koku daitai (regiments), which consisted of two chutais (squadrons) of nine aircraft per

ATTACK OF THE JAPANESE NAVIGATIONAL AVIATION TORPEDO BOMBERS AND DIVE BOMBING 1. The authorized version of the torpedo bomber (in Japanese terminology - kogeki-ki, or "attack aircraft") provided for the transition to strafing flight at a distance of about 3000 m to the target. Torpedo launch