After the defeat of the Imperial Japan in World War II, the country under the American occupation was forbidden to have its own armed forces. In adopted in 1947, the Constitution of Japan was proclaimed a refusal to create the Armed Forces and the Rights of War. However, in 1952, national security forces were formed, and in 1954, the Self-Defense Forces of Japan began to be created on their basis.

Formally, this organization is not an armed forces and in Japan itself is considered a civilian department. Commands the Prime Minister of Japan self-defense. Nevertheless, this "non-military organization" with a budget of $ 59 billion and a number of almost 250,000 people is equipped with quite modern and technique.

Simultaneously with the creation of self-defense forces, the air defense forces of Japan's air force began. In March 1954, Japan concluded an agreement on military assistance with the United States, and in January 1960, an agreement on mutual cooperation and security guarantees was signed between Japan and the United States. In accordance with these agreements, self-defense air forces began to receive American-made aircraft. The first Japanese aircraft was organized on October 1, 1956, which entered 68 T-33A and 20 F-86F.

F-86F fighters of the air defense of Japan

In 1957, the licensed production of American F-86F fighters "Seiz" began. The company "Mitsubishi" from 1956 to 1961 built 300 F-86F. These aircraft served as part of self-defense air force until 1982.

After taking the ongoing and starting licensed production of F-86F aircraft aircraft, the air forces of self-defense required double jet training aircraft (TCB), in their characteristics close to combat fighters. Corporation "Kawasaki" under license T-33 T-33 licenses (210 aircraft built), created on the basis of the first serial American jet fighter F-80 "Schoting Star", did not fully comply with the requirements.

In connection with this company "Fuji" on the basis of the American fighter F-86F "Seiz" was developed by T-1 T-1. Two crew members were placed in the cockpit with a tandem under the general, revealed by the lantern. The first aircraft rose into the air in 1958. Due to problems with the japanese development engine in the first version of T-1, imported British engines Bristol Aero Engines Orpheus with 17,79 kN.

Japanese T-1

The aircraft recognized as meeting the requirements of the Air Force, after which two parties of 22 aircraft were ordered under the designation T-1a. Airplanes of both parties set the customer in 1961-1962. From September 1962 to June 1963, 20 serial aircraft under the designation of T-1B were built with the Japanese engine ISHIKAWAJIMA-HARIMA J3-IHI-3 tag 11.77 kN. Thus, T-1 T-1 became the first post-war Japanese reactive aircraft designed by its own designers, the construction of which was carried out at national enterprises from Japanese components.

Japanese self-defense air forces operated T-1 T-1, on this training aircraft, several generations of Japanese pilots were preparing preparation, the last aircraft of this type was written off in 2006.

With a runway up to 5 tons, the aircraft developed a speed of up to 930 km / h. The armed was one mover of a caliber of 12.7 mm, could carry a combat load in the form of nar or bombs weighing up to 700 kg. According to its basic characteristics, the Japanese T-1 approximately corresponded to the widespread Soviet TCT - UTI MiG-15.

In 1959, the Japanese company "Kawasaki" acquired a license for the production of the sea anti-herine-patrol aircraft Lokhid P-2N Neptune. Since 1959, the factory in the city of Gifa began serial production, completed by the release of 48 aircraft. In 1961, Kawasaki began developing her own modification of Neptune. The plane received the designation P-2J. On it, instead of piston, there were two turboprop engines "General Electric" T64-IHI-10 with a capacity of 2850 hp, produced in Japan. The auxiliary TRD Westinghouse J34 was replaced with the TRD Ishikawajima-Harima Ihi-J3.

In addition to installing turboprop engines, there were other changes: the fuel reserve was increased, a new anti-submarine and navigation equipment is installed. In order to reduce the windshield resistance of engine motometrics have been redesigned. To improve the run-up characteristics on the weak ground, the chassis is redested - instead of one wheel of a large diameter, the main racks obtained paired wheels of smaller diameter.

Marine Patrol Airplanes Kawasaki P-2J

In August 1969, the serial release of P-2J began. In the period from 1969 to 1982, 82 cars were produced. Patrol aircraft of this type were operated in Japanese sea aviation until 1996.

Understanding that the American subsonic fighters F-86 by the beginning of the 60s no longer complied with modern requirements, the command of self-defense forces began to look for them to replace. In those years, the concept was distributed, according to which the air battle in the future will be reduced to the supersonic interception of shock aircraft and missile duels between fighters.

This ideas fully comply with the Lokhid F-104 "Star Faiter" developed in the United States at the end of the 50s.

During the development of this aircraft, high speed characteristics were put on the head of the corner. "Starfyter" was subsequently called a "rocket with a man inside." The US Air Force pilots were rapidly disappointed in this capricious and emergency aircraft, and he began to offer allies.

Starfyter in the late 1950s, despite the high emergency, has become one of the main Fighters of the Air Force of many countries, was produced in various modifications, including in Japan. It was an all-weather interceptor F-104J. On March 8, 1962, the first "start-up" of the Japanese assembly was ridden for the Gitzubishi Plant Gate in the city of Komaki. According to the design, he almost did not differ from the German F-104G, and the letter "J" indicates only the Customer's country (J - Japan).

Since 1961, the UWS country of the rising sun received 210 starfyter aircraft, and 178 of them were produced by the Japanese concern "Mitsubishi" under license.

In 1962, the construction of the first Japanese turboprop airliner for small and medium-length lines began. The aircraft was made by the Nihon Aircraft Manufacturing Corporation Consortium. It included almost all Japanese air producers, such as: "Mitsubishi", "Kawasaki", "Fuji" and "Shin Maiva".

The passenger turboprop aircraft that received the designation YS-11 was intended to replace DRAK-3 Douglas on domestic airlines and could transport up to 60 passengers with a cruising speed of 454 km / h. From 1962 to 1974, 182 aircraft were released. To the present, YS-11 remains the only commercially successful passenger aircraft released by the Japanese enterprise. Of the 182 aircraft produced 82 cars were sold in 15 countries. One and a half dozen of these aircraft delivered to the military department, where they were used as transport and training. Four aircraft were used in the RES option. In 2014, it was decided to write off all options YS-11.

By the mid-1960s, F-104J began to be regarded as an outdated car. Therefore, in January 1969, the Cabinet of Ministers of Japan raised the issue of equipping the country's Air Force with new fighters-interceptors that should have replaced the "Starphartes". As a prototype, the American multi-purpose fighter of the third generation F-4E "Phantom" was chosen. But the Japanese, ordering the F-4EJ version, put the condition so that it was a "clean" interceptor fighter. The Americans did not object, and with F-4EJ, all equipment for terrestrial targets was shot, but the air-air armament was strengthened. All this was done compliance with the Japanese concept "only in the interests of defense."

The first licensed aircraft plane for the first time rose to the air on May 12, 1972. Subsequently, Mitsubishi company under license built 127 F-4FJ.

"Mitigation" of Tokyo's approaches to offensive types of weapons, including the Air Force, began to be observed in the second half of the 1970s under the pressure of Washington, especially after adoption in 1978 the so-called "guidelines of the Japanese American Defense Cooperation". Before that, no joint actions, even the teachings, self-defense forces and the American units in Japan were not conducted. Since then, much, including in TTH aircraft, in the Japanese forces of self-defense changes in the calculation of joint offensive actions.

The F-4EJ fighters produced, for example, began to install equipment for refueling in the air. The last "phantom" for the Japanese Air Force was built in 1981. But already in 1984, a program for extending their service life was adopted. At the same time, "phantoms" began to be equipped with the means of bombing. These aircraft got the name KAI. Most of the "phantoms" of the existing residual resource were upgraded.

F-4EJ KAI fighters continue to be in service with the air defense of Japan. Recently, about 10 aircraft of this type are responsible annually. There are still about 50 F-4EJ KAI fighters and RF-4EJ scouts. Apparently, the machines of this type will be finally written off after receiving American F-35A fighters.

At the beginning of the 60s, the Japanese company "Kavanishi" (Kawanishi) renamed to "Shin Maywa) began to start a study on the creation of an anti-submarine generation of a new generation. In 1966, the design was completed, and in 1967 the first prototype rose into the air.

A new Japanese flying boat that received the designation PS-1 was a free-sided high albele with a straight wing and T-shaped tail. The design of the seaplane is all-metal one-edged, with a sealer fuselage of the type of hemonococcus. Power installation - four turboprops T64 with a capacity of 3060 hp Each of which led a three-bladed air screw into rotation. Under the wing for additional stability on takeoff and landing there are floats. For movement on the slip, a retracted wheel chassis is used.

To solve the anti-submarine tasks, PS-1 had a powerful search engine radar, a magnetometer, a receiver and indicator of signals of hydroacoustic buoys, a pointer of a span over a buoy, as well as an active and passive submarine detection system. Under the wing, between the gondolas of the engines, there were nodes for the suspension of four anti-submarine torpedoes.

In January 1973, the first aircraft entered arms. Following the prototype and two pre-production machines, a party of 12 serial cars was followed, and then eight more aircraft. During operation, six PS-1 were lost.

Subsequently, the sea defense forces refused to use PS-1 as an anti-herineal aircraft, and all the remaining machines were focused on the tasks of search and rescue on the sea, anti-submarine equipment with hydrosines were dismantled.

US-1A hydrosapol

In 1976, a search and rescue version of US-1A with high power engines T64-IHI-10J 3490 hp Orders to the new US-1A were received in 1992-1995, only 16 aircraft were ordered by 1997.
Currently, there are two US-1A search and rescue aircraft.

A further development of this seaplane has become US-2. From US-1A it is distinguished by the glazing of the cabin and the updated composition of the on-board equipment. The plane has installed new Rolls-Royce AE 2100 turboprop engines with a capacity of 4500 kW. The design of the wings with integrated fuel tanks was changed. Also, the search and rescue has a new RLS Thales Ocean Master in the nose. A total of 14 US-2 aircraft built, five cars of this type are operated in the sea aviation.

By the end of the 1960s, the Japanese aviation industry has accumulated significant experience in the licensing construction of foreign samples of aircraft. The design and industrial potential of Japan, by the time, quite allowed to design and build on their own aircraft not inferior to the main parameters of world standards.

In 1966, Kawasaki, which is the main contractor in the Nihon Aeroplane Manufacturing Company (NAMC) consortium, has begun to develop a two-link reactive military transport aircraft (BTS) to the technical task of the air defense of Japan. The projected aircraft, intended to replace outdated piston transport aircraft of American production, received the designation C-1. The first of the prototypes took off in November 1970, and flight trials ended in March 1973.

The aircraft is equipped with two Motogondals under the wing turbojet engines JT8D-M-9 American Pratt-Whitney firm manufactured in Japan under license. Onboard radio electronic equipment C-1 allows flights in complex meteorological conditions at any time of the day.

C-1 has a design conventional design. The cargo cabin is sealed and equipped with an air conditioning system, and the tail ramp can be opened in flight to landing the landing and discharge of goods. The C-1 crew consists of five people, and the typical load includes or 60 fully equipped infantry, or 45 paratroopers, or up to 36 stretcher for the wounded with the accompanying, or various equipment and cargo on landing platforms. Through the aircraft located in the tail of the aircraft in the cabin can be immersed: 105-mm warm or 2.5-ta cargo car, or three car SUVs.

In 1973 he received an order for the first batch of 11 cars. Upgraded and refined by experience, the option received the designation - C-1A. Its production ended in 1980, a total of 31 cars of all modifications were built. The main reason for the cessation of the production of C-1a was the pressure from the United States, which were seen in the Japanese transport worker of a competitor to their C-130.

Despite the "defensive orientation" of the forces of self-defense, for the provision of aviation support, Japanese land divisions were required inexpensive fighter-bomber.

At the beginning of the 70s, Sepecat Jaguar began to enroll the European countries, and the Japanese military showed the desire to have a plane of a similar class. Just at the same time, in Japan, Mitsubishi was the development of a supersonic training and training aircraft T-2. He first rose into the air in July 1971, becoming the second reactive training aircraft developed in Japan and the first Japanese supersonic aircraft.

Japanese T-2

The T-2 aircraft is a monooplan with a highly resorted sweat-shaped wing of a variable variable, a whole-acting stabilizer and one-cell vertical plumage.

A significant part of the components on this machine was imported, including engines R.B. 172D.260-50 "Adur" firms "Rolls-Royce" and "Türbomeks" with a static thrust of 20.95 kN without forcing and 31.77 kN with forcing each produced under license from Ishikavadzima. Since 1975 to 1988, 90 aircraft were manufactured, of which 28 were unarmed training T-2Z, and 62 - educational T-2K.

The aircraft had the maximum takele weight - 12800 kg, the maximum speed at the height is 1,700 km / h, the distillation from PTB is 2870 km. Arms consisted of 20 mm guns, rockets and bombs at seven pendant points, weighing up to 2700 kg.

In 1972, Mitsubishi, on the order of the self-defense air force, began to develop on the basis of T-2 T-2 combat-bombing fighter F-1, the first since the Second World War of the Japanese combat aircraft of its own development. According to the design, it is a copy of the T-2 aircraft, but has a single cabin and more perfect sighting and navigation equipment. F-1 fighter-bomber fighter flight made in June 1975, serial release began in 1977.

The Japanese aircraft conceptually repeated the Franco-British "Jaguar", but even closely could not approach him by the number of built. In total, 77 fighters - bombers F-1 were supplied to the air force of self-defense. For comparison: SEPEKAT "Yaguar" produced 573 aircraft. The latest F-1 aircraft were removed from weapons in 2006.

The decision to build on the same database training aircraft and the fighter-bomber was not too successful. As an aircraft for the preparation and training of T-2 pilots, it turned out to be very expensive in operation, and its flight characteristics were little consistent with the requirements of the TCB. F-1 fighter-bomber with a similarity with the "jaguar" seriously inferior in the latter in battle load and radius of action.

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

As an independent view of the Armed Forces, the following main tasks are designed to solve: ensuring air defense, aviation support for the land forces and the Navy, airborne intelligence, carrying out air transport and troops and cargo landing. Given the important role, which is given by the Air Force in the aggressive plans of the Japanese militarism, the military leadership of the country pays great attention to the increase in their combat power. First of all, this is done by equipping parts and units of the newest aircraft and weapons. To this end, in recent years, with the active assistance of the United States in Japan, the production of modern F-15J combat aircraft, managed by the AIM-9P and L Satvander missiles of the air - air class, CH-47 helicopters, was deployed. The developments have been completed and the serial production of type 81 anti-aircraft missile systems, T-4 reactive training aircraft, UR ASM-1-ship class, new stationary and mobile three-coordinate radar, etc. Preparations for the deployment of production at the Japanese enterprises of anti-aircraft missile systems "Patriot" on the American license ends.

All this, as well as the ongoing shipments of weapons from the United States allowed Japanese leadership to significantly strengthen its Air Force. In particular, over the past five years, there have been about 160 aircraft of combat and auxiliary aviation on their weapons, including over 90 F-15 fighters, 20 Tactical F-1 tactical fighters, E-2C "Hokai", six transport Airplanes C-130N and other aviation equipment. Due to this, four fighter aviation squadrons (201, 202, 203 and 204) were rearmed by the F-15J aircraft, completed completion of F-1 Squadrils (3, 6 and 8th) bombers (3, 6 and 8th), formed 601rd. DRON and control (E-2C aircraft "Hokai"), started re-equipment of the 401th transport squadron with C-130N aircraft. From anti-aircraft missile systems of the diploma type 81, as well as portable Sninger and anti-aircraft artillery plants "Volcano" formed the first mixed anti-aircraft missile-artillery division (SMZRADN) air defense. In addition, three-poster-nate stationary (J / FPS-1 and -2) and mobile (J / TPS-100 and -101) of the Japanese production radar (J / TPS-100 and -101) continued to arrive for the Air Force (J / TPS-100 and -101), which were replaced by outdated American stations (AN / FPS-6 and -66) in the radio troops of the Air Force. Seven separate mobile radar mouths are also formed. At the final stage, there are works on the modernization of the ASU Air Defense "Bage".

Below, according to overseas printing, the organization and composition, combat training and development prospects of Japan are given.

Organization and composition. The management of the Air Force is carried out by the commander, which is at the same time the head of the headquarters. The main forces and means of the Air Force are summarized in four commands: military aviation (tank), training Aviation (UAC), training Aviation and Technical (WATC) and logistics (MTO). In addition, there are several parts and central subordination institutions (the organizational structure of the Air Force is shown in Fig. 1).

Since August 1982, special flight-tactical training is systematically held, the purpose of which is to work out by Japanese pilots of interception of the enemy's bombers in the context of the wide use of RES funds. In the role of the latter, American strategic bombers of the B-52 are performing, which carry out active interference by the onboard RLS of fighters performing interception. In 1985, 12 such training was performed. All of them were held in the Zone Zone of Japan Air Force, located west of. Kyushu.

In addition to those mentioned above, weekly are held together with American aviation, flight-tactical training on improving the skills of flights in the implementation of interception and conducting group air fighting (from a pair to aircraft links on each side). The duration of such training is one or two flight shifts (6 hours).

Along with joint Japan activities, the Command of Japan's Air Force systematically organizes the flight-tactical training of aviation, anti-aircraft missile parts and units, both independently and in cooperation with the land forces and the Navy of the country.

The planned events of combat training of fighter aircraft are the annual competitions of the Competitions of the Combat and Aviation Commands held since 1960. In the course of them, the best aviation units are revealed, the experience of their combat training is studied. In such competitions, teams from all parts of the tank, as well as from training squadrons 4 IACR at the training association, calculations from the divisions of Zur "Nike-J" and the teams of operators of the RLP and guidance points.

In each aviation team, four combat aircraft and up to 20 people of flight and technical composition. To conduct competitions, as a rule, the Komatsu airbase is used, one of the largest zones of military training for the Air Force, located above the water area of \u200b\u200bthe Japanese Sea North-West Komatsu, as well as the AMagamori Aviation Polygons (Northern Oh. Honshu) and Simamatsu (Hokkaido). Teams compete in performing interception of air targets, conducting group air fighting, deposition of terrestrial and maritime purposes, including with the implementation of practical bombing and shooting.

In foreign press, it is noted that the Japan Air Force has wide combat capabilities and their crews have a high level of training, which is supported by the entire system of everyday combat training and is checked during the above-mentioned various teachings, competitions and other events. The average annual flight of the fighter aviation pilot is about 145 hours.

Development of the Air Force. In accordance with the five-year program of construction of the Armed Forces of Japan (1986-1990), further extension of the Power of the Air Force is planned mainly due to the supply of modern aircraft, anti-aircraft missile systems, modernization of aviation equipment and weapons, as well as the improvement of the airspace and control system.

The construction program is planned to continue since 1982 the supply of the Country Air Force F-15J aircraft and bring their total number by the end of 1990 to 187 units. By this time, the F-15 fighters are planned to reoperate three more squadrons (303, 305 and 304th). Most of the aircraft consisting of F-4EJ (now there are 129 units), in particular 91 fighter, it is planned to modernize in order to extend their period of operation until the end of the 1990s, and 17 machines are re-equipped into reconnaissance aircraft.

In early 1984, it was decided to adhere to the Air Force, American anti-aircraft missile systems "Patriot" and re-educate all six anti-aircraft missile divisions Zur "Nike-J". Since 1986 fiscal year, it is scheduled to annually allocate funds for the purchase of four Patriot SPR. The arrival of them in the Air Force will begin in 1988. The first two training batteries are planned to be formed in 1989, and since 1990, proceed to re-equipment of anti-aircraft missile divisions (one annually).

The Air Force Construction Program also provides for the continuation of the supply of C-130N transport aircraft (for the 401th Squadron of Transport Aviation), the number of which by the end of 1990 is scheduled to bring up to 14 units.

Expand the possibilities of the airspace control system is planned due to an increase in the number of aircraft DRON E-2C "Hokai" (up to 12), which, according to Japanese specialists, will allow you to move to round-the-clock combat duty. In addition, by 1989, it was planned to complete the modernization of the ACS by the forces and means of air defense "Bajge", which will significantly increase the level of automation of the processes of collecting and processing data on the air environment necessary to manage the active air defense forces. The re-equipment of radar posts of the air defense of the air defense of the Japanese production radar radar.

Other activities aimed at the further development of the country's Air Force are also held. In particular, R & D on the selection of a new combat aircraft continues, which should replace the tactical fighter in the 90s, the issues of feasibility of adopting the aircraft adoption of aircraft and aircraft of the DROT and controls are studied.

Colonel V. Samsonov

The twentieth century has become a period of intensive development of military aviation in many European countries. The reason for the appearance was the need of states in the emergence and missile protection of economic and political centers. The development of combat aviation was observed not only in Europe. The twentieth century is the time to build up the power of the Air Force of which also sought to protect themselves, strategic and state-based important objects.

How it all began? Japan in 1891-1910

In 1891, the first aircraft were launched in Japan. These were models using rubber motors. Over time, it was created more, in the design of which there was a drive and pushing screw. But this Japan Air Force is not interested. The birth of aviation occurred in 1910, after purchasing Farman and Grande aircraft.

1914. First air strike

The first attempts to use Japanese military aviation were undertaken in September 1914. At this time, the army of the country of the rising Sun together with England and France opposed the Germans deployed in China. A year before these events, Japan Air Force for training purposes have acquired two double aircraft Newport NG and one triple "Newport NM" of 1910. Soon these airlines began to apply for battles. Japan's Air Force in 1913 had four Farman plane, which were designed for intelligence. Over time, they began to be applied to apply air strikes on the enemy.

In 1914, German aviation attacked the fleet to Tsigato. Germany at that time used one of the best aircraft - "Taub". During this military campaign, Japan Air Force aircraft made 86 departures and dropped 44 bombs.

1916-1930. Activity of manufacturing companies

At this time, Japanese companies "Kawasaki", "Nakajima" and "Mitsubishi" are being developed for the development of a unique flying boat "Yokoso". Since 1916, Japanese manufacturers have created the designs of the best aircraft models of Germany, France and England. This state of affairs lasted fifteen years. Since 1930, companies start producing aircraft for Japan Air Force. Today, this state is among the top ten most powerful armies of the world.

Domestic development

By 1936, the first aircraft were designed by Japanese manufacturers of "Kawasaki", "Nakajima" and "Mitsubishi". Japan's Air Force has already possessed two-dimensional bombers of domestic production G3M1 and KI-21, intelligence aircraft KI-15 and A5M fighters. In 1937, the conflict between Japan and China broke out again. This led to the privatization of the Japan of large industrial enterprises and the restoration of state control over them.

JVD Air Force. Organization of command

Japan's Air Force Head is the main headquarters. In his submission is the command:

• combat;
• aviation;
• links;
• educational;
• security group;
• test;
• hospital;
• department of Japan Air Force Counterintelligence.

The combat composition of the Air Force is represented by combat, training, transport and special aircraft and helicopters.

Narget and pre-war development of Japanese aviation

In April 1891, one enterprising Japanese Chihanach Ninomia successfully launched a model with a rubber motor. Later, he designed a large model with a drive from the hourly mechanism on the pushing screw. The model successfully flew. But the Japanese army showed little interest to her, and Ninomia left his experiments.

December 19, 1910, in Japan, the first flights were made by Pharman and Grande planes. So in Japan began the era of aircraft heavier than air. After a year, one of the first Japanese pilots - Captain Tokyig & Ba designed the improved version of the phasema, which was built by the aeronautical part of Tokyo, and which became the first airplane released in Japan.

Following the acquisition of several types of foreign aircraft and the release of their improved copies, in 1916 the first aircraft was built in 1916 - a flying boat "Type of Yokoso", designed by the first lieutenant Chikuhm Nakajima and the second lieutenant Kisich Magosi.

The large triple of the Japanese Aviation Industry - Mitsubishi, "Nakajima" and "Kawasaki" - began their activities in the late 1910s. "Mitsubishi" and "Kawasaki" were before that by the enterprises of the heavy industry, and for the "Nakajima" there was an influential family of Mitsui.

Over the next fifteen years, these firms produced exclusively aircraft of foreign development - mostly French, English and German samples. At the same time, Japanese specialists were trained and internships in enterprises and in higher US schools. However, by the early 1930s, the Japanese army and fleet came to the conclusion that the aviation industry is time to stand on their own legs. It was decided that in the future the aircraft and engines of only their own development will be adopted. This, however, YE stopped the practice of purchasing foreign aircraft to familiarize themselves with the latest technical innovations. The basis for the development of its own aviation of Japan was the creation at the beginning of the 30s for the production of aluminum, which allowed 19 thousand tons annually by 1932. "Winged metal".

By 1936, this policy gave certain fruit - the Japanese were independently designed two-dimensional bombers Mitsubishi Ki-21 and SM1, Mitsubishi Ki-15 scout, Nakadzima B51CH1 deck bomber and deck fighter Mitsubishi A5M1 - all equivalent or even superior foreign samples.

Starting from 1937, as soon as the "second Chinese-Japanese conflict" broke out, the Japanese aviation industry closed the sequity of secrecy and sharply increased the release of aircraft. In 1938, a law was published that required the establishment of state control over all aviation companies with capital more than three million yen, the government controlled production plans, technology and equipment. The law defended such companies - they were exempted from income taxes and capital, and their export obligations were guaranteed.

In March 1941, the aviation industry received another impetus in its development - the imperial fleet and the army decided to expand orders 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 fleet and the army who have had production equipment at their disposal, passed it with various airframes depending on their own needs. However, army equipment was not suitable for the production of fleet products and vice versa.

During the same period, the army and the fleet established standards and procedures for the adoption of all types of aviation materials. The production and compliance of standards has followed the staff of technical specialists and controllers. These officers also monitored the management of firms.

If you look at the dynamics of production in the Japanese aircraft industry, then it can be noted that from 1931 to 1936, the production of aircraft grew three times, and from 1936 to 1941 - four times!

With the beginning of the war in the Pacific Ocean, these services of the army and the fleet also participated in production expansion programs. Since the fleet and the army issued orders independently, then the interests of the parties sometimes came across. What was missing - so these are interactions, and how it could be expected, the complexity of production was only increased.

Already in the second half of 1941, complicated problems with the supply of materials. Moreover, the deficit immediately became quite acute, and the issues of distribution of raw materials were constantly complicated. As a result, the army and fleet set their own control over the raw materials depending on their spheres of influence. The raw material was divided into two categories: materials for production and materials for the expansion of production. Using the production plan for the next year, headquarters distributed raw materials in accordance with the requirements of manufacturers. The order for nodes and aggregates (for parts and for production) was received by manufacturers directly from the headquarters.

Problems with raw materials were complicated by a constant lack of labor, besides, neither the fleet nor the army was not engaged in the management and distribution of labor. Manufacturers themselves as soon as they could have gained and taught staff. In addition, with amazing myopia, the armed forces constantly called on civil workers, absolutely not agreed with their qualifications or production needs.

In order to unify the production of military products and expanding the production of aircraft in November 1943, the Japanese government has created the Ministry of Source, which has made all the issues of production, including labor reserves and distribution of raw materials.

To coordinate the work of the Aviation Industry, the Ministry of Source has established a specific system for developing a production plan. The General Staff based on the current military situation determined the need for military equipment and sent them to the maritime and military ministries, which, after approval, sent them to approval in the ministry, as well as the relevant marine and army ^ General Staff. Further, the ministries agreed this program with manufacturers, defining the needs for capacity, materials, human resources and equipment. Manufacturers determined their capabilities and sent a protocol on coordination to the Ministry of Fleet and Army. The ministries and general headquarters have determined a monthly plan for each manufacturer who sent the Ministry of Source.

In terms of production purposes, the nodes and parts of the aviation equipment were divided into three classes: under the control, distributed by the government and the government supplied by the Government. "Controlled materials" (bolts, springs, rivets, etc.) were produced under the control of the government, but were distributed to manufacturers orders. Allocated by the Government "Nodes (radiators, pumps, carburetors, etc.) were made by special plans next to subsidiaries for deliveries of aircraft and aircraft manufacturers directly to the latter assembly lines." The Government and Parts (Wheels, Armament, Radio Equipment, and T .P.) Ordered directly by the government and were delivered to indicate the latter.

By the time of education of the Ministry of Supplies received a decree to stop the construction of new aircraft facilities. It was obvious that the capacity is enough, and the main thing was to increase the efficiency of existing production. Numerous controllers from the Ministry of Commerce and Industry and Observers from the Fleet and Army, which were at the disposal of the regional centers of the Ministry of Source, were presented to enhance control and management at work.

Contrary to this, pretty impartial system of controlling production, the army and fleet were trying to maintain their special influence by all means, sending their own observers to aviation, engineering and related production, and also did everything to preserve their influence on those factories that were already under their control. . That concerned the production of weapons, spare parts and materials, the fleet and the army created their own capacities, and not even informing the Ministry of Source.

Despite the hostility between the fleet and the army, as well as the difficult conditions in which the Ministry of Summary worked, the Japanese aviation industry was in a state constantly from 1941 to 1944 to increase the production of aircraft. In particular, in 1944 only on controlled factories, production increased by 69 percent compared with the previous year. Engine production increased by 63 percent, screws - by 70 percent.

Despite these impressive successes, it was still not enough to resist the huge relics of opponents of Japan. Between 1941 and 1945, the USA made aircraft more than Germany and Japan combined.

Aviation of Japan in World War II. Part One: Aichi, Yokosuk, Kawasaki Firsa Andrei

Japanese army aviation

Japanese army aviation

The first experience of flights The Japanese army acquired another 1877 using balloons. Later, during the Russian-Japanese war under Port Arthur, two Japanese aerostats committed 14 successful lifts in order to conduct intelligence. Attempts by the creation of devices heavier than air were made by private individuals in 1789 - mostly muscullets, 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 research organization was established on the basis of the University of Tokyo and the staff of the Army and Fleet.

In 1910, the "society" sent Captain Yositosi Tokugava to France, and Captain Kumazo Ginos - to Germany, where they should have been purchased and mastering the air control. Back to Japan, officers returned with Biplan Pharman and Monoplasm Grad, and on December 19, 1910, the first flight of the aircraft in Japan took place. During 1911, when Japan has already acquired several types of aircraft, the superior version of the pharmacy aircraft, which was built by the army aeronautic part, was acquired by Captain Tokugava. After preparation, several more pilots abroad began training to fly and in Japan itself. Despite the training of a fairly large number of pilots and their internship in 1918 in the French Air Force, the Japanese army pilots in the battles of the First World War did not participate. However, during this period, the Japanese aviation has already acquired the appearance of a separate manner of troops - an air battalion was created as part of the army transport command. In April 1919, a part has already become a division under the command of General-Major Ikutaro, Inuy.

As a result of a trip to France, the Mission of Colonel Faure, which included 63 experienced pilots, was acquired several aircraft that had saved their glory during the fighting of the First World War. So, SPAD S.13c- 1 was adopted by the Japanese imperial army, Newport -224S-1 was produced by Nakadzima as an educational fighter, and the Scout "Salmson" 2A-2 was built on Kawasaki under the designation "Type 1 type". Multiple machines, including the promonance of "Pap" and "AVRO" -504K, was purchased in the UK.

By May 1, 1925, the Army Air Corps was organized, which was finally an aviation in the genus of troops on a par with artillery, cavalry and infantry. At the head of the air headquarters ("Koku Homby"), Lieutenant General Kinich Yasumitsa was delivered. By the time of the organization of the air corps, 3,700 officers and up to 500 aircraft turned out to be 3,700 officers. Almost immediately after this, the first Japanese development aircraft began to flow into the housing.

Over the first decade of the existence of an air division, and then the corps, he took a minor participation in the battles in the region of Vladivostok in 1920 and in China in 1928 during the Cignan Incident. However, over the next decade, the Army Air Force has already played a significant role in numerous conflicts unleashed by Japan. The first of them became the occupation of Manchuria in September 1931, and in January 1932, the Shanghai Incident. By this time, the air force of the army had already in service already several types of Japanese development aircraft, including a light bomber "Type 87" developments of Mitsubishi, a scout "Type 88" of Kavasaki and the fighter "Type 91" Nakajima. These aircraft allowed Japanese to easily achieve superiority over the Chinese. As a result of these conflicts, the Japanese organized the Manyzhou puppet state. Since that time, the Army Aviation Aviation of Japan has launched a wide modernization program and expanding its strength that led to the development of many of those types of aircraft with which the Japanese joined the World War.

During this re-equipment program, July 7, 1937, battles were resumed in China, grew into a full-scale war - "Second Sino-Japanese Incident". At the initial period of the war, the army aviation was forced to give the championship in carrying out the main offensive operations of aviation of his eternal opponent - the fleet, and limited himself only to the cover of ground parts in the Manchuria area, forming new parts and units.

By this time, the main unit of army aviation was an air regiment - "Hickly Rentai", consisting of fighter, bomber and intelligence (or transport) squadrils ("Challenge"). The first experience of fighting in China demanded the reorganization of parts, and a specialized, smaller part of the composition was created - a group ("Sentai"), which became the basis of Japanese aviation during the war in the Pacific Ocean.

Sentai usually consisted of three Chuteev with 9-12 aircraft and a staff link - "Sentai Hombu". The group headed the captain-lieutenant. Sentai united in the air traffic police - "Hikodan" under the command of Colonel or Major General. Usually, Hikodan had three Sentai in various combinations from the "Sentki" (fighter), "Keibaku" (easy-to-border) and "skirt" (heavy-bombarding) parts. Two or three Hikodan was "Hikosidan" - an air army. Depending on the need of the tactical situation, separate units of a smaller composition were created than Sentai - "Dai Sizhugo Chucky" (separate squadron) or Chicatai Document (separate aviacryls).

The highest command of the army aviation was subordinate to Daichona - the imperial supreme headquarters and directly "Sanbo Soho" - the head of the army headquarters. In submission of the head of the headquarters was "Coke Socam" - the highest aviation inspection (responded to the preparation of flight and technical personnel) and "Koku Hombu" - the air headquarters, which in addition to the combat department were responsible for the development and production of aircraft and aircraft.

As the new Japanese development and production aircraft arrives, as well as the preparation of flight personnel, the aviation of the imperial army was all wider in battles in China. At the same time, the Japanese army aircraft participated twice in short-term conflicts with the Soviet Union in Hassan and on Chalchin Gol. The collision with Soviet aviation had a serious impact on the views of the Japanese army. In the eyes of the headquarters of the army, the Soviet Union became the main potential opponent. With an eye, it was developed to have been developed for new aircraft, equipment and built along the border with Transbaikalle Military airfields. Therefore, the air headquarters first of all demanded from airplanes with a relatively small flight range and the ability to act in severe frosts. As a result, the army aircraft turned out to be completely unprepared for flights above the expanses of the Pacific Ocean.

During the planning of operations in Southeast Asia and in the Pacific, army aviation, by virtue of its technical restrictions, should be primarily acting over the mainland and large islands - over China, Malaya, Burma, East India and the Philippines. By the beginning of the war, army aviation from the 1,500 aircraft allocated 650 to the 3rd Hicosidan for the onset of Malaya and the 5th Hicosidan, acting against the Philippines.

The 3rd hikosidan included:

3rd chicodan

7th Hikodan

10th Hikodan

70th chamber - 8 ki-15;

12th Hikodan

15th Hickay

50-and chamber - 5 ki-15 and ki-46;

51-and Chair - 6 KI-15 and KI-46;

83-Yu Hickay

71st chamber - 10 ki-51;

73rd chamber - 9 ki-51;

89th chamber - 12 KI-36;

12th chamber - ki-57

The 5th Hikosidan included:

4th Hikodan

10th Hickay

52nd chance - 13 KI-51;

74th chamber - 10 ki-36;

76th chamber - 9 ki-15 and 2 ki-46;

11th Challenge - KI-57.

For the first nine months of war, aviation of the Japanese army reached impressive success. Only in Burma met a pretty serious resistance of the English pilots and American volunteers. With the increase in the resistance of the allies at the borders of India, the onset of the Japanese by July 1942 groaned. During the battles of this period, Japanese pilots have proven themselves in battles with that "collection" of the samples of aircraft that allies collected in the Far East.

From the fall of 1942 to October 1944, the Japanese army turned out to be drawn into the war on exhaustion, carrying all the increasing losses in the battles on New Guinea and in China. Despite the fact that the Allies gave the priority of War in Europe, during these two years they managed to achieve the numerical superiority of their aviation in Asia. There they opposed all the same aircraft of the Japanese army, developed before the war and more aging. It was not necessary to expect the arrival of modern cars in a large number of Japanese. Especially it concerned the bombers. Both Mitsubishi KI-21, and Kawasaki KI-48 had too small bombing load, weak weak weapons and practically complete lack of corporal crew and taccs. Several in the best position were the fighter parts that received the KI-61 "Hien", but the basis of the army's fighter aviation was still poorly armed and low-speed Ki-43 "Hayabus". Only Scout KI-46 answered its tasks.

By October 1944, when the war entered a new phase, and the allies landed on the Philippines, the Japanese army began to receive modern bombers such as Mitsubishi KI-67 and Fighters of Nakadzim Ki-84. New cars could no longer help the Japanese in the conditions of the overwhelming numerical superiority of the aviation of the allies, the defeat followed one after another. In the end, the war came to the threshold of Japan itself.

The raids on the Japanese islands began from June 15, 1944, first from the bases in China, then from the Pacific Islands. The Japanese army was forced to stroll to protect the metropolis numerous fighter parts, but all the extensions in stock KI-43 fighters, KI-44, KI-84, KI-61 and KI-100 did not possess the necessary flight specifications to effectively counteract the raids " Supercloss. " In addition, the Japanese aviation turned out to be completely unprepared to reflect night raids. The only acceptable night fighter was the two-dimensional Kawasaki KI-45, but the absence of a locator and a small speed was made and ineffective. All this was imposed on a constant lack of fuel and spare parts. Exit Japanese command saw in the use of a fairly large mass of obsolete aircraft in suicide (Tyatari) departures of Kamikadze, which were first used in the defense of the Philippines. The end of this was put on Japan's capitulation.