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 samples of camouflage: 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 back fuselage and plumage, and then only on the keel 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 designating 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"). Recently, not only in the West, but also in Japanese aviation literature, it is usually accepted after Roman numerals instead of the corresponding Japanese character put a latin letter. 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 adopted for service, which included short designation aircraft destination. 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 the aircraft in a long system of designations, the model number was additionally assigned an Arabic numeral, the serial version number and a Latin letter, the 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 the aircraft is in the process of life cycle changed its designation, then through a hyphen followed the letter of the corresponding type of aircraft. So, the training version of the aircraft received, for example, the designation B5N2-K.
Foreign-designed aircraft in place of the manufacturer's letter 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 used a long aircraft designation that included short description 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 long name add your own aircraft 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, under which design teams received certain requirements and project development conditions 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 what this or that aircraft was actually called, starting somewhere in the second half of 1942, 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.Sergeant Williams and I gave rise to these nicknames in numerous disputes, and began to use our aircraft codes from July 1942. This work received the full support of the head of the intelligence service, Commodore of the British Royal Air Force Hewitt and his deputy Major of the American Air Force Ben Kane, and they offered to urgently finish this work. I told them that I was already working like a man possessed, because everyone around him thought we were crazy. In the first month alone, we assigned 75 codes."
Thus appeared most of the designations of Japanese aircraft used by the Allied air forces. 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 summoned to explain to General MacArthur: it turned out that one of the code designations "Hap" was the nickname of the Chief of Staff of the American Army, General Henry Arnold, and "Jane" (the code designation for the most common Japanese bomber, 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. US Air Force and aviation of the fleet and marines, and a few months later the British Ministry of Aviation.
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, scouts and transport aircraft women's (transport with the letter T), training machines are the names of trees, and gliders of 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.
Since the end of World War II, the Japanese military-industrial complex has not shined with the “pearls” of its military industry, and was entirely dependent on the imposed products of the American defense industry, whose powerful lobby was carried out by the Japanese authorities due to the direct dependence of capital and pro-American sentiments in the mentality of the top of society.
A striking example of this is the modern composition of the Air Force (or Air Self-Defense Forces): these are 153 F-15J units (a complete copy of the F-15C), 45 F-15DJ units (a copy of the two-seater F-15D). On the this moment it is these machines, built under an American license, that form the quantitative backbone of aviation for gaining air superiority, as well as suppressing air defense, the use of AGM-88 "HARM" PRLR is provided for on aircraft.
The rest of the fighter-reconnaissance aviation copied from the United States is represented by the F-4EJ, RF-4EJ, EF-4EJ aircraft, of which there are about 80 in the country's Air Force, now they are gradually being withdrawn from service. There is also a contract for the purchase of 42 F-35A GDP fighters, which are an improved copy of the Yak-141. RTR aviation, like the leaders in Europe, is represented by E-2C and E-767 aircraft.
December 18, 2012 Japanese F-2A escorts the latest Russian naval reconnaissance aircraft Tu-214R
But in 1995, the Japanese military pilot E. Watanabe took to the air a completely new combat vehicle, which can now be safely referred to as the 4++ generation. It was the first prototype of the XF-2A multi-role fighter F-2A, and the subsequent two-seat F-2B. Despite the strong similarity of the F-2A with the American F-16C Block 40, namely, it was taken by Japanese engineers as a reference model, the F-2A was a relatively new technical unit.
Most of all, this affected the airframe and avionics. The nose of the fuselage is a purely Japanese development using a new geometric idea that is different from the Falcon.
It boasts the F-2A and a completely new wing with a lower sweep, but 1.25 greater aerodynamic lifting coefficient (carrying property): the wing area of the Falcon is 27.87 m 2, the F-2 has 34.84 m 2 . Thanks to the increased wing area, the Japanese embodied in their fighter the ability to "energy" maneuver in the BVB in the steady turn mode at a speed of about 22.5 deg / s, as well as reduce fuel consumption during high-altitude combat duty in the complex island grid of Japan. It also became possible thanks to the use of advanced composite materials in the airframe elements of the new aircraft.
The increase in maneuverability was also influenced by the large area of the elevators.
The engine nacelle remained standard for the Falcon, since it was decided to use the General Electric F110-GE-129 turbojet afterburner engine with a maximum thrust of 13.2 tons. PTB. The latest American F-16C Block 60 has only 3080 liters in internal tanks. The Japanese made a very wise move: referring to their defensive nature of the aircraft, in cases of conflict, within Japan only, they made it possible for the F-2A to have more fuel on board, and maintain maneuverability at a high level, without using massive PTBs. Due to this, a higher combat radius of action, which is about 830 km against 580 for the Falcon.
The fighter has a practical ceiling of more than 10 km, flight speed at high altitude is about 2120 km/h. When installing 4xUR AIM-9M (4x75kg) and 2xUR AIM-120C (2x150kg) and 80% filled internal fuel tanks (3040l), the thrust-to-weight ratio will be about 1.1, which even today is a strong indicator.
The avionics, at the time the fighter entered the Air Force, gave odds to the entire Chinese fleet. The aircraft is equipped with a Mitsubishi Electric multi-channel noise-immune radar with J-APG-1 AFAR, the antenna array of which is formed by 800 PPM made of GaAs (gallium arsenide), which is the most important semiconductor compound used in modern radio engineering.
The radar is capable of carrying out a "tie" (SNP) of at least 10 target routes, and firing 4-6 of them. Considering that in the 1990s the PAR industry was actively developing in the Russian Federation and other countries, it can be judged that the radar operating range for a fighter-type target (3 m 2) is no more than 120-150 km. However, at that time, AFAR and PFAR were only on the French Rafale, our MiG-31B and the American F-22A.
Airborne radar J-APG-1
The F-2A is equipped with a Japanese-American digital autopilot, a Melko electronic warfare system, communication and tactical situation data transmission devices in the short and ultrashort wave bands. The inertial navigation system is built around five gyroscopes (the main one is laser, and four backup mechanical ones). The cockpit is equipped with a high-quality holographic indicator on the windshield, a large tactical information MFI, and two monochrome CRT MFIs.
The armament is almost identical to the American F-16C, and is represented by AIM-7M, AIM-120C, AIM-9L,M,X; It is worth noting the prospect of the Japanese AAM-4 air-to-air missile system, which will have a range of about 120 km and a flight speed of 4700-5250 km / h. It will be able to use a fighter and guided bombs with PALGSN, ASM-2 anti-ship missiles and other advanced weapons.
Now the Japan Air Self-Defense Force has 61 F-2A and 14 F-2B fighters, which, along with AWACS and 198 F-15C fighters, provide good air defense for the country.
In the 5th generation of fighter aviation, Japan is already “walking” on its own, which is confirmed by the Mitsubishi ATD-X “Shinshin” project (“Shinshin”, which means “soul”).
Japan, like every technological superpower, by definition must have its own stealth fighter to gain air supremacy; the beginning of work on the magnificent descendant of the legendary A6M Zero aircraft started back in 2004. We can say that the employees of the Technical Design Institute of the Ministry of Defense approached the stages of creating nodes new car in a different plane.
Since the Xingxing project received its first prototype much later than the F-22A, and, undoubtedly, all the shortcomings and errors that the Russians, Americans and Chinese learned from were taken into account and eliminated, and all the best aerodynamic ideas for implementation of ideal performance characteristics, the latest developments in the avionics database, where Japan has already succeeded.
The first flight of the prototype ATD-X is scheduled for the winter of 2014-2015. Only for the development of the program and the construction of an experimental machine in 2009, an allocation of 400 million dollars was allocated. Most likely, the Xingsin will be called the F-3, it will enter the troops no earlier than 2025.
Shinshin is the smallest fifth-generation fighter, yet the expected range is about 1800 km
What do we know about Xingsin today? Japan is a small power, and does not plan to independently participate in major regional wars with the Self-Defense Air Force, sending its combat aircraft thousands of kilometers deep into enemy territories, hence the name of the Self-Defense Armed Forces. Therefore, the dimensions of the new "invisible" are small: length - 14.2 m, wingspan - 9.1 m, height along the rear stabilizers - 4.5 m. There is room for one crew member.
Based on the small size of the airframe and the widest use of composite materials, and this is more than 30% plastic with reinforcing carbon, 2 lightweight XF5-1 turbofan engines with a thrust of about 5500 kg / s each, the mass of an empty fighter will be in the range of 6.5-7 tons, t .e. weight and overall dimensions will be very close to the French fighter Mirage-2000-5.
Due to the miniature midsection and the maximum slope of the air intakes to the longitudinal axis of the aircraft (better than that), as well as the minimum number of right angles in the design of a sophisticated airframe, the Shinsina EPR should meet the expectations of the Japanese military flight crew, and not exceed 0.03 m 2 ( F-22A has about 0.1 m 2, T-50 has about 0.25 m 2). Although, according to the developers, the equivalent of a “small bird” sounded, and this is 0.007 m 2.
Shinsina engines are equipped with an all-aspect OVT system, consisting of three controlled aerodynamic petals that look very “oak”, like for a 5+ generation fighter, but apparently Japanese engineers saw in this design some guarantees of greater reliability than our “all-aspect” on the product 117C. But in any case, this nozzle is better than the American one, set to , where the vector control is performed only in pitch.
The avionics architecture is planned to be built around the powerful J-APG-2 airborne radar with AFAR, the detection range of the F-16C type target will be about 180 km, close to the Zhuk-A and AN / APG-80 radars, and a multi-channel data bus based on fiber-optic conductors, controlled by the most powerful on-board computers. In the context of the progress of Japanese electronics, this can be seen firsthand.
The armament will be very diverse, with placement in the internal compartments of the fighter. With OVT, the aircraft partially realizes super-maneuverable qualities, but due to the smaller ratio of the wingspan to the length of the fuselage than other aircraft (Xinsin has 0.62, PAK-FA has 0.75), a glider with an aerodynamic bearing structure, as well as developed forward influxes at the wing roots, the absence of a statically unstable scheme in the airframe, there is no possibility of an emergency transition to high-speed unsteady flight. In BVB, this aircraft is more inherent in medium-speed "energy" maneuvering using OVT.
"Three-leaf" OVT on each turbofan engine
Previously, the Land of the Rising Sun wanted to conclude a contract with the United States for the purchase of several dozen Raptors, but the American military leadership, with its unequivocal position of complete non-proliferation in the field of "precise" defense, refused to provide the Japanese side with even a "depleted version" of the F-22A.
Then, when Japan began testing the first ATD-X layout, and asked for a special wide-range electromagnetic StingRay-type test site for all-angle scanning of the EPR indicator, they again “wiped their feet” on their Pacific partner. The French side agreed to provide the installation, and things went further ... Well, let's see how the sixth fifth-generation fighter will surprise us at the end of the year.
/Evgeny Damantsev/
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 a traditional flash mob on the 10 most notable Japanese aircraft in the history of modern aviation
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 - October 18, 96-seat regional airliner company "Mitsubishi" marked a 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 is similar to the 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. With 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 light 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 ...
The twentieth century was a period of intensive development military aviation In many European countries. The reason for the appearance was the need of states for air and missile defense of economic and political centers. The development of combat aviation was observed not only in Europe. The twentieth century is a time of building up the power of the Air Force, which also sought to secure itself, strategic and state-important facilities.
How it all began? Japan in 1891-1910
In 1891, the first flying machines were launched in Japan. These were models using rubber motors. Over time, a larger one was created, in the design of which there was a drive and a pushing screw. But this product of the Japanese Air Force was not interested. The birth of aviation took place in 1910, after the acquisition of Farman and Grande aircraft.
1914 First air battle
The first attempts to use Japanese combat aircraft were made in September 1914. At this time, the army of the Land of the Rising Sun, together with England and France, opposed the Germans stationed in China. A year before these events, the Japanese Air Force acquired two two-seat Nieuport NG aircraft and one three-seat Nieuport NM aircraft of 1910 for training purposes. Soon these air units began to be used for battles. The Japanese Air Force in 1913 had at its disposal four Farman aircraft, which were designed for reconnaissance. Over time, they began to be used to deliver air strikes against the enemy.
In 1914, German aircraft attacked the fleet in Tsingatao. Germany at that time used one of its best aircraft - the Taub. During this military campaign, Japanese Air Force aircraft made 86 sorties and dropped 44 bombs.
1916-1930 years. Activities of manufacturing companies
At this time, the Japanese companies "Kawasaki", "Nakajima" and "Mitsubishi" are developing a unique flying boat "Yokoso". Since 1916, Japanese manufacturers have been creating designs for the best aircraft models in Germany, France and England. This state of affairs continued for fifteen years. Since 1930, companies have been producing aircraft for the Japanese Air Force. Today, this state is among the ten most powerful armies in the world.
Domestic developments
By 1936, the first aircraft were designed by the Japanese manufacturing firms Kawasaki, Nakajima and Mitsubishi. The Japanese Air Force already possessed domestically produced G3M1 and Ki-21 twin-engine bombers, Ki-15 reconnaissance aircraft and A5M1 fighters. In 1937, the conflict between Japan and China flared up again. This led to the privatization by Japan of large industrial enterprises and restoring state control over them.
Japanese Air Force. Command organization
The Headquarters is the head of the Japanese Air Force. He is in charge of:
- combat support;
- aviation;
- communications;
- educational;
- security team;
- test;
- hospital;
- counterintelligence department of the Japanese Air Force.
The combat strength of the Air Force is represented by combat, training, transport and special aircraft and helicopters.
Being an independent type of armed forces, they are called upon to solve the following main tasks: providing air defense, providing air support to the ground forces and the Navy, maintaining aerial reconnaissance, air transportation and landing of troops and cargo. Given the important role assigned to the Air Force in the aggressive plans of Japanese militarism, the country's military leadership pays great attention to building up their combat power. First of all, this is done by equipping units and subunits with the latest aviation equipment and weapons. To this end, in last years With the active assistance of the United States, Japan launched the production of modern F-15J combat aircraft, AIM-9P and L Sidewinder air-to-air guided missiles, and CH-47 helicopters. The development and serial production of short-range anti-aircraft missile systems of type 81, T-4 jet training aircraft, ASM-1 air-to-ship missiles, new stationary and mobile three-axis radars, etc. have been completed. preparations are being completed for the deployment of production at Japanese enterprises of anti-aircraft missile systems "Patriot" under an American license.
All this, as well as the continued supply of weapons from the United States, allowed the Japanese leadership to significantly strengthen their Air Force. In particular, over the past five years, they have received about 160 combat and auxiliary aircraft, including over 90 F-15J fighters, 20 F-1 tactical fighters, eight AWACS and E-2C Hawkeye control aircraft, six transport S-130N aircraft and other aviation equipment. Due to this, four fighter aviation squadrons (201, 202, 203 and 204) were re-equipped with F-15J aircraft, the F-1 fighter-bombers were completed for three squadrons (3, 6 and 8), the 601 squadron was formed AWACS and control (E-2C Hawkeye aircraft), the re-equipment of the 401st transport squadron with C-130N aircraft has begun. From type 81 short-range anti-aircraft missile systems, as well as portable Stinger air defense systems and anti-aircraft artillery mounts"Volcano" formed the first mixed anti-aircraft missile and artillery division (smzradn) air defense. In addition, the Air Force continued to receive three-axis stationary (J / FPS-1 and -2) and mobile (J / TPS-100 and -101) Japanese-made radars, which replaced obsolete American stations (AN / FPS-6 and -66) in the radio engineering troops of the Air Force. Seven separate mobile radar companies have also been formed. At the final stage, work is underway to modernize the ACS "Beidzh".
Below, according to the foreign press, are the organization and composition, combat training and development prospects of the Japanese Air Force.
ORGANIZATION AND COMPOSITION. The leadership of the air force is carried out by the commander, who is also the chief of staff. The main forces and means of the Air Force are consolidated into four commands: combat aviation (BAK), aviation training (UAK), training aviation technical (UATK) and logistics (MTO). In addition, there are several units and institutions of central subordination ( organizational structure Air force is shown in Fig. one).
Since August 1982, special tactical flight training has been systematically conducted, the purpose of which is to train Japanese pilots to intercept enemy bombers in conditions of widespread use of electronic warfare. The role of the latter is played by American B-52 strategic bombers, which carry out active jamming on the airborne radars of fighters performing interception. In 1985, 12 such workouts were performed. All of them were carried out in the combat training zone of the Japanese Air Force, located to the west of about. Kyushu.
In addition to those mentioned above, weekly tactical flight training is held jointly with American aviation to improve the skills of flight personnel in intercepting and conducting group air battles (from a pair to a flight of aircraft on each side). The duration of such training is one or two flight shifts (6 hours each).
Along with joint Japanese-American activities, the Japanese Air Force command systematically organizes tactical flight training of aviation, anti-aircraft missile units and subunits, both independently and in cooperation with the country's ground forces and navy.
Planned measures for the combat training of fighter aircraft are the annual competition exercises held since 1960 by units of the combat and aviation command. In the course of them, the best aviation units and subunits are identified, and the experience of their combat training is studied. Teams from all parts of the LHC, as well as from training squadrons of the 4th Iacr at the training aviation command, crews from divisions of the Nike-J missile defense system and teams of radar operators and guidance points take part in such competition exercises.
Each aviation team has four combat aircraft and up to 20 flight and technical personnel. For competitions, as a rule, the Komatsu air base, one of the largest combat training zones of the Air Force, located above the Sea of Japan northwest of Komatsu, as well as the Amagamori (northern part of Honshu) and Shimamatsu (Hokkaido) airfields are used. Teams compete in intercepting air targets, conducting group air battles, delivering strikes against land and sea targets, including practical bombing and firing.
The foreign press notes that the Japanese Air Force has broad combat capabilities and its crews have a high level of professional training, which is supported by the entire system of daily combat training and is tested during the various exercises, competitions and other events mentioned above. The average annual flight time of a fighter pilot is about 145 hours.
AIR FORCE DEVELOPMENT. In accordance with the five-year program for the construction of the Japanese armed forces (1986-1990), a further increase in the power of the Air Force is planned to be carried out mainly through the supply of modern aircraft, anti-aircraft missile systems, the modernization of aviation equipment and weapons, as well as the improvement of the airspace control and management system.
The construction program is planned to continue deliveries of F-15J aircraft to the country's Air Force, carried out since 1982, and to bring their total number by the end of 1990 to 187 units. By this time, it is planned to re-equip three more squadrons (303, 305 and 304) with F-15 fighters. Most of the F-4EJ aircraft in service (now there are 129 units), in particular 91 fighters, are planned to be modernized in order to extend their service life until the end of the 90s, and 17 aircraft to be converted into reconnaissance aircraft.
At the beginning of 1984, it was decided to adopt American anti-aircraft guns into service with the Air Force. missile systems"Patriot" and re-equip all six anti-aircraft missile divisions of the Nike-J missile defense system with them. Starting in fiscal year 1986, it is planned to allocate funds annually for the purchase of four Patriot air defense systems. Their admission to the Air Force will begin in 1988. The first two training batteries are planned to be formed in 1989, and from 1990 to begin re-equipping anti-aircraft missile divisions (one annually).
The Air Force construction program also provides for continued deliveries of S-130N transport aircraft from the USA (for the 401st squadron of the transport air wing), the number of which is planned to be increased to 14 units by the end of 1990.
It is planned to expand the capabilities of the airspace control system by increasing the number of E-2C Hawkeye AWACS aircraft (up to 12), which, according to Japanese experts, will make it possible to switch to round-the-clock combat duty. In addition, by 1989 it is planned to complete the modernization of the automated control system by the Beidzh air defense forces and means, as a result of which the level of automation of the processes of collecting and processing data on the air situation necessary for controlling active air defense forces will increase significantly. The re-equipment of air defense radar posts with modern Japanese-made three-coordinate radar stations will continue.
There are also other activities aimed at the further development of the country's Air Force. In particular, R&D continues to select a new combat aircraft, which should replace the tactical fighter in the 90s, the issues of the advisability of adopting tanker aircraft and AWACS aircraft and control are being studied.
Colonel V. Samsonov
