Japanese Army Aviation. The origin and pre-war development of Japanese aviation Special purpose aircraft

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

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

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F-4EJ, RF-4EJ, EF-4EJ aircraft, of which there are about 80 in the country’s Air Force, now they are gradually being withdrawn from service.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

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

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

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

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

The increase in maneuverability was influenced by big square elevators.

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

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

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

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

Airborne radar J-APG-1

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

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

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

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

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

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

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

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

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

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

Thanks to the miniature midsection and the maximum slope of the air intakes to the longitudinal axis of the aircraft (better than that of), as well as the minimum number of right angles in the design of the sophisticated airframe, the Sinsina EPR should meet the expectations of the Japanese military flight personnel, and not exceed 0.03 m 2 ( for the F-22A about 0.1 m 2, for the T-50 about 0.25 m 2). Although, according to the developers, the equivalent sounded “ small birds", and this is 0.007 m2.

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

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

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

“Three-blade” OVT on each turbofan engine

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

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

/Evgeny Damantsev/

Organized generally according to the European model, it nevertheless had unique features. So 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 (the army and navy aviation consisted of different types of aircraft), as well as in the principles of organization and combat use. In general, as recognized by both foreign observers and the Japanese themselves, naval aviation units were distinguished by a higher level of pilot training and organization than their land-based companions.

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

Air divisions (Hikoshidan) - 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.

Air brigades (Hikodan) were tactical formations more low level. Usually one division included two or three brigades. The Hikodan were mobile combat units 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 chutai (squadrons). Depending on the composition, the sentai had from 27 to 49 aircraft. The chutai had approximately 16 aircraft each and a corresponding number of pilots and technicians. Thus, the Sentai personnel 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 Imperial Japanese Navy

The main organizational unit of Japanese naval aviation was the air group - kokutai (in army aviation - sentai). Naval aviation included about 90 air groups, each with 36-64 aircraft.

Air groups had numbers or their own names. The names were given, as a rule, according to the home airfield or air command (air groups Yokosuka, Sasebo, etc.). With rare exceptions (Tainan Air Group), when an 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, and between 600 and 699 for combined air groups. The 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), each with 12-16 aircraft. The squadron could be commanded by a lieutenant or even an experienced senior non-commissioned officer.

Most pilots were sergeants, while in the Allied air forces almost all pilots were officers. In communication with each other, the sergeants-pilots made subordination oblivious, but between the sergeants and officers there was an abyss.

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

Camouflage and identification markings of Japanese aircraft

With the outbreak of the war in the Pacific, most combat aircraft of the 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 painting: on top the aircraft was painted with 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 World War II, the urgency of using camouflage was such that it was first taken up by aviation service personnel. Most often, the aircraft was covered with spots or stripes of olive-green paint; at a distance they merged, providing satisfactory secrecy of the aircraft against the background of the underlying surface. Then the camouflage coloring began to be applied in a factory manner. The most common color scheme has become the following: olive green on the upper surfaces and light gray or natural metal color on the lower surfaces. Often the olive green color was applied in the form of separate spots, similar to the “field” color. In this case, black or dark blue anti-reflective paint was usually applied on top of the nose.

Experimental and training vehicles were painted on all surfaces in Orange color they had to be clearly visible in the air and on the ground.

The so-called "combat stripes" around the rear of the fuselage in front of the tail were used as identification marks. Sometimes they were applied to the wings. In the last two years of the war, this also included yellow painting of the leading edges of the wings approximately to the middle of the console. But in general, the camouflage schemes for Japanese army aviation aircraft 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" were applied on the upper planes of the upper wing and the lower planes of the lower pair of wings. On camouflage aircraft, the Hinomaru usually had a white trim, and sometimes also a thin red one. On Japanese air defense aircraft, "hinomaru" were painted on white stripes on the fuselage and on the wings.

As the Sino-Japanese War progressed, Japanese aircraft began to use markings for individual parts, usually quite colorful. It was either an artistic depiction of a sentai number or a hieroglyph of the syllabary first in the name of the home airfield, or a symbol like an arrow. Images of animals or birds were rarely used. Typically, these marks were first applied to the rear of the fuselage and to the tail, and then only to the fin and rudder. At the same time, the color of the unit sign indicated belonging to a particular unit. Thus, the headquarters unit had a cobalt blue color, and the 1st, 2nd, 3rd and 4th chutai were white, red, yellow and green, respectively. In this case, the sign often had a white border.

At the beginning of the war in China, the aircraft of the fleet also had a light gray color or the color of natural duralumin. Later they received a sky gray or camouflage pattern of dark green and tan on the upper surfaces and light gray on the lower surfaces. 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 Japan's entry into World War II, it was decided to introduce camouflage patterns for torpedo bombers, flying boats, and seaplanes. On them, the upper surfaces were painted dark green, and the lower surfaces were painted light gray, light blue, or had the color of natural metal. Since carrier-based aircraft retained their sky-gray coloring, when they were relocated to coastal airfields, maintenance personnel applied dark green spots on top of them. Moreover, the intensity of this coloring was quite different: from a barely noticeable “greening”, for example, of the keel, to an almost complete dark green color.

However, in July 1943, a single solid dark green upper surface paint scheme was introduced for all naval combat aircraft.

Experimental and training aircraft were painted orange on all surfaces, but as the war approached the shores of Japan, the upper surfaces began to be painted dark green, while the lower surfaces remained orange. At the very end of the war, all these aircraft received full “combat” camouflage paint.

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 beginning of the war, the “combat” stripes on the tails of fleet vehicles were painted over, but the yellow coloring of the leading edges of the wings, modeled on army aircraft, remained.

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

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

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

Japanese aircraft designation system

During World War II, the Japanese Air Force used multiple aircraft designation systems, which completely confused Allied intelligence. So, for example, a Japanese Army Aviation aircraft usually had a “China” (design) number, for example Ki 61, a type number “Army Type 3 Fighter” and its own name Hien. To simplify identification, the Allies introduced their own code designation for aircraft. So, Ki 61 became "Tony".

Initially, during the approximately 15 years of its existence, the Japanese Army Aviation used several aircraft designation systems, mostly adopting factory designations. But by the beginning of the Second World War, none of the aircraft with these designation systems had survived.

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

Since 1932, all Japanese army aircraft received continuous numbering "China", including the types already adopted for service. Continuous numbering “China” was maintained until 1944, when, in order to mislead Allied intelligence, it became arbitrary. In addition to the "China" number, the aircraft received Roman numerals to designate different models. Airplanes of the same model, in addition, differed depending on 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 characters did not mean any specific digital or alphabetic order of calculation, rather they corresponded to the notation system “north” “east” “south” “west”). IN Lately 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 digital and alphabetic designation system for modifications and models, the abbreviation KAI (from “Kaizo” modified) was also used. The design number is usually denoted abroad by the letters “Ki”, but in Japanese documents the English Ki was never used, but the corresponding hieroglyph was used, so in the future we will use the Russian abbreviation Ki.

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

Ki 61 - designation of the project and prototype aircraft
Ki 61-Ia - the first production model of the Hiena
Ki 61-Ib - a modified version of the Hiena production model
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, proprietary designations were also used (for example, for the Kayabe Ka 1 gyroplane). There was a separate designation system for missiles, but the Kawanishi Igo-1-B model was also called Ki 148 in order to disorient Allied intelligence.

In addition to the “China” numbers, army aviation also used numbering based on the year the model was adopted into service, which included a brief designation of the aircraft’s purpose. Numbering was carried out according to the Japanese chronology system, with the last two digits taken. Thus, an aircraft adopted for service in 1939 (or in 2599 according to Japanese chronology) became the “type 99”, and one adopted for service in 1940 (that is, in 2600) became the “type 100”.

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

For various modifications of aircraft in the long designation system, the model number was additionally assigned with an Arabic numeral, the serial version number, and a Latin letter, the modification number of the given production model. As a result, in relation to the “China” numbering, the long designation looked like this:

Ki 61 - no type number was assigned before the aircraft was put into service
Ki 61-Ia - army fighter type 3 model 1A (type 3 according to the year 2603)
Ki 61-Ib - army fighter type 3 model 1B
Ki 61-I KAIS - army fighter type 3 model 1C
Ki 61-I KAId - army fighter type 3 model 1D
Ki 61-II - again, the experimental aircraft does not have a type number
Ki 61-II KAI - no
Ki 61-II KAIA - army fighter type 3 model 2A
Ki 61-II KAIb - army fighter type 3 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 home company was used as a type designation. For example, the Fiat BR.20 was designated "heavy bomber type 1" and the Lockheed transport aircraft "type LO".

In addition to these two designation systems, since Japan's entry into World War II, aircraft have also received short nicknames. The reason for this was, on the one hand, the clear readability for 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 on the radio. In addition, the catchy names of the aircraft were to be used to promote the operation of their own aviation among the Japanese population. Moreover, if the navy followed a certain system when assigning such names, the army assigned them completely arbitrarily.

In addition, in combat situations, abbreviations for the long names of aircraft were used, which became widely known, but nevertheless rarely used in the future. Thus, the “strategic reconnaissance army type 100” was also called “Sin-Sitey” and the “attack aircraft type 99” was called “Guntey”.

In turn, by the beginning of the war in the Pacific Ocean, the Japanese fleet had three aircraft designation systems: “C” numbers, “type” numbers and “short” designations. Later during the war, the Navy began to use two more ways to designate aircraft - now using proper names and a special designation system developed by the Fleet Aviation Bureau.

The prototype designation system "C" was used for all prototype aircraft commissioned by the Navy beginning in 1932, the seventh year of the reign of Emperor Hirohito. Therefore, the aircraft developed under this year's aviation construction program were called 7-Ci, and those developed in 1940 were called 15-Ci. In order to distinguish different aircraft created under the same program, a description of the aircraft's purpose (car-based fighter, reconnaissance seaplane, etc.) was used. As a result, for example, the full designation of the 1932 seaplane developed by Kawanishi was: “7-C experimental reconnaissance seaplane.” This designation system, similar to the British one, 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 the alphanumeric combination used by US naval aviation until 1962. The first letter indicated the purpose of the aircraft:

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

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

In addition, if the aircraft is in the process of its life cycle changed its designation, then the letter of the corresponding aircraft type would then go through the hyphen. Thus, the training version of the aircraft received, for example, the designation B5N2-K.

Foreign-developed aircraft received the abbreviated name of their company in place of the manufacturer's letter (for Heinkel, for example, A7Нel), and if the aircraft was purchased for experimental purposes, then instead of the number there was the letter X, that is, AXНel).

The following abbreviations for the names of development companies were used in the fleet:

A - Aichi and North American
B - Boeing
S - 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 - Vought-Sikorsky
W - Watanabe, later Kyushu
Y - Yokosuka
Z - Mizuno

Since 1921, for most aircraft produced in Japan, the Navy has used a long aircraft designation, which includes a brief description of its purpose and type number. From 1921 to 1928, numbers were used to indicate 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 according to Japanese chronology were used. For the year 2600 (that is, 1940), the designation “type 0” was obtained (in the army, if you remember, “type 100”).

To designate different modifications of the same type of aircraft, the model number was used in the long designation: initially one digit (for example, “model 1”) or also a revision number separated by a hyphen (“model 1-1”). Since the late 30s, changes were made to the model numbering; it became two-digit. The first digit now meant the sequential number of the modification, and the second the installation of a new motor. Thus, “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 one modification were indicated by the hieroglyph of the Japanese alphabet: “Ko” first, “Otsu” second, “Hei” third. Usually they were replaced by the letter of the Latin alphabet corresponding in order, that is, Mitsubishi A6M5s or “deck bomber” marine type 0 model 52-Hey" was also written "model 52C".

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

At the end of 1942, the long designation system was changed in order to maintain the secrecy of the aircraft's purpose: it now included the aircraft's code designation. Before that, relatively few proper names for aircraft that had become generally accepted had taken root in naval aviation. Thus, the Mitsubishi G4M1 bomber received the nickname “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 winds (the names ended in fu)
air defense fighters - variations on the theme of lightning (ending in den)
night fighter names ended in ko (light)
attack aircraft were designated by the names of mountains
scouts were called various clouds
bombers - named after stars (s) or constellations (zan)
patrol planes named after oceans
educational machines - names of various plants and flowers
auxiliary aircraft were called terrain elements

In 1939, the Fleet Aviation Bureau launched a program to improve the aviation service, under which design teams received certain requirements and conditions for developing projects to represent the fleet aviation before receiving an order for full-scale design. Aircraft projects that took into account these requirements 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 project numbers that these or those aircraft carried were buried along with the documentation destroyed before the surrender of Japan.

The Allies, who had little understanding of the designation system of Japanese aircraft and often did not know what this or that aircraft was actually called, began somewhere in the second half of 1942 to give Japanese aircraft various nicknames. At first, all planes that were fighters were called "Zeros", and all those that dropped bombs were called "Mitsubishi". To put an end to various misunderstandings, the Allied Aviation Technical Intelligence Service was asked to restore order in this matter.

The official Japanese aircraft designations, if they became known to the allies, were of little help. We tried to use them too for lack of anything better. They also tried to use the names of manufacturing companies 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 there 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 this way:

“To identify Japanese aircraft, an urgent task immediately arose to introduce some kind of classification for them, and we decided to start by adopting our own system of codification of enemy aircraft. Since I myself am from Tennessee, to begin with we used various village nicknames Zeke, Nate, Roof, Jack , Rit are simple, short and easy to remember. Sergeant Williams and I originated these nicknames in numerous disputes, and began using our aircraft codes from July 1942. This work received the full support of the head of the intelligence service, Commodore British Royal Air Force Hewitt, and his deputy, Major American "Ben Kane's Air Force, and they suggested that we finish this work urgently. I told them that I was already working like crazy because everyone around me thought we were crazy. In the first month alone we assigned 75 codes."

This is how most of the designations for Japanese aircraft used by the Allied air forces came into being. Already by September 1942, reconnaissance of the southwestern sector Pacific Ocean began to prepare information using this notation system. Soon sheets with silhouettes and code names of Japanese aircraft began to arrive in the South Pacific and in Burma. McCoy, meanwhile, began to lobby Washington and the Air Ministry in London to standardize this or a similar codification system. His requests were initially met with misunderstanding, once even McCoy was called for explanations 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 of 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 adopted by the American Air Force and Navy Aviation and Marine Corps, and a few months later by the British Air Ministry.

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

Imperialist circles in Japan continue to actively increase the country's military potential under the guise of creating “defensive forces,” of which aviation is an integral part.

Judging by reports in the foreign press, the revival Japanese Air Force began in the 50s as part of the “public security corps” created with the direct assistance of the Pentagon. After the transformation of this corps into the “self-defense forces” (July 1954), aviation was separated into an independent branch armed forces. By this time, its strength was about 6,300 people, it had approximately 170 obsolete American-made aircraft. In 1956, the Air Force (16 thousand people) already included two aviation wings, four control and warning groups, and six aviation schools. The aircraft were based at eight airfields.

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

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

Rice. 1. F-4EJ Phantom fighter

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

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

Rice. 2. Transport aircraft S-1

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

Composition of the Japanese Air Force

By mid-1975, the number of personnel in the Japanese Air Force was about 45 thousand people. The service consisted of more than 500 combat aircraft (including up to 60 F-4EJ fighters, over 170 F-104J, about 250 F-86F and almost 20 RF-4E and RF-86F reconnaissance aircraft), approximately 400 auxiliary aircraft (more than 35 transport and 350 training aircraft). In addition, there were at least 20 helicopters and approximately 150 Nike-J missile launchers. Aviation was based at 15 air bases and airfields.

Rice. 3. T-2 training aircraft

Japanese Air Force Organization

The Japanese Air Force includes Air Force Headquarters, Air Combat Command, Air Training Command, Aircraft Technical Command, Logistics Command, and central subordinate units (Fig. 4). The Air Force Commander is also the Chief of Staff.

Rice. 4. Japanese Air Force organization diagram

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

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

Rice. 5 Scheme of organization of the aviation sector

The northern aviation direction (headquarters at Misawa airbase) covers the island from the air. Hokkaido and the northeastern part of the island. Honshu. It houses a fighter wing and a separate fighter group armed with F-4EJ and F-1U4J aircraft, as well as a group of Nike-J missiles.

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

The western aviation direction (Kasuga Air Base) provides cover for the southern part of the island. Honshu, as well as the Shikoku and Kyushu islands. Its combat forces consist of two fighter wings (F-104J and F-86F aircraft), as well as two groups of Nike-J missiles. For the defense of the Ryukyu Archipelago on the island. Okinawa (Paha Air Base) a separate fighter aviation group (F-104J aircraft) and a Nike-J missile defense group, which is part of it, are operationally subordinate to this direction. The following detachments are also located here: logistics, control and warning, as well as the base one.

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

Rice. 6 Fighter wing organization diagram

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

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

The aviation logistics department is responsible for organizing the supply of military equipment, weapons, ammunition and other military equipment to units.

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

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

The Aviation Technical Training Command, which unites five aviation technical schools, trains specialists for the support and auxiliary services of the air force.

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

Units under central command include a transport aviation wing and a rescue aviation wing. The first is intended for the airlift of troops and cargo, as well as for airborne landings. The wing includes: a headquarters, a transport aviation group, including two aviation squadrons and a training aviation detachment (S-1, YS-11 and S-40 aircraft), as well as logistics and airfield maintenance groups. The second wing's mission is to search for and rescue crews of aircraft (helicopters) that have crashed directly over Japanese territory or over coastal waters. The wing's components are the headquarters, eight rescue squads located in various parts of the country, a training squadron and a logistics group. It is armed with MIJ-2, T-34 aircraft and S-G2, Y-107 helicopters.

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

Combat training of Japanese Air Force personnel is aimed primarily at practicing the country's air defense missions. Crews of tactical fighters and transport aircraft are trained to perform air support missions and support the actions of ground forces and, to a lesser extent, naval forces.

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

Information about the Japanese Air Force published in the foreign press shows that the aviation equipment in its arsenal is constantly improving qualitatively, and the organizational structure is being systematically improved. A characteristic feature of the construction of the Air Force is that it is increasingly equipped with aircraft equipment of its own production.

The Japanese Air Force is the aviation component of the Japan Self-Defense Force and is responsible for airspace defense. The purpose of the Air Force is to combat air force aggressor, ensuring air and missile defense of the country's economic and political centers, groupings of forces and important military installations, providing military support for the Navy and ground forces, maintaining radar and aerial reconnaissance and providing air transport of troops and weapons.

History of the Japanese Air Force and Aviation

At the beginning of the twentieth century, almost all of Europe was interested in aviation. Exactly the same need arose in Japan. First of all, we were talking about military aviation. In 1913, the country acquired 2 aircraft - the Nieuport NG (double) and the Nieuport NM (triple), produced in 1910. Initially, it was planned to use them purely for exercises, but soon they also took part in combat missions.

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

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

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

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

Until the end of World War II, Japanese aviation was subordinate to the Japanese Navy and the Imperial Army. It was not assigned to a separate type of troops. After the war, when new armed forces began to be formed, the Japanese Self-Defense Forces were created. The first equipment they had under their control was produced in the USA. Starting from the 70-80s, only those aircraft that were modernized at Japanese enterprises began to be sent into service. A little later, aircraft of our own production entered service: Kawasaki C-1 - a military transport, Mitsubishi F-2 - a fighter-bomber. In 1992, Japanese aviation personnel amounted to 46,000 people, combat aircraft - 330 units. By 2004, the Japanese Air Force had 51,092 personnel.

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

Japan Air Force Organization (Japanese Air Force)

The Air Force is headed by the General Staff. Subordinate to him are the commands for combat support and aviation, the communications brigade, the training command, the security group, the test command, hospitals (3 pieces), the counterintelligence department and many others. The BAC is an operational formation that carries out combat missions for the Air Force.

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

Combat aircraft:

1. The F-15 Eagle is a combat trainer fighter.
2. Mitsubishi F-2 is a combat training fighter-bomber.
3. The F-4 Phantom II is a reconnaissance fighter.
4. LockheedMartin F-35 Lightning II is a fighter-bomber.

Training aircraft:

1. Kawasaki T-4 – training.
2. Fuji T-7 – training.
3. Hawker 400 – training.
4. NAMC YS-11 – training.

Transport aircraft:

1. C-130 Hercules – transport aircraft.
2. Kawasaki C-1 – transport, electronic warfare training.
3. NAMC YS-11 – transport aircraft.
4. Kawasaki C-2 – transporter.

Special purpose aircraft:

1. Boeing KC-767 – refueling aircraft.
2. Gulfstream IV – VIP transport.
3. NAMC YS-11E – electronic warfare aircraft.
4. E-2 Hawkeye - AWACS aircraft.
5. Boeing E-767 is an AWACS aircraft.
6. U-125 Peace Krypton - rescue aircraft.

Helicopters:

1. CH-47 Chinook – transport aircraft.
2. Mitsubishi H-60 ​​– rescue.

Being an independent species armed forces are called upon to solve the following main tasks: providing air defense, providing air support to ground forces and naval forces, conducting aerial reconnaissance, carrying out air transportation and landing of troops and cargo. Considering important role, which is assigned to the Air Force in the aggressive plans of Japanese militarism, the country's military leadership pays great attention to increasing 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 recent years, with the active assistance of the United States, Japan has launched production of modern F-15J combat aircraft, AIM-9P and L Sidewinder air-to-air guided missiles, and CH-47 helicopters. Development has been completed and serial production has begun of short-range anti-aircraft missile systems type 81, T-4 jet trainer aircraft, ASM-1 air-to-ship missiles, new stationary and mobile three-coordinate radars, etc. Currently Preparations are being completed for the deployment of production at Japanese enterprises of Patriot anti-aircraft missile systems under an American license.

All this, as well as the continuing supply of weapons from the United States, allowed the Japanese leadership to significantly strengthen its Air Force. In particular, over the past five years, about 160 combat and auxiliary aircraft have entered their service, including over 90 F-15J fighters, 20 F-1 tactical fighters, eight E-2C Hawkeye AWACS and control aircraft, six transport C-130N aircraft and other aviation equipment. Due to this, four fighter squadrons (201, 202, 203 and 204) were re-equipped with F-15J aircraft, the completion of the F-1 fighter-bombers of three squadrons (3, 6 and 8), the 601st squadron was formed AWACS and control (E-2C Hawkeye aircraft), the re-equipment of the 401st transport squadron with C-130N aircraft has begun. The first mixed anti-aircraft missile and artillery division (SMZRAD) of air defense was formed from short-range anti-aircraft missile systems of type 81, as well as portable air defense systems "Stinger" and anti-aircraft artillery installations "Vulcan". In addition, the Air Force continued to receive three-coordinate stationary (J/FPS-1 and -2) and mobile (J/TPS-100 and -101) Japanese-made radars, which replaced outdated 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. Work on modernizing the air defense automated control system “Badge” is at the final stage.

Below, according to foreign press data, is the organization and composition, combat training and prospects for the development of the Japanese Air Force.

ORGANIZATION AND COMPOSITION. The leadership of the air force is exercised by the commander, who is also the chief of staff. The main forces and assets of the Air Force are consolidated into four commands: combat aviation (CAC), aviation training (UAK), aviation technical training (ATC) and logistics support (MTO). In addition, there are several centrally subordinate units and agencies (the organizational structure of the Air Force is shown in Fig. 1).

Since August 1982, special flight-tactical training has been systematically conducted, the purpose of which is for Japanese pilots to practice intercepting enemy bombers in conditions of widespread use of electronic warfare equipment. The role of the latter is played by the American B-52 strategic bombers, which actively jam the on-board radars of intercepting fighters. In 1985, 12 such trainings were performed. All of them were carried out in the Japanese Air Force combat training zone, located west of the island. Kyushu.

In addition to those mentioned above, weekly tactical flight training is conducted jointly with American aviation to improve the skills of flight personnel in performing interceptions 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 flight-tactical training of aviation, anti-aircraft missile units and units, both independently and in cooperation with the country's ground forces and navy.

Planned combat training activities for fighter aviation are annual exercises and competitions of combat and aviation command units held since 1960. During them, the best aviation units and subunits are identified, and the experience of their combat training is studied. Such competition exercises involve teams from all parts of the BAC, as well as from the training squadrons of the 4th Air Training Command, crews from the Nike-J missile defense divisions and teams of radar and guidance point operators.

Each aviation team has four combat aircraft and up to 20 flight and technical personnel. For competitions, as a rule, 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 Island) and Shimamatsu (Hokkaido Island) air training grounds are used. Teams compete in intercepting air targets, conducting group air battles, striking ground and sea targets, including practical bombing and shooting.

The foreign press notes that the Japanese Air Force has extensive 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 for a fighter pilot is about 145 hours.

AIR FORCE DEVELOPMENT. In accordance with the five-year program for building the Japanese armed forces (1986-1990), further expansion of the power of the Air Force is planned to be carried out mainly through the supply of modern aircraft, anti-aircraft missile systems, modernization of aircraft equipment and weapons, as well as improvement of the airspace control and management system.

The construction program plans to continue the supply of F-15J aircraft to the country's Air Force since 1982 and increase their total number to 187 units by the end of 1990. 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 (there are currently 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 will be converted into reconnaissance aircraft.

At the beginning of 1984, it was decided to adopt American anti-aircraft missiles into service with the Air Force. missile systems"Patriot" and rearm with them all six anti-aircraft missile divisions of the Nike-J missile defense system. Since 1986 financial year It is planned to allocate funds annually for the purchase of four Patriot air defense systems. They will begin entering the Air Force in 1988. The first two training batteries are planned to be formed in 1989, and from 1990 to begin rearmament of anti-aircraft missile divisions (one each year).

The Air Force construction program also provides for the continuation of deliveries of C-130H transport aircraft from the United States (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 Hokai AWACS aircraft (up to 12), which, according to Japanese experts, will make it possible to move to round-the-clock combat duty. In addition, by 1989, it is planned to complete the modernization of the automated control system by forces and means of the Badge air defense system, as a result of which the level of automation of the processes of collecting and processing data on the air situation necessary for managing active air defense forces will significantly increase. The re-equipment of air defense radar posts with modern three-dimensional radars made in Japan will continue.

Other activities are also being carried out 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 feasibility of adopting tanker aircraft and AWACS and control aircraft into service with the Air Force is being studied.

Colonel V. Samsonov