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

Being an independent branch of the armed forces, they are called upon to solve the following main tasks: providing air defense, providing air support to ground forces and naval forces, conducting aerial reconnaissance, air transportation and landing of troops and cargo. Considering the important role assigned to the Air Force in the aggressive plans of Japanese militarism, the country's military leadership pays great attention to increasing its 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 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 aircraft S-130N and others aviation technology. 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. From short-range anti-aircraft missile systems type 81, as well as portable air defense systems "Stinger" and anti-aircraft artillery installations"Vulcan" formed the first mixed anti-aircraft missile and artillery division (SMZRADN) of air defense. 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 forces of the Air Force. Seven separate mobile radar companies have also been formed. Work on modernizing the Badge air defense automated control system 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 interfere with 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 exercise-competitions involve teams from all parts of the BAC, as well as from the training squadrons of the 4th Air Force 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 high level 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 bring them to total 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 (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 the American Patriot anti-aircraft missile systems into service with the Air Force and rearm with them all six anti-aircraft missile divisions of the Nike-J missile defense system. Starting from the 1986 fiscal 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 switch 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 further development 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, and the feasibility of adopting tanker aircraft and AWACS and control aircraft into service with the Air Force is being studied.

Colonel V. Samsonov

The aircraft was produced by Kawasaki in 1935-1938. It was an all-metal biplane with a fixed landing gear and an open cockpit. A total of 588 vehicles were produced, incl. Ki-10-I – 300 vehicles and Ki-10-II – 280 vehicles. Performance characteristics of the vehicle: length – 7.2 m; height – 3 m; wingspan – 10 m; wing area - 23 m²; empty weight – 1.4 t, take-off weight – 1.7 t; engine - Kawasaki Ha-9 with 850 hp; rate of climb – 1,000 m/m; maximum speed – 400 km/h, practical range – 1,100 km; practical ceiling – 11,500 m; armament - two 7.7 mm Type 89 machine guns; crew - 1 person.

The night heavy fighter was produced by Kawasaki in 1942-1945. A total of 1.7 thousand vehicles were produced in four production versions: Ki-45 KAIa, Ki-45 KAIb, Ki-45 KAIc and Ki-45 KAId. Vehicle performance characteristics: length – 11 m; height – 3.7 m; wingspan – 15 m; wing area – 32 m²; empty weight – 4 t, take-off weight – 5.5 t; engines - two Mitsubishi Ha-102 with a power of 1,080 hp; volume of fuel tanks – 1 thousand liters; rate of climb – 11 m/s; maximum speed – 547 km/h; practical range – 2,000 km; practical ceiling – 9,200 m; armament - 37 mm No-203 cannon, two 20 mm Ho-5, 7.92 mm Type 98 machine gun; ammunition 1,050 rounds; bomb load - 500 kg; crew - 2 people.

The aircraft was produced by Kawasaki in 1942-1945. It had an all-metal semi-monocoque fuselage structure, pilot armor protection and protected tanks. A total of 3.2 thousand vehicles were produced in two serial modifications: Ki-61-I and Ki-61-II, which differed in equipment and armament. Vehicle performance characteristics: length – 9.2 m; height – 3.7 m; wingspan – 12 m; wing area – 20 m²; empty weight – 2.8 t, take-off weight – 3.8 t; engine - Kawasaki Ha-140 with a power of 1,175 - 1,500 hp; volume of fuel tanks – 550 l; rate of climb – 13.9 – 15.2 m/s; maximum speed - 580 - 610 km/h, cruising speed - 450 km/h; practical range – 1,100 – 1,600 km; practical ceiling – 11,000 m; armament - two 20-mm No-5 cannons, two 12.7-mm Type No-103 machine guns, 1,050 rounds of ammunition; bomb load - 500 kg; crew - 1 person.

The aircraft was produced by Kawasaki based on the Ki-61 Hien in 1945 by replacing the liquid-cooled engine with an air-cooled engine. A total of 395 vehicles were produced in two modifications: Ki-100-Іа and Ki-100-Ib. Vehicle performance characteristics: length – 8.8 m; height – 3.8 m; wingspan – 12 m; wing area – 20 m²; empty weight – 2.5 t, take-off weight – 3.5 t; engine – Mitsubishi Ha 112-II with a power of 1,500 hp, rate of climb – 16.8 m/s; maximum speed – 580 km/h, cruising speed – 400 km/h; practical range – 2,200 km; practical ceiling – 11,000 m; armament - two 20-mm No-5 cannons and two 12.7-mm machine guns Type No-103; crew - 1 person.

A twin-engine, two-seat, long-range fighter-interceptor was produced by Kawasaki based on the Ki-96 in 1944-1945. A total of 238 vehicles were built. Vehicle performance characteristics: length – 11.5 m; height – 3.7 m; wingspan - 15.6 m; wing area – 34 m²; empty weight – 5 t, take-off weight – 7.3 t; engines - two Mitsubishi Ha-112 with a power of 1,500 hp; rate of climb – 12 m/s; maximum speed – 580 km/h; practical range – 1,200 km; practical ceiling – 10,000 m; armament - 57-mm No-401 cannon, two 20-mm No-5 cannons and a 12.7-mm Type No-103 machine gun; bomb load - 500 kg; crew - 2 people.

The N1K-J Shiden, a single-seat fighter of all-metal construction, was produced by Kawanishi in 1943-1945. in two serial modifications: N1K1-J and N1K2-J. A total of 1.4 thousand cars were produced. Performance characteristics of the vehicle: length – 8.9 – 9.4 m; height – 4 m; wingspan – 12 m; wing area – 23.5 m²; empty weight – 2.7 – 2.9 t, take-off weight – 4.3 – 4.9 t; engine – Nakajima NK9H with a power of 1,990 hp; rate of climb – 20.3 m/s; maximum speed – 590 km/h, cruising speed – 365 km/h; practical range - 1,400 - 1,700 km; practical ceiling – 10,700 m; armament - two 20 mm Type 99 cannons and two 7.7 mm machine guns or four 20 mm Type 99 cannons; bomb load - 500 kg; crew - 1 person.

A single-seat all-metal interceptor fighter was produced by Mitsubishi in 1942-1945. A total of 621 vehicles of the following modifications were produced: J-2M1 - (8 vehicles), J-2M2 - (131), J-2M3 (435), J-2M4 - (2), J-2M5 - (43) and J- 2M6 (2). Vehicle performance characteristics: length – 10 m; height – 4 m; wingspan - 10.8 m; wing area - 20 m²; empty weight – 2.5 t, take-off weight – 3.4 t; engine - Mitsubishi MK4R-A with a power of 1,820 hp; rate of climb – 16 m/s; maximum speed – 612 km/h, cruising speed – 350 km/h; practical range – 1,900 km; practical ceiling – 11,700 m; armament - four 20-mm Type 99 cannons; bomb load - 120 kg; crew - 1 person.

An all-metal night twin-engine fighter was produced by Mitsubishi based on the Ki-46 reconnaissance aircraft in 1944-1945. It was a low-wing monoplane with a retractable tail wheel. A total of 613 thousand cars were produced. Vehicle performance characteristics: length – 11 m; height – 3.9 m; wingspan - 14.7 m; wing area – 32 m²; empty weight – 3.8 t, take-off weight – 6.2 t; engines - two Mitsubishi Ha-112 with a power of 1,500 hp; volume of fuel tanks – 1.7 thousand liters; rate of climb – 7.4 m/s; maximum speed – 630 km/h, cruising speed – 425 km/h; practical range – 2,500 km; practical ceiling – 10,700 m; armament - 37 mm cannon and two 20 mm cannons; crew - 2 people.

An all-metal loitering interceptor fighter was produced by Mitsubishi in 1944 on the basis of the Ki-67 bomber. A total of 22 cars were produced. Vehicle performance characteristics: length – 18 m; height – 5.8 m; wingspan - 22.5 m; wing area – 65.9 m²; empty weight – 7.4 t, take-off weight – 10.8 t; engines - two Mitsubishi Ha-104 with a power of 1900 hp; rate of climb – 8.6 m/s; maximum speed – 550 km/h, cruising speed – 410 km/h; practical range – 2,200 km; practical ceiling – 12,000 m; armament - 75 mm Type 88 cannon, 12.7 mm Type 1 machine gun; crew - 4 people.

The twin-engine night fighter was produced by Nakajima Aircraft in 1942-1944. A total of 479 vehicles were built in four modifications: J-1n1-C KAI, J-1N1-R (J1N1-F), J-1N1-S and J-1N1-Sa. Vehicle performance characteristics: length – 12.2 – 12.8 m; height – 4.6 m; wingspan – 17 m; wing area - 40 m²; empty weight - 4.5-5 tons, take-off weight - 7.5 - 8.2 tons; engines - two Nakajima NK1F Sakae 21/22 with a power of 980 - 1,130 hp; rate of climb – 8.7 m/s; fuel tank capacity - 1.7 - 2.3 thousand liters; maximum speed – 507 km/h, cruising speed – 330 km/h; practical range – 2,500 – 3,800 km; practical ceiling – 9,300 – 10,300 m; armament - two to four 20 mm Type 99 cannons or a 20 mm cannon and four 7.7 mm Type 97 machine guns; crew - 2 people.

The fighter was produced by Nakajima in 1938-1942. in two main modifications: Ki-27a and Ki-27b. It was a single-seat all-metal low-wing aircraft with a closed cockpit and a fixed landing gear. A total of 3.4 thousand cars were produced. Vehicle performance characteristics: length – 7.5 m; height – 3.3 m; wingspan - 11.4 m; wing area – 18.6 m²; empty weight – 1.2 t, take-off weight – 1.8 t; engine - Nakajima Ha-1 with a power of 650 hp; rate of climb – 15.3 m/s; maximum speed – 470 km/h, cruising speed – 350 km/h; practical range – 1,700 km; practical ceiling – 10,000 m; armament - 12.7 mm Type 1 machine gun and 7.7 mm Type 89 machine gun or two 7.7 mm machine guns; bomb load - 100 kg; crew - 1 person.

Nakajima Ki-43 Hayabusa fighter

The aircraft was produced by Nakajima in 1942-1945. It was an all-metal, single-engine, single-seat, cantilever low-wing aircraft. The rear part of the fuselage was a single unit with the tail unit. At the base of the wing there were retractable all-metal flaps, increasing not only the curvature of its profile, but also its area. A total of 5.9 thousand vehicles were produced in three serial modifications - Ki-43-I/II/III. Vehicle performance characteristics: length – 8.9 m; height – 3.3 m; wingspan - 10.8 m; wing area – 21.4 m²; empty weight – 1.9 t, take-off weight – 2.9 t; engine - Nakajima Ha-115 with a power of 1,130 hp; rate of climb – 19.8 m/s; fuel tank volume – 563 l; maximum speed – 530 km/h, cruising speed – 440 km/h; practical range – 3,200 km; practical ceiling – 11,200 m; armament - two 12.7 mm No-103 machine guns or two 20 mm Ho-5 cannons; bomb load - 500 kg; crew - 1 person.

A single-seat fighter-interceptor of all-metal construction was produced by Nakajima in 1942-1944. It had a semi-monocoque fuselage, a low wing with all-metal flaps equipped with a hydraulic drive. The pilot's cabin was covered with a teardrop-shaped canopy for all-round visibility. The landing gear is tricycle with two main struts and a tail wheel. During flight, all landing gear wheels were retracted by a hydraulic system and covered with shields. A total of 1.3 thousand aircraft were produced. Vehicle performance characteristics: length – 8.9 m; height – 3 m; wingspan – 9.5 m; wing area – 15 m²; empty weight – 2.1 t, take-off weight – 3 t; engine - Nakajima Ha-109 with a power of 1,520 hp; fuel tank volume – 455 l; rate of climb – 19.5 m/s; maximum speed – 605 km/h, cruising speed – 400 km/h; practical range – 1,700 km; practical ceiling – 11,200 m; armament - four 12.7-mm No-103 machine guns or two 40-mm Ho-301 cannons, 760 rounds of ammunition; bomb load - 100 kg; crew - 1 person.

The single-seat fighter was produced by Nakajima in 1943-1945. In total, 3.5 thousand vehicles were produced in the following modifications: Ki-84, Ki-84-Iа/b/с and Ki-84-II. It was a cantilever low-wing monoplane of all-metal construction. It had pilot armor, protected fuel tanks and retractable landing gear. Vehicle performance characteristics: length – 9.9 m; height – 3.4 m; wingspan – 11.2 m; wing area – 21 m²; empty weight – 2.7 t, take-off weight – 4.1 t; engine - Nakajima Na-45 with a power of 1,825 - 2,028 hp; fuel tank volume – 737 l; rate of climb – 19.3 m/s; maximum speed - 630 - 690 km/h, cruising speed - 450 km/h; practical range – 1,700 km; practical ceiling – 11,500 m; armament - two 20-mm No-5 cannon, two 12.7-mm Type No-103 machine guns or four 20-mm No-5; bomb load - 500 kg; crew - 1 person.

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

MajorV. BUDANOV

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

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

Command combat support (KBO) is intended to support the activities of the LHC. It solves the problems of search and rescue, military transport, transport and refueling, meteorological and navigation support. Organizationally, this command includes a search and rescue air wing, three transport air groups, a transport and refueling squadron, air traffic control, meteorological support and radio navigation control groups, as well as a special transport air group. The number of KBO personnel is about 6,500 people.

This year, the first squadron of transport and refueling aviation was created in the KBO with the aim of expanding the operational zone of fighter aircraft and increasing the combat capabilities of the Air Force to protect islands and sea communications remote from the main territory. At the same time, it is expected to increase the duration of fighter aircraft patrols in threatened areas. The presence of refueling aircraft will also make it possible to carry out non-stop transfer of fighters to remote training grounds (including abroad) to practice operational and combat training tasks. The aircraft, a new class for the Japanese Air Force, can be used to deliver personnel and cargo and enable greater participation of national armed forces in international peacekeeping and humanitarian operations. It is assumed that refueling aircraft will be based at Komaki Air Base (Honshu Island).

In total, according to the calculations of military department specialists, it is considered advisable to have in the future combat strength Japanese Air Force up to 12 tanker aircraft. Organizationally, the refueling aviation squadron will include a headquarters and three groups: refueling aviation, aviation engineering support and airfield maintenance. The total staffing level of the units is approximately 10 people.

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

Organizational structure of the Japanese Air Force Combat Support Command

The basis of the squadron being formed will be the KC-767J transport and refueling aircraft (TRA) manufactured by the American company Boeing. In accordance with the application of the Japanese Ministry of Defense, the United States is converting four already built Boeing 767s into the corresponding modification. One aircraft is valued at approximately $224 million. The KC-767J is equipped with a controlled fuel refueling boom in the rear fuselage. With its help, he will be able to refuel one aircraft in the air with a fuel transfer rate of up to 3.4 thousand l/min. The time required to refuel one F-15 fighter (fuel tank capacity 8 thousand liters) will be about 2.5 minutes. The total fuel supply of the aircraft is 116 thousand liters. Depending on the need, fuel can either be used by the KC-767J itself or transferred to other aircraft. This will allow for more flexible use of the reserves available on board. The capabilities of a vehicle of this type for in-flight refueling can be increased by installing an additional fuel tank with a capacity of about 24 thousand liters in the cargo compartment.

Along with performing refueling functions, the KC-767J aircraft is intended to be used as a transport aircraft for the delivery of cargo and personnel. Conversion from one version to another takes from 3 to 5 hours 30 minutes. The maximum carrying capacity of this vehicle is 35 tons or up to 200 personnel with standard small arms.

In addition to the standard radio-electronic equipment installed on Boeing 767 aircraft, the KC-767J is equipped with a set of special-purpose equipment, including: the RARO-2 air refueling control system, meter and decimeter radio communications, the GATM air traffic control system, and "friend" identification equipment. - alien", equipment for high-speed data transmission lines "Link-16", a UHF radio direction-finding station, a TAKAN radio navigation system and a NAVSTAR CRNS receiver. According to the KC-767J combat use plan, it is assumed that one TZS will support up to eight F-15 fighters.

Organizational structure of the Japanese Air Force Training Command

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

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

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

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

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

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

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

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

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

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

At the preliminary stage, there is an initial selection of candidates for training, carried out by officers of the prefectural recruiting centers. It includes reviewing applications, getting acquainted with the candidates’ personal data and passing a medical commission. Candidates who successfully complete this stage take entrance exams and undergo professional aptitude testing. Applicants who pass the exams with a grade of at least “good” and pass testing become cadets of the Japanese Air Force. The annual intake is about 100 people, of which up to 80 are high school graduates, the rest are graduates of civilian institutes who have expressed a desire to become military pilots.

As part of theoretical training, before starting flight training, cadets study aerodynamics, aircraft technology, documents regulating flight operations, communications and radio equipment, and also acquire and consolidate skills in working with aircraft cockpit equipment during comprehensive training sessions. Duration of training is two years. After this, the cadets are transferred to the first year of initial flight training (on aircraft with piston engines).

The duration of the first stage (on combat training aircraft) is eight months, the program is designed for 368 hours (138 hours of ground training and 120 hours of command and staff training, 70 hours of flight time on T-3 aircraft, as well as 40 hours of training on simulators). The training is organized on the basis of the 11th and 12th training aircraft, which are equipped with T-3 training aircraft (up to 25 units each), simulators and other necessary equipment. The total number of permanent staff (teachers, instructor pilots, engineers, technicians, etc.) of one air wing is 400-450 people, cadets 40-50.

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

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

The fighter pilot training program begins with the second year of initial training (on jet-powered aircraft).

The duration of training is currently 6.5 months. The training program includes ground (321 hours, 15 training topics) and command and staff (173 hours) training, 85 hours of flight time on T-2 jet combat training aircraft (UBS), as well as comprehensive training on the S-11 simulator (15 hours ). Training under the second-year program is organized on the basis of the 13th training wing. The total number of permanent personnel of the wing is 350 people, including 40 instructor pilots, whose average flight time on all types of aircraft is 3,750 hours. During training, up to 10 percent. cadets are expelled due to professional incompetence.

The demonstration and aerobatic squadron "Blue Impuls" 4 acre is equipped

by T-4 aircraft

Having completed initial flight training on piston and jet aircraft with a total flight time of 155 hours, cadets proceed to the main course of training, which is conducted on the basis of the 1st Fighter Wing on Japanese-made T-4 aircraft. The program of this training course lasts 6.5 months. It provides for a total flight time of 100 hours for each cadet, ground training (240 hours) and classes in command and staff disciplines (161 hours). Up to 10 percent cadets who have not mastered piloting techniques within installed by the program number of export flights are deducted. Graduates of the basic flight training course are awarded a pilot qualification and awarded the corresponding badges.

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

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

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

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

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

The third stage - improving the training of flight personnel of aviation units during their service - is provided for in the process of combat training. Individual training of pilots is considered the basis for high professional and combat training of flight personnel. Based on this, the Japanese Air Force has developed and is implementing plan increasing the annual flight hours of fighter aviation pilots. Flight personnel improve their skills in accordance with special Air Force combat training programs, which provide for the consistent development of elements of combat use independently, as part of a pair, flight, squadron and wing. The programs are being developed by the headquarters of the Japanese Air Force in cooperation with the headquarters of the 5th VA of the US Air Force (AvB Yokota, Honshu Island). The highest form of combat training for flight personnel is flight tactical exercises and training, conducted both independently and jointly with US aviation stationed in the Western Pacific.

Every year, the Japanese Air Force hosts a significant number of flight training events on the scale of air wings and aviation areas, an important place among which is occupied by flight-tactical exercises and competitions of the air units of the BAC and the transport air wing. The largest include the final exercise of the national air force "Soen", the Japanese-American tactical flight exercise "Cope North", as well as joint search and rescue units. In addition, Japanese-American tactical flight interception training is being systematically organized. strategic bombers B-52 in electronic countermeasures conditions and weekly training of fighter aircraft crews in the areas of the Okinawa and Hokkaido islands.

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

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

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

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Following the defeat of Imperial Japan in World War II, the country under American occupation was prohibited from having its own armed forces. The Constitution of Japan, adopted in 1947, proclaimed the renunciation of the creation of armed forces and the right to wage war. However, in 1952, the National Security Forces were formed, and in 1954, the Japanese Self-Defense Forces began to be created on their basis.

Formally, this organization is not a military force and is considered a civilian agency in Japan itself. The Prime Minister of Japan commands the Self-Defense Forces. However, this “non-military organization” with a budget of $59 billion and a staff of almost 250,000 people is equipped with quite modern technology.

Simultaneously with the creation of the Self-Defense Forces, the reconstruction of the Air Force began - the Japan Air Self-Defense Force. In March 1954, Japan entered into an agreement with the United States on military assistance, and in January 1960, a “treaty on mutual cooperation and security guarantees” was signed between Japan and the United States. In accordance with these agreements, the Air Self-Defense Forces began to receive American-made aircraft. The first Japanese air wing was organized on October 1, 1956, which included 68 T-33As and 20 F-86Fs.

F-86F fighters of the Japan Air Self-Defense Force

In 1957, licensed production of American F-86F Saber fighters began. Mitsubishi built 300 F-86Fs from 1956 to 1961. These aircraft served in the Air Self-Defense Forces until 1982.

After the adoption and start of licensed production of the F-86F aircraft, the Air Self-Defense Forces required two-seat jet trainers (JTS) with characteristics similar to combat fighters. The T-33 straight-wing jet trainer, produced under license by the Kawasaki Corporation (210 aircraft built), based on the first production American jet fighter F-80 Shooting Star, did not fully meet the requirements.

In this regard, the Fuji company developed the T-1 trainer based on the American F-86F Saber fighter. Two crew members were seated in the cockpit in tandem under a common canopy that folded back. The first plane took off in 1958. Due to problems with fine-tuning the Japanese-developed engine, the first version of the T-1 was equipped with imported British Bristol Aero Engines Orpheus engines with a thrust of 17.79 kN.

Japanese training center T-1

The aircraft was recognized as meeting the requirements of the Air Force, after which two batches of 22 aircraft were ordered under the designation T-1A. Aircraft from both batches were delivered to the customer in 1961-1962. From September 1962 to June 1963, 20 production aircraft were built under the designation T-1B with the Japanese Ishikawajima-Harima J3-IHI-3 engine with a thrust of 11.77 kN. Thus, the T-1 T-1 became the first post-war Japanese jet aircraft designed by its own designers, the construction of which was carried out at national enterprises from Japanese components.

The Japanese Air Self-Defense Force operated the T-1 training aircraft for more than 40 years; several generations of Japanese pilots were trained on this training aircraft; the last aircraft of this type was decommissioned in 2006.

With a take-off weight of up to 5 tons, the aircraft reached speeds of up to 930 km/h. It was armed with one 12.7 mm machine gun and could carry a combat load in the form of NAR or bombs weighing up to 700 kg. In its main characteristics, the Japanese T-1 approximately corresponded to the widespread Soviet training device - UTI MiG-15.

In 1959, the Japanese company Kawasaki acquired a license to produce the Lockheed P-2H Neptune maritime anti-submarine patrol aircraft. Since 1959, mass production began at the plant in the city of Gifu, ending with the production of 48 aircraft. In 1961, Kawasaki began developing its own modification of the Neptune. The aircraft was designated P-2J. Instead of piston engines, it was equipped with two General Electric T64-IHI-10 turboprop engines with a power of 2850 hp each, produced in Japan. The Westinghouse J34 auxiliary turbojet engines were replaced with Ishikawajima-Harima IHI-J3 turbojet engines.

In addition to the installation of turboprop engines, there were other changes: the fuel supply was increased, and new anti-submarine and navigation equipment was installed. In order to reduce drag engine nacelles were redesigned. To improve takeoff and landing characteristics on soft ground, the landing gear was redesigned - instead of one large-diameter wheel, the main struts received twin wheels of smaller diameter.

Kawasaki P-2J maritime patrol aircraft

In August 1969, serial production of the P-2J began. Between 1969 and 1982, 82 cars were produced. Patrol aircraft of this type were operated by Japanese naval aviation until 1996.

Realizing that the American F-86 subsonic jet fighters by the early 60s no longer met modern requirements, the command of the Self-Defense Forces began to look for a replacement for them. In those years, the concept became widespread that air combat in the future would be reduced to supersonic interception of strike aircraft and missile duels between fighters.

These ideas were fully consistent with the Lockheed F-104 Starfighter supersonic fighter developed in the United States in the late 50s.

During the development of this aircraft, high speed characteristics were put at the forefront. The Starfighter was subsequently often called “a rocket with a man inside.” US Air Force pilots quickly became disillusioned with this capricious and unsafe aircraft, and they began to offer it to the allies.

In the late 1950s, the Starfighter, despite its high accident rate, became one of the main air force fighters in many countries and was produced in various modifications, including in Japan. It was the F-104J all-weather interceptor. On March 8, 1962, the first Japanese-assembled Starfighter was rolled out of the gates of the Mitsubishi plant in Komaki. In design, it was almost no different from the German F-104G, and the letter “J” only denotes the customer country (J - Japan).

Since 1961 Air Force Country rising sun received 210 Starfighter aircraft, 178 of which were manufactured by the Japanese concern Mitsubishi under license.

In 1962, construction began on Japan's first short- and medium-haul turboprop airliner. The aircraft was produced by the Nihon Aircraft Manufacturing Corporation consortium. It included almost all Japanese aircraft manufacturers, such as Mitsubishi, Kawasaki, Fuji and Shin Meiwa.

The passenger turboprop aircraft, designated YS-11, was intended to replace the Douglas DC-3 on domestic routes and could carry up to 60 passengers at a cruising speed of 454 km/h. From 1962 to 1974, 182 aircraft were produced. To this day, the YS-11 remains the only commercially successful passenger aircraft produced by a Japanese company. Of the 182 aircraft produced, 82 aircraft were sold to 15 countries. A dozen of these aircraft were delivered to the military department, where they were used as transport and training aircraft. Four aircraft were used in the electronic warfare version. In 2014, a decision was made to retire all variants of the YS-11.

By the mid-1960s, the F-104J began to be regarded as an obsolete aircraft. Therefore, in January 1969, the Japanese Cabinet raised the issue of equipping the country's air force with new interceptor fighters, which were supposed to replace the Starfighters. The American multirole fighter of the third generation F-4E Phantom was chosen as the prototype. But the Japanese, when ordering the F-4EJ variant, stipulated that it be a “pure” interceptor fighter. The Americans did not object, and all equipment for working against ground targets was removed from the F-4EJ, but the air-to-air weapons were strengthened. Everything in this was done in accordance with the Japanese concept of "defense only."

The first licensed Japanese-built aircraft first took flight on May 12, 1972. Mitsubishi subsequently built 127 F-4FJs under license.

A “softening” of Tokyo’s approaches to offensive weapons, including in the Air Force, began to be observed in the second half of the 1970s under pressure from Washington, especially after the adoption in 1978 of the so-called “Guiding Principles of Japan-US Defense Cooperation.” Before this, there had been no joint actions, not even exercises, between the self-defense forces and American units on Japanese territory. Since then, much has changed, including in the performance characteristics of aircraft, in the Japanese Self-Defense Forces in anticipation of joint offensive actions.

For example, in-flight refueling equipment began to be installed on the F-4EJ fighters that were still in production. The last Phantom for the Japanese Air Force was built in 1981. But already in 1984, a program was adopted to extend their service life. At the same time, the Phantoms began to be equipped with bombing capabilities. These aircraft were named Kai. Most of the Phantoms that had a large residual life were modernized.

F-4EJ Kai fighters continue to be in service with the Japan Air Self-Defense Force. IN Lately About 10 aircraft of this type are decommissioned annually. About 50 F-4EJ Kai fighters and RF-4EJ reconnaissance aircraft are still in service. Apparently, vehicles of this type will be completely written off after receiving the American F-35A fighters.

In the early 60s, the Japanese company Kawanishi, known for its seaplanes, renamed Shin Maywa, began research on creating a new generation anti-submarine seaplane. Design was completed in 1966, and the first prototype flew in 1967.

The new Japanese flying boat, designated PS-1, was a cantilever high-wing aircraft with a straight wing and a T-shaped tail. The design of the seaplane is all-metal, single-jet, with a pressurized semi-monocoque fuselage. Power point- four T64 turboprop engines with a power of 3060 hp. , each of which drove a three-bladed propeller. There are floats under the wing for additional stability during takeoff and landing. To move along the slipway, a retractable wheeled chassis is used.

To solve anti-submarine missions, PS-1 had a powerful search radar, a magnetometer, a receiver and indicator of sonobuoy signals, a buoy overflight indicator, as well as active and passive submarine detection systems. Under the wing, between the engine nacelles, there were attachment points for four anti-submarine torpedoes.

In January 1973, the first aircraft entered service. The prototype and two pre-production aircraft were followed by a batch of 12 production aircraft, and then eight more aircraft. Six PS-1s were lost during service.

Subsequently, the Maritime Self-Defense Forces abandoned the use of PS-1 as an anti-submarine aircraft, and all remaining aircraft in service were focused on search and rescue missions at sea; anti-submarine equipment was removed from seaplanes.

Seaplane US-1A

In 1976, a search and rescue version of the US-1A appeared with higher-power T64-IHI-10J engines of 3490 hp. Orders for the new US-1A were received in 1992-1995, with a total of 16 aircraft ordered by 1997.
Currently, Japanese naval aviation operates two US-1A search and rescue aircraft.

A further development of this seaplane was the US-2. It differs from the US-1A in its glazed cockpit and updated on-board equipment. The aircraft was equipped with new Rolls-Royce AE 2100 turboprop engines with a power of 4500 kW. The design of the wings with integrated fuel tanks was changed. The search and rescue variant also has a new Thales Ocean Master radar in the bow. A total of 14 US-2 aircraft were built, and five aircraft of this type are used in naval aviation.

By the end of the 60s, the Japanese aviation industry had accumulated significant experience in the licensed construction of foreign aircraft models. By that time, the design and industrial potential of Japan fully made it possible to design and build independently aircraft that were not inferior in basic parameters to world standards.

In 1966, Kawasaki, the main contractor of the Nihon Aeroplane Manufacturing Company (NAMC) consortium, began developing a twin-engine jet military transport aircraft (MTC) according to the specifications of the Japan Air Self-Defense Force. The designed aircraft, intended to replace outdated American-made piston transport aircraft, received the designation S-1. The first of the prototypes took off in November 1970, and flight testing was completed in March 1973.

The aircraft is equipped with two JT8D-M-9 turbojet engines located in engine nacelles under the wing of the American company Pratt-Whitney, manufactured in Japan under license. The S-1's avionics allow it to fly in difficult weather conditions at any time of the day.

The C-1 has a design common to modern transport aircraft. The cargo compartment is pressurized and equipped with an air-conditioning system, and the tail ramp can be opened in flight for landing troops and dropping cargo. The C-1 has a crew of five, and a typical payload includes either 60 fully equipped infantrymen, 45 paratroopers, up to 36 stretchers for the wounded with accompanying persons, or various equipment and cargo on landing platforms. Through the cargo hatch located in the rear of the aircraft, the following can be loaded into the cabin: a 105-mm howitzer or a 2.5-ton truck, or three SUVs.

In 1973, an order was received for the first batch of 11 vehicles. The modernized and modified version based on operating experience received the designation S-1A. Its production ended in 1980, with a total of 31 vehicles of all modifications built. The main reason for the cessation of production of the C-1A was pressure from the United States, which saw the Japanese transporter as a competitor to its C-130.

Despite the “defensive orientation” of the Self-Defense Forces, an inexpensive fighter-bomber was required to provide air support to Japanese ground units.

In the early 70s, the SEPECAT Jaguar began to enter service with European countries, and the Japanese military expressed a desire to have an aircraft of a similar class. Just at the same time, in Japan, the Mitsubishi company was developing the T-2 supersonic training aircraft. It first flew in July 1971, becoming the second jet trainer developed in Japan and the first Japanese supersonic aircraft.

Japanese training center T-2

The T-2 aircraft is a monoplane with a high-swept variable-sweep wing, an all-moving stabilizer and a single-fin vertical tail.

A significant part of the components on this machine were imported, including R.B. engines. 172D.260-50 “Adur” from Rolls-Royce and Turbomeka with a static thrust of 20.95 kN without boost and 31.77 kN with boost each, produced under license by the Ishikawajima company. A total of 90 aircraft were manufactured from 1975 to 1988, of which 28 were unarmed T-2Z trainers, and 62 were T-2K combat trainers.

The plane had a maximum take-off weight of 12800 kg, maximum speed at altitude - 1,700 km/h, ferry range with PTB - 2870 km. The armament consisted of a 20 mm cannon, missiles and bombs on seven hardpoints, weighing up to 2700 kg.

In 1972, the Mitsubishi company, commissioned by the Air Self-Defense Forces, began developing the F-1 combat single-seat fighter-bomber based on the T-2 training facility - the first Japanese combat aircraft of its own design since World War II. By design, it is a copy of the T-2 aircraft, but has a single-seat cockpit and more advanced sighting and navigation equipment. The F-1 fighter-bomber made its first flight in June 1975, and serial production began in 1977.

The Japanese aircraft conceptually repeated the Franco-British Jaguar, but could not even come close to it in terms of the number of aircraft built. A total of 77 F-1 fighter-bombers were delivered to the Air Self-Defense Forces. For comparison: SEPECAT Jaguar produced 573 aircraft. The last F-1 aircraft were withdrawn from service in 2006.

The decision to build a training aircraft and a fighter-bomber at the same base was not very successful. As an aircraft for training and training pilots, the T-2 turned out to be very expensive to operate, and its flight characteristics did not meet the requirements for training equipment. The F-1 fighter-bomber, while similar to the Jaguar, was seriously inferior to the latter in combat load and range.

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

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 foreign press reports, the revival of the Japanese Air Force began in the 50s within the framework of the “public security corps” created with the direct assistance of the Pentagon. After the transformation of this corps into the “self-defense forces” (July 1954), aviation was 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. According to the third program (1967/68 - 1971/72 fiscal years) 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), the main task of which is considered to be the radical modernization of the Japanese armed forces, including the Air Force, the supply of 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 missile defense systems (each with an anti-aircraft missile division). According to the plans of the third program for the construction of the armed forces, two groups of Nike-J missiles were formed ( Japanese version rockets). 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. The general diagram of the organization of the aviation sector is 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 wing 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: 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 service 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, available resources are used for these purposes. ground forces ah Japan 3UR (seven anti-aircraft groups - up to 160 PU). Airspace surveillance is carried out by 28 radar posts. For centralized control of air defense forces and means it is used automated system.

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 service 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.