Below, according to the foreign press, are the organization and composition, combat training and development prospects of the Japanese Air Force. The origin and pre-war development of Japanese aviation All Japanese military aircraft history

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

MajorV. BUDANOV

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

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

Command combat support (OBE) is designed 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 aviation wing, three transport air groups, a transport and refueling squadron, air traffic control, meteorological support and radio navigation control groups, and a special transport air group. The personnel of the KBO is about 6,500 people.

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

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

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

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

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

Organizational structure of the Japanese Air Force training command

Currently, the Japanese Air Force has only three types of aircraft (F-4EJ, F-15J / DJ and F-2A / B fighters) equipped with air refueling systems. In the future, the presence of such systems will be considered as a prerequisite for promising fighters. The training of the flight personnel of the Japanese Air Force fighter aircraft for solving the task of refueling in the air has been carried out on a regular basis since 2003 during special flight-tactical exercises, as well as the Cope Thunder (Alaska) and Cope North (about Guam, Mariana Islands). In the course of these measures, the transfer of fuel is being worked out in conjunction with the American TZS KS-135, based at AvB Kadena (Okinawa Island).

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

In addition, the Ministry of Defense decided to give refueling capabilities to the promising C-X transport aircraft. For this purpose, the necessary modifications and studies were carried out on the second prototype. According to the leadership of the military department, this will not affect the already defined timing of the R&D program, according to which aircraft C-X will begin to enter the troops to replace the outdated S-1 from the end of 2011. In accordance with the tactical and technical assignment lifting capacity C-X there 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 air wings, an officer's 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 aircraft wings are designed to train students and cadets in aircraft piloting techniques. According to his organizational structure these wings are similar to the two-squadron UHC fighter wing. In addition, there is a demonstration and aerobatic air squadron "Blue Impals" (T-4 aircraft) at 4 IAKR.

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 basics combat use 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 service.

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

At the preliminary stage, there is an initial selection of candidates for training, carried out by the officers of the prefectural recruitment points. It includes consideration of applications, acquaintance with the personal data of candidates and the passage of a medical commission. Candidates who successfully complete this stage pass entrance exams and are tested for professional suitability. Applicants who passed the exams with a score of at least "good" and passed the test become cadets of the Criminal Code of the Japanese Air Force. The annual recruitment 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 the start of flight training, cadets study aerodynamics, aircraft engineering, documents regulating flight operations, communications and radio technical support, and also acquire and consolidate skills in working with aircraft cockpit equipment during complex training sessions... Duration of training is two years. After that, the cadets are transferred to the first course of initial flight training (on aircraft with piston engines).

The duration of the first stage (on combat training aircraft) is eight months, the program is designed for 368 hours (138 hours ground and 120 hours command and staff training, 70 hours of flight on T-3 aircraft, as well as 40 hours of training on simulators). 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 in each), simulators and others. necessary equipment... The total number of the permanent staff (teachers, pilot-instructors, engineers, technicians, etc.) of one wing is 400-450 people, 40-50 cadets.

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 of the instructor is 1,500 hours, the average is 3,500 hours. No more than two cadets are assigned to each of them for the training period. Their mastering of piloting techniques is carried out according to the principle "from simple to complex" and begins with practicing takeoff, circling, landing, simple aerobatics in the zone. Rather stringent requirements are imposed on the piloting technique of cadets, the need for which is due to considerations of ensuring flight safety and achieving high professionalism of future pilots. In this regard, the number of cadets expelled due to their inadequacy is quite large (15-20 percent). After completing the first course of initial flight training, cadets are trained in accordance with their desire and demonstrated professional abilities according to training programs for fighter and military transport aviation pilots, as well as helicopter pilots.

The training program for fighter pilots begins to be mastered from the second course of elementary training (on aircraft with a jet engine).

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 flying on T-2 jet 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 aircraft wing. The total number of permanent personnel of the wing is 350 people, including 40 pilot-instructors, the average flight time of which on airplanes of all types is 3,750 hours. During training, up to 10 percent. cadets are expelled due to their incompetence.

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

by T-4 aircraft

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

The purpose of the second stage of cadets' flight training 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 for the T-2 supersonic jet trainers and retraining courses for the F-15J and F-4EJ combat aircraft have been organized.

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

The F-15J retraining program is designed for 17 weeks. It includes theoretical training, training on TF-15 simulators (280 hours) and flights (30 hours). In total, 202 IAEs have 26 pilots, 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 in the 301st Air Defense Fighter Aviation 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 academic hours.

The training of pilots on VTA aircraft and helicopters is carried out on the basis of the 403 air transport wing and the training squadron of the search and rescue AK. Most of 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 the theoretical training unit (two years) and take their first year initial flight training (eight months, on T-3 aircraft), after which they master the technique of piloting on the T-4 trainer, and then on the V-65 training military-technical service. Further, future pilots of military transport aviation undergo training on YS-11, C-1 aircraft and S-62 helicopters.

Before being awarded the 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's candidate school in Nara (Honshu Island). After completing the courses, they are distributed to combat aviation units, in which their further training is carried out in accordance with plans and programs developed by the Japanese Air Force command.

The third stage - improving the training of the flight personnel of aviation units during the service is provided 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 implemented plan an increase in the annual raid of fighter aircraft pilots. Flight personnel improve their skills in accordance with special programs combat training of the Air Force, which provide for the consistent development of elements of combat use independently, as part of a pair, flight, squadron and wing. The programs are developed by the headquarters of the Japanese Air Force in cooperation with the headquarters of the 5th Air Force of the United States Air Force (AvB Yokota, Honshu Island). The highest form of combat training for flight personnel is tactical flight exercises and drills conducted both independently and jointly with US aviation stationed in the western part. The Pacific.

Every year, the Japanese Air Force hosts a significant number of OBP events on the scale of air wings, aviation areas, among which are the tactical flight exercises and competitions of the UHC and transport air wings. Among the largest are the final exercises of the national air force Soen, the Cope North Japanese-American tactical flight exercise, and joint search and rescue units. In addition, Japanese-American tactical flight training for intercepting B-52 strategic bombers under electronic countermeasures and weekly training of fighter aircraft crews in the Okinawa and Hokkaido islands are regularly organized.

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

The Logistics Command is intended to solve the tasks of the Air Force's MTO. It is responsible for the receipt and creation of stocks of material resources, their storage, distribution and Maintenance... Organizationally, the command structure includes four supply bases.

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

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Origin and pre-war development Japanese aviation

Back in April 1891, an enterprising Japanese man, Chikhachi Ninomiya, was successfully launching models with a rubber motor. Later, he designed a large model with a clockwork drive on a pusher screw. The model flew successfully. But the Japanese army showed little interest in her, and Ninomiya abandoned his experiments.

On December 19, 1910, Farman and Grande planes made their first flights in Japan. This is how the era began in Japan aircraft heavier than air. A year later, one of the first Japanese pilots, Captain Tokig & Wa, designed an improved version of Farmaya, which was built by the aeronautical unit in Nakano near Tokyo, and which became the first aircraft produced in Japan.

Following the acquisition of several types of foreign aircraft and the release of their improved copies, in 1916 the first aircraft of the original design was built - the Yokoso type flying boat, designed by First Lieutenant Chikuha Nakajima and Second Lieutenant Kisichi Magoshi.

Big three The Japanese aviation industry - Mitsubishi, Nakajima, and Kawasaki - began operations in the late 1910s. Mitsubishi and Kawasaki were previously heavy industry enterprises, and the influential Mitsui family stood behind Nakajima.

Over the next fifteen years, these firms produced exclusively foreign-designed aircraft - mainly French, British and German models. At the same time, Japanese specialists were trained and trained at enterprises and higher engineering schools in the United States. However, by the early 1930s, the Japanese army and navy had come to the conclusion that it was time for the aviation industry to get on its own. It was decided that in the future, only aircraft and engines of their own design would be adopted. This, however, did not stop the practice of purchasing foreign aircraft to get acquainted with the latest technical innovations. The basis for the development of Japan's own aviation was the creation in the early 30s of capacities for the production of aluminum, which made it possible to produce 19 thousand tons annually by 1932. "Winged metal".

By 1936, this policy bore some fruit - the Japanese independently designed the twin-engine Mitsubishi Ki-21 and SZM1 bombers, the Mitsubishi Ki-15 reconnaissance aircraft, the Nakajima V51Ch1 carrier-based bomber and the Mitsubishi A5M1 carrier-based fighter - all equivalent or even superior to foreign models.

Beginning in 1937, as soon as the "second Sino-Japanese conflict" broke out, the Japanese aviation industry closed itself in secrecy and sharply increased the production of aircraft. In 1938, a law was passed requiring the establishment of state control over all aviation companies with a capital of more than three million yen, the government controlled production plans, technology and equipment. The law protected such companies - they were exempted from taxes on profits and capital, and their export obligations were guaranteed.

In March 1941, the aviation industry received another impetus in its development - imperial navy and the army decided to expand orders to a number of companies. The Japanese government could not provide funds for the expansion of production, but guaranteed the provision of loans by private banks. Moreover, the navy and army, which had production equipment at their disposal, rented it out to various airlines depending on their own needs. However, military equipment was not suitable for the production of naval products and vice versa.

During the same period, the Army and Navy established standards and procedures for the acceptance of all types of aviation materials. The production and compliance with the standards were monitored by a staff of technical specialists and controllers. These officers also exercised control over the management of the firms.

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

With the outbreak of the Pacific War, these army and navy services also participated in production expansion programs. Since the navy and army issued orders independently, the interests of the parties sometimes clashed. What was missing was interaction, and, as might be expected, the complexity of production only increased from this.

Already in the second half of 1941, the problems with the supply of materials were complicated. Moreover, the deficit immediately became quite acute, and the distribution of raw materials was constantly complicated. As a result, the army and navy established their own control over raw materials depending on their spheres of influence. Raw materials were divided into two categories: materials for production and materials for expanding production. Using the production plan for next year, the headquarters distributed raw materials in accordance with the requirements of the manufacturers. The order for components and assemblies (for spare parts and for production) came to manufacturers directly from headquarters.

Problems with raw materials were complicated by the constant shortage of manpower, moreover, neither the navy nor the army was involved in the management and distribution of manpower. Manufacturers themselves, as soon as they could, recruited and trained personnel. In addition, with amazing myopia, the military constantly called on civilian workers, completely disagreeing with their qualifications or production needs.

In order to unify the production of military products and expand the production of aircraft in November 1943, the Japanese government created a Ministry of Supply, which was in charge of all production issues, including labor reserves and the distribution of raw materials.

To coordinate the work of the aviation industry, the Ministry of Supply has established a specific system for developing a production plan. General Staff based on the current military situation determined the needs for military equipment and sent them to the naval and military ministries, which, after approval, sent them for approval to the ministries, as well as to the corresponding naval and army ^ general staffs. Further, the ministries coordinated this program with manufacturers, determining the needs for capacities, materials, human resources and equipment. Manufacturers determined their capabilities and sent a protocol of approval to the ministries of the fleet and army. The ministries and general staffs jointly determined a monthly plan for each manufacturer, which was sent to the supply ministry.

For production purposes, units and parts of aviation equipment were divided into three classes: controlled, distributed by the government and supplied by the government. “Controlled materials” (bolts, springs, rivets, etc.) were produced under government control, but distributed at the orders of the manufacturers. Government-allocated "units (radiators, pumps, carburetors, etc.) were produced according to special plans by a number of subsidiaries to supply aircraft and aircraft engine manufacturers directly to the assembly lines of the latter. Government-supplied units and parts (wheels, weapons, radio equipment, etc.) etc.) were ordered directly by the government and supplied at the direction of the latter.

By the time the Ministry of Supply was formed, an order had been received to stop the construction of new aviation facilities. It was obvious that there was enough capacity, and the main thing was to increase the efficiency of the existing production. To strengthen control and management in production, numerous controllers from the Ministry of Trade and Industry and observers from the Navy and Army, who were at the disposal of the regional centers of the Ministry of Supply, were presented to them.

Contrary to this rather impartial production control system, the army and navy did their best to maintain their special influence, sending their own observers to aviation, engine-building and related industries, and also did everything to maintain their influence in those factories that were already under their control. ... With regard to the production of weapons, spare parts and materials, the navy and army created their own capacities without even informing the supply ministry.

Despite the enmity between the navy and the army, as well as the difficult conditions in which the Ministry of Supply worked, the Japanese aviation industry was able to continuously increase the production of aircraft from 1941 to 1944. In particular, in 1944, only at controlled factories, production increased by 69 percent compared with the previous year. The production of engines increased by 63 percent, propellers by 70 percent.

Despite these impressive successes, it was still not enough to counter the immense power of Japan's adversaries. Between 1941 and 1945, the United States produced more aircraft than Germany and Japan combined.

who shook the world

The Japanese roll out the first airliner in the last half century Mrj made me look at the previous successes of the Japanese in aircraft construction. Now the role of Japan in aircraft construction seems insignificant, but in Xx century, the Japanese were among the six leading powers that determined the entire world aircraft industry (also the USA, USSR, England, Germany, France). The role of other powers outside of this six was really insignificant - less than 10% of the total output falls on them. Yes, now the Japanese make few planes (in pieces), but one should not forget that the same Dreamliner is 35% made in Japan, and this is about many hundreds of “conventional” planes!

Magazine « Flight » introduced a traditional flash mob for 10 of the most notable in history modern aviation airplanes of Japan

NAMC YS-11

40-seater passenger YS -11, produced by the corporation NAMC , turned out to be the last Japanese passenger liner before the "saga of Mrj ". Its production ended 40 years ago, but at least 17 aircraft of this type are still in operation - 15 by the Japanese Ministry of Defense, and two by the Mexican firm Alon.

Mitsubishi MRJ

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

How many opponents of the Sukhoi Superjet were howling when the Japanese were just announcing their plans: “How can we compete with the Japanese and Chinese? The Japanese have plastic, cooperation and all that. And what do we have - after the "successful" collapse of perestroika? "

However, ten years have passed, the Japanese have thwarted all the deadlines, the prototype aircraft had to be rebuilt from scratch, as they burst with certification (which means a break of 50 years!). “And these people forbid us to pick our noses” ?!

Honda NA-420

This aircraft of an unusual layout with engines on pylons on the wing (before this was done only by the Germans) and a smooth plastic skin is now undergoing certification tests. Currently, four aircraft fly, and certification is expected in the first quarter of 2015. Serial production is planned at the Greensboro plant in the United States. Now the order book for 18 aircraft from the USA and Mexico.

Mitsubishi F -2

Outwardly, this Japanese fighter is similar to the American F -16, which is not surprising, since it was created in cooperation with the Americans. But structurally - made of plastic - it is strikingly different from the prototype. Now there are 78 aircraft of this type on the wing, and Mitsubishi is already thinking about a new fighter ...

Sinmaiva US -2

Amphibian US -2 is intended for search and rescue operations of the self-defense fleet of Japan, and is a logical development of the previous amphibian - US -1, which is still in service. WITH US -2 are associated with a serious breakthrough by the Japanese into the military aviation market - the Indians are planning to order about 18 aircraft.
Generally US -2, judging by the Sokolyansky formula, is now the most seaworthy flying boat.

Kawasaki R-1

Developed by Kawasaki, the P-1 jet naval patrol aircraft is intended to replace the obsolete American P-3 Orions. The Japanese "self-defense" has already received two experimental XP-1 and five production aircraft.

Mitsubishi Mu -2

This small twin-engine upper wing, which carried only 14 people, flew for the first time back in 1962, but nevertheless, 287 such aircraft are still flying.

Mitsubishi Mu-300 "Diamond"

In the wake of Mu's success -2 Mitsubishi decided to create a business jet Mu -300. The plane took off for the first time in 1978. The rights to it were acquired by the American company Beechcraft, which rebranded it to Beach 400. Now 56 "diamonds" are still flying, mainly in the USA, and the only one flying in Japan Mu -300, used for 30 years as a flying laboratory.

Kawasaki XC-2

The S-2 aircraft is being created as a replacement for the S-1 and Hercules "self-defense forces" transporter. The Japanese answer to all sorts of "Globemasters" and "Atlanteans". Differs in a twin-engine layout. The maximum carrying capacity is expected to be 37 tons. And the C-1 remains 27 copies.

Mitsubishi A6M "Zero"


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

Organized as a whole on the European model, nevertheless it had unique features... So the Japanese army and navy 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 aircraft were in service with the aviation of the army and navy different types), and the principles of organization and combat use. On the whole, according to the recognition of both foreign observers and the Japanese themselves, the "naval" aviation units were distinguished by a higher level of pilot training and organization than their "land" companions.

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

The Air Divisions (Hikoshidan) - the largest tactical units - were directly subordinate to the headquarters of the Air Armies. In turn, the headquarters of the air divisions carried out command and control of smaller units.

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

Hikosentai, or more 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, there were from 27 to 49 aircraft in the Sentai. Chutai had about 16 cars and a corresponding number of pilots and technicians. Thus, the Sentai personnel consisted of about 400 soldiers and officers.

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

Aviation of the Imperial Japanese Navy

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

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

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

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

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

Camouflage and identification marks of Japanese aircraft

With the outbreak of the war in the Pacific, most of the military aircraft of army aviation were either not painted at all (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: the aircraft was painted on top with uneven stripes of olive green and brown with a narrow white or blue dividing line between them, and below light gray paint.

With the entry of Japan into the second world war the urgency of using camouflage was such that at first the maintenance personnel of the aviation units took over. Most often, the aircraft was covered with spots or stripes of olive green paint in the distance, they merged, providing satisfactory stealth of the aircraft against the background of the underlying surface. Then camouflage paint was applied already in the factory. The most common color scheme was the following: olive green on the upper surfaces and light gray or natural metal colors on the lower ones. Often the olive-green color was applied in the form of separate spots, like "field" color. At the same time, black or dark blue anti-reflective paint was usually applied to the top of the nose.

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

The so-called "battle stripes" around the rear of the fuselage in front of the empennage were used as identification marks. Sometimes they were applied to the wings. In the last two years of the war, they also included the yellow coloration of the leading edges of the fenders to about 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 varied.

Hinomaru red circles were used as signs of nationality. They were applied on both sides of the tail section of the fuselage, on the upper and lower planes of the wings. On biplanes, "hinomaru" were applied to the upper planes of the upper wing and the lower planes of the lower pair of wings. On camouflage aircraft, hinomaru usually had white edging, and sometimes a thin red one. On Japanese air defense aircraft, "hinomaru" were applied on the white stripes on the fuselage and on the wings.

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

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

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

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

Experienced and training aircraft were painted orange on all planes, but as the war approached the shores of Japan, the upper planes began to be covered with a dark green color, and the lower ones remained orange. At the very end of the war, all these aircraft had already received full "combat" camouflage colors.

In addition, it was common practice for air-cooled aircraft 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 the fleet vehicles were painted over, but the yellow coloring of the leading edges of the wings, modeled on army aircraft, remained.

The signs of nationality "hinomaru" were modeled on the army ones, but on the naval air defense planes, unlike the army ones, white stripes were not applied under them. However, sometimes "hinomaru" was applied in white or yellow squares.

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

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

Japanese aircraft designation system

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

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

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

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

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

Ki 61 - designation of the project and the prototype aircraft
Ki 61-Ia - the first production model "Hien"
Ki 61-Ib - a modified version of the production model "Hien"
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 prototype 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 - draft of the third production model

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

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

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

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

Ki 61 - before the aircraft was adopted, the type number was not assigned
Ki 61-Ia - fighter army type 3 model 1A (type 3 by year 2603)
Ki 61-Ib - Type 3 fighter model 1B
Ki 61-I KAIS - fighter army type 3 model 1C
Ki 61-I KAID - fighter army type 3 model 1D
Ki 61-II - again, the prototype does not have type numbers
Ki 61-II KAI - no
Ki 61-II KAIA - fighter army type 3 model 2A
Ki 61-II KAIB - fighter army type 3 model 2B
Ki 61-III - experimental aircraft, type numbers no

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

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

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

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

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

In addition, in the late 1930s, the Navy adopted a short aircraft designation system, similar to the alphanumeric combination used by the US naval aviation until 1962. The first letter denoted the purpose of the aircraft:

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

This was followed by a number indicating the procedure for adopting this type into service; it was assigned when the aircraft development program was launched. Then came the letter combination denoting the aircraft developer company. At the end was the model number of the aircraft. Minor modifications made to the car were designated 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 type of aircraft went through a hyphen. So, the training version of the aircraft received, for example, the designation B5N2-K.

Foreign-made aircraft in place of the manufacturer's letters received the abbreviated name of their company (for Heinkel, for example, A7Hel), and if the aircraft was purchased for experimental purposes, then instead of the number there was the letter X, that is, AHHel).

In the fleet, the following abbreviations for the names of developers were used:

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

Since 1921, the fleet used a long aircraft designation for most aircraft produced in Japan, including a brief description of its purpose and type number. From 1921 to 1928, numbers indicating the year of the era of the next emperor were used, 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 in 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 various modifications of the same type of aircraft, the model number was used in the long designation: initially, one digit (for example, "model 1") or, through a hyphen, also the revision number ("model 1-1"). Since the late 30s, the numbering of models has been changed, it has become two-digit. The first digit now stood for the serial number of the modification, and the second for the installation of a new motor. So, "model 11" meant the first serial modification, "model 21" the second serial modification with the same engine, and "model 22" the second modification with a new type of engine. Additional improvements within the framework of one modification were indicated by the Japanese hieroglyph: "Ko" the first, "Otsu" the second, "Hei" the third. Usually they were replaced by the corresponding letter of the Latin alphabet, that is, Mitsubishi A6M5s or "deck bomber naval type 0 model 52-Hey" was also recorded as "model 52C".

A similar long designation was used for foreign-made aircraft with the replacement of the type number by the abbreviated name of the company, that is, the Heinkel A7Hel had a long designation for an air defense fighter of the sea type Xe.

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

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

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

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

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

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

"To identify Japanese aircraft, the urgent task immediately arose to introduce some kind of their classification, and we decided to begin with adopting our own system of codification of enemy vehicles. Since I myself am from Tennessee, for a start we used various village nicknames Zeke, Nate, Roof, Jack , Rith is simple, short and easy to remember.Sgt. Williams and I gave birth to these nicknames in many controversies, and began to use our aircraft codes from July 1942. This work received the full support of the head of the intelligence service, Commodore of the British RAF Hewitt and his deputy major of the American Ben Kane's Air Force, and they offered to urgently complete this work. I told them that I already work like a man possessed, because everyone around us thinks we are crazy. In the first month alone, we assigned 75 code designations. "

Thus, most of the designations of Japanese aircraft used in air force allies. By September 1942, intelligence in the Southwest Pacific began to prepare information using this designation system. Soon, sheets with silhouettes and code names of Japanese aircraft began to arrive in the South Pacific and Burma. McCoy, meanwhile, began to press Washington and the Air Department in London to standardize this or a similar codification system. At first, his requests were met with incomprehension, once even McCoy was summoned to explain to General MacArthur: it turned out that one of the code designations "Hap" was the nickname of the chief of staff 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 the designation of Japanese aircraft was still adopted by the American Air Force and the aviation of the fleet and marines, and a few months later, and the British Air Ministry.

After that, McCoy's section was officially tasked with codifying all new Japanese aircraft. At the same time, the code designations were assigned haphazardly, but in the summer of 1944, the joint air center in Anacostia took over this task and introduced next principle assignment of codes: Japanese fighters of all types received male names; bombers, reconnaissance and transport aircraft for women (transport with the letter T), training machines for the names of trees, and gliders for birds. True, there were exceptions to the rule. For example, the Nakajima Ki 44 fighter, already nicknamed "Tojo" in China after the then Prime Minister of Japan, retained this code designation by general agreement.

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

How it all began? Japan in 1891-1910

In 1891, the first flying machines were launched in Japan. These were models using rubber motors. Over time, a larger one was created, in the design of which there was a drive and a pushing screw. But this product of the Japanese Air Force was not interested. The birth of aviation took place in 1910, after the acquisition of the Farman and Grande aircraft.

1914 year. First air battle

The first attempts to use Japanese combat aircraft were made in September 1914. At this time, the army of the Country rising sun together with England and France opposed the Germans deployed in China. A year before these events, the Japanese Air Force acquired for training purposes two two-seater Nieuport NG aircraft and one three-seater Nieuport NM 1910 model year. Soon, these aircraft units began to be used for battles. The Japanese Air Force in 1913 had at its disposal four Farman aircraft, which were designed for reconnaissance. Over time, they began to be used to inflict airstrikes on the enemy.

In 1914, German aircraft launched an attack on the fleet at Qingatao. Germany at that time used one of its best aircraft, the Taub. During this military campaign, Japanese Air Force aircraft made 86 sorties and dropped 44 bombs.

1916-1930 years. Manufacturing companies

At this time, the Japanese companies "Kawasaki", "Nakajima" and "Mitsubishi" are developing a unique flying boat "Yokoso". Since 1916, Japanese manufacturers have been creating designs for the best aircraft models in Germany, France and England. This state of affairs lasted fifteen years. Since 1930, the companies have been producing aircraft for the Japanese Air Force. Today this state is one of the ten most powerful armies in the world.

Domestic developments

By 1936, the first airplanes were designed by Japanese manufacturing firms Kawasaki, Nakajima and Mitsubishi. The Japanese Air Force already possessed domestic-made G3M1 and Ki-21 twin-engined bombers, Ki-15 reconnaissance aircraft and A5M1 fighters. In 1937, the conflict between Japan and China flared up again. This led to the privatization of large industrial enterprises and the restoration of state control over them.

Japanese Air Force. Command organization

The head of the Japanese Air Force is the main headquarters. The command is subordinate to him:

• combat support;
• aviation;
• communication;
• educational;
• security team;
• test;
• hospital;
• counterintelligence department of the Japanese Air Force.

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