World Survey off Civil Aviation JAPAN 1968 U.S. DEPARTMENT OF COMMERCE BUSINESS AND DEFENSE SERVICES ADMINISTRATION Digitized by the Internet Archive in 2012 with funding from LYRASIS Members and Sloan Foundation http://archive.org/details/worldsurveyOOunit CH ( - % World Survey of Civil Aviation JAPAN 1968 \ * S >*TES Of ^ U.S. DEPARTMENT OF COMMERCE C. R. Smith Secretary Lawrence C. McQuade Assistant Secretary for Domestic and International Business BUSINESS AND DEFENSE SERVICES ADMINISTRATION Rodney L. Borum Administrator JUNE 1968 For sale by the Superintendent of Documents, U.S. Government Printing Office Washington, D.C. 20402 - Price 35 cents Foreword This is the eleventh in a series of foreign market surveys of civil aircraft and aeronautical products and brings up to date a study made in 1960 on the Japanese aerospace industry. It includes data on fleet composition and flight operations and emphasizes market- ing and investment opportunities in Japan. It also includes an extensive description of aircraft manufacturing and Government support furnished the industry. This report should contribute to the ability of the United States to maintain its position as worldwide leader in the aerospace industry. RODNEY L. BORUM Administrator Business and Defense Services Administration June 1968 Contents Page Foreword ii PART 1 Role of Air Transportation 1 Civil Aviation Agencies 3 Airports 3 Nonscheduled Services 4 Airlines — General 5 Japan Airlines 6 All Nippon Airways 7 Japanese Domestic Airlines 8 TOA Airways 8 Nagasaki Airways 8 Southwest Airlines Co., Ltd 9 Helicopter Services 9 Maintenance 9 Market Potential 10 PART 2 Manufacturing Industry 12 Support of Manufacturing 15 C. Itoh Aircraft Maintenance and Engineering Co., Ltd 16 Fuji Heavy Industries Ltd 16 Ishikawajima - Harima Heavy Industries Co., Ltd 16 Kawasaki Aircraft Co., Ltd 17 Mitsubishi Heavy Industries 18 Namco 19 Nihon Hikaki Kabushiki Kaisha (NIPPI) 20 Shin Meiwa 20 Showa 21 Tachikawa 21 iii Tables Page Table 1 Japanese Airports 22 2 Civil Aircraft Register 26 3 General Aviation and Domestic Nonscheduled Service Operations for Calendar Year 1966 27 4 Total Aircraft and Engine Production in Japan, 1952-66 27 5 Value of Production of Aircraft and Engine Parts and Related Equipment 28 6 U.S. Aerospace Equipment Manufacturers and Their Japanese Licensees 29 7 Japanese Aeronautical Exports, 1965-1967 33 8 Approval of Import Allocation Funds for Aircraft and Aircraft Parts 34 9 Japanese Imports of Aircraft, Engines and Parts,- Sum- mary 1965-1967 35 10 Japanese Imports of Avionics Equipment, Summary 1965-1967 36 1 1 Japanese Imports of Aircraft and Engine Parts, Com- modity by Country 1965-1967 37 Acknowledgments Much of the data for this survey was compiled by the U.S. Foreign Service. Special appreciation is extended to J. E. Baker of the Tokyo Embassy who supplied the basic data and to Lowell S. Lewis of the U.S. Department of Defense. The publication manuscript was written in the Transportation Equip- ment Division, Office of Industrial Equipment, Business and Defense Services Administration, by Susanne D. Lind, and edited by Jane C. Holleran. Additional detailed information may be obtained from the Transportation Equipment Division. PARTI ROLE OF AIR TRANSPORTATION Civil aviation in Japan has de- veloped remarkably since its resump- tion in 1951. Domestically it is in competition with a highly developed rail transport system and an ever- expanding road system. When the modern high-speed National Rail- ways Tokaido Line began service be- tween Tokyo and Osaka in the fall of 1964, the load factor of All Nippon Airways (ANA) and Japan Airlines (JAL) was cut in half on this route. In 1965, railroads carried 15,807,000 passengers and there were 8,123,000 licensed automotive vehicles. There are 92,125 miles of road, of which 14.6 percent are paved. The number of passengers departing from and ar- riving at airports increased by as much as 29.9 percent on an annual average from 1955 to 1965, reaching 1,210,000 for international lines and 10,280,000 for domestic lines in 1965. International lines servicing airports in Japan complete approxi- mately 450 flights a week, using most- ly Douglas DC8's and Boeing 707's. Domestic lines complete more than 480 flights a day, servicing 111 air routes (including 17 routes now in suspension), mostly using YS-ll's and Boeing 727's. During 1966, 2,826 million pas- senger kilometers were flown on inter- national lines by Japanese carriers. By 1971, the Japanese Transport Ministry estimates a 2.3-fold increase to 6,500 million passenger kilometers. International cargo ton kilometers are expected to experience a 4.4-fold in- crease to 480 million ton kilometers of cargo in 1971. Domestic air service provided 2,857 million passenger kilometers during 1966, and in 1971 6,000 million passenger kilometers, a 2.1 -fold increase, are projected. Nine- ty-million ton kilometers of cargo are expected to be flown by the end of 1971, a 3.6-fold increase over year- end 1966 figures. This marked de- velopment will progress in conjunc- tion with further development of Japan's political, economic, and cul- tural international interchange and 1 the continued expansion of Japan's economy. In the field of domestic air services, the reduction of fares and improved facilities will enable more persons to rely on planes as their means of trans- port. Boeing Model 747 planes, accom- modating 390 passengers, are slated to be put in service on the internation- al line in 1970, to be followed later by supersonic transports (SST's). On domestic lines, too, Japan considers it necessary to put jet planes in serv- ice rapidly, not only on main routes but also on local lines, in order to in- crease transport capacity and to lower costs. The Japanese Fiscal Year (JFY) 1968 (April 1, 1968/March 31, 1969) budget approved for the Minis- try of Transport's aviation activities (excluding aircraft manufacturing) totaled 58.9 billion yen ($163 mil- lion), an increase of 76 percent over JFY 1967. This amount included both appropriations from the nation- al treasury and funds from Govern- ment loans, guarantees, and invest- ments. The rate of increase compared with an increase of 41 percent over the preceding year. However, exclud- ing the guarantee on JAL borrowings, the rate of increase in JFY 1968 is only 29.5 percent over JFY 1967. Total administrative expenses for JFY 1968 were increased 23 percent over the previous year. The Japan Civil Aviation Bureau (JCAB) staff will add 114 employees during fiscal year 1968, mostly electronics person- nel. As of January 1, 1968, JCAB's total employees numbered 2,544, in- cluding 279 in the main office. Considerable improvements are scheduled for communications and electronic navigational aid facilities. From April 1, 1967, the JCAB took over from the U.S. Federal Aviation Administration the whole responsibility for flight check of its own facilities. The expansion of pilot training fa- cilities — urged in past years — started in 1967 under a 4-year plan. The facilities of the Civil Aviation College at Miyazaki will be expanded to ac- commodate a total of 90 trainees be- ginning in fiscal 1968 as compared with present facilities which could accommodate only 30 trainees each year. A total of 17.4 billion yen ($48 million), an increase of 36 percent over JFY 1967, is approved for air- port construction in JFY 1968. The largest appropriation item is 9 billion yen ($25 million) for the proposed new Tokyo international airport at Narita. The amount includes both additional Government investment in the New Tokyo International Air- port Corp. (NTIAC) and Govern- ment guarantee on NTIAC bonds. By January 1968, a total of 17 billion yen ($47 million) had been approved by the Government for the airport project. The airport is planned to be in use by March 1971. In JFY 1967, a total of 300 mil- lion yen ($833,000) was approved for compensation for noise preven- tion measures in the areas surround- ing Tokyo and Osaka international airports. For JFY 1968, 580 million yen ($1.5 million) is approved for noise abatement measures. The Government is investing an additional 2,800 million yen ($8.1 million) in Japan Air Lines during JFY 1968. The Government's pres- ent share in the airline's capital is up to 15,600 million yen ($43 mil- lion) or 58 percent. JAL's present total capital is 26,950 million yen ($75 million). CIVIL AVIATION AGENCIES The Japan Civil Aviation Bureau in the Ministry of Transportation (MOT) is responsible for the ad- ministration and regulation of air commerce, including aircraft and air safety, airmen, airways, airports, air navigational aids, aircraft operations, airlines (including foreign airlines) and investigation of air accidents. Local offices of the JCAB include area flight control centers and aero- nautical aids offices. The MOT pres- ently operates the Civil Aviation Col- lege to train pilots, and Japan Air Lines inaugurated a new pilot train- ing school at Sendai in April 1967 with six Beech aircraft. Graduates of JAL's new pilot-training institute will be assigned as copilots of the Boeing 727 jets which JAL operates on its domestic routes. The Civil Aviation College provides trainees with 210 hours of flight experience, but JAL requires at least 400 hours before qualification of its Boeing 727 copilots. Student pilots at the institute receive 1 year of training on the Beechcraft and then 6 months of ad- ditional training on the Boeing 727's. Other Government agencies con- cerned with civil aviation include the Maritime Safety Agency, which is responsible for air rescue operations; the Meteorological Agency, which compiles weather information; and the Transportation Technical Re- search Institute, which is responsible for design, experimentation, investi- gation, and research on transporta- tion vehicles (including aircraft), air- craft engines, aeronautical equip- ment, and airport facilities. In addition to these administrative agencies, there are two advisory bodies which report directly to the Minister of Transportation. The Transportation Council advises on important transportation policies, in- cluding the granting of franchises and the approval of fares and rates for domestic scheduled services. The Aviation Council advises on basic air transportation policies, including the expansion of air routes and the im- provement of airports. AIRPORTS There are 147 airports for civil and military aviation in Japan. These include international airports, major domestic airports, local airports, air- ports for nonpublic use and airports for joint use with Japanese and U.S. forces. There are also 3 heliports for public use and 22 for nonpublic use. (table 1). The international (Class 1) air- ports are administered and financed by the National Government. Major domestic (Class 2) airports are ad- ministered by the National Govern- ment with three-fourths of the fi- nancing provided by the National Government and one-fourth by the local governments. Local (Class 3) airports are administered by the local governments and financing is shared equally by national and local govern- ments. Construction of several new airports now is being planned or considered including international airports at Tokyo and Hokkaido. A study conducted in 1967 by the New Tokyo International Airport Corporation projected the following international air traffic figures in the Tokyo area in JFY 1976: 5,400,000 passenger arrivals and departures, or 4.3 times the 1966 total of 1,250,- 000; 410,000 long tons of incoming and outgoing volumes of cargo and mail, 8.2 times the 1966 tonnage of 50,000 long tons; 67,000 aircraft landings and take-offs, or 3 times the 1966 total of 22,000. This noticeably low latter figure reflects anticipation of larger future aircraft. Under a 5-year program, which began in JFY 1967, a total of 115 billion yen ($319 million) is to be spent to improve major domestic and international airports in Japan, ex- cluding the new Tokyo international airport, which is to be developed under a separate program. Both the existing Tokyo international airport and Osaka airport will have a new 3,000-meter runway and the Haweda runway will be extended to 2,500 meters, thus permitting large jets to land on westbound trips. Runways for other major ports will be ex- tended from the current 1,200 meters to 1,500 or 2,000 meters. Electronic navigational aid facilities also are expected to be improved consider- ably. In order to provide a part of the funds needed for airport improve- ment, measures will be taken to fix the rate of airplane passengers' trans- portation tariff at 10 percent, and to raise landing charges by 20 percent. Study also will be made as soon as possible in regard to coordination of the New Tokyo International Air- port. The improvement of runways, aprons, and air safety facilities at the airports tends to lag behind the growth of civil aviation. The compre- hensive promotion of air safety meas- ures has become urgent. It has be- come necessary to strengthen air and airport safety measures such as the lengthening of runways and improv- ing of safety facilities, in order to prepare for future increases in air transport demand as well as for larger and faster planes. NONSCHEDULED SERVICES Nonscheduled services and general aviation are not very extensive in Japan. As of April 1, 1967, there were 36 nonscheduled service and general aviation operators in Japan. None of these operators receive Gov- ernment subsidy. In 1966, only 1,352 hours were flown in nonscheduled services and 108,725 hours were flown in general aviation activities (see table 2). The figures for instruc- tional flying and thus the total for general aviation are overinflated be- cause they include the training of pilots for other than general aviation flying. Industrial and nonindustrial aerial services, particularly agricultural spraying, constitute the major activi- ties of general aviation in Japan. There are approximately 260 air- planes and helicopters engaged in the performance of such services. It is estimated that the demand for these services will increase at a rate of 15 percent a year. Private flying is almost nonexistent in Japan. The Government, which has done little to promote general aviation in the past, recently announced plans to build Japan's first general aviation airport at Chofu. At present, general aviation is discouraged from using the larger airports and restricted largely to the small local airports. The Government provides encourage- ment but no subsidies to the 12 aero clubs active in Japan. While the Gov- ernment subsidizes the training of commercial airline pilots it does not subsidize the training of general aviation pilots. AIRLINES— GENERAL After civil aviation was reinstated in Japan in 1951, a large number of small carriers was established. In 1953, the Government took over 58 percent of Japan Airlines and gave JAL the sole right to interna- tional and domestic trunk route serv- ice. The trunk route which connects Sapporo, Tokyo, Osaka, and Fukuo- aka provides 70 percent of Japan's domestic air traffic. Over the years the number of local private carriers gradually de- creased due to mergers and absorp- tions. The Japanese Government encouraged these consolidations and gave the larger carriers which emerged the right to serve the trunk routes. In 1958, several private air- lines merged to form All Nippon Air- ways and ANA was given the right to provide trunk route as well as local service. In 1964, three of the remaining local carriers merged to form Japan Domestic Airlines (JDA), and in March 1965, JDA also was given limited participa- tion in the trunk route service. Increases in trunk route traffic were exceptionally high from 1960 to 1963, averaging 45 percent. In late 1964 and 1965, the air traffic began to level off and then decrease due to a business recession in Japan and the increased competition provided by the National Railways Tokaido Line, which began service between Tokyo and Osaka in the fall of 1964. Neither JAL nor ANA anticipated the need to restrict services and this led to excess capacity and low load factors. In February 1966, the pas- senger load factor for both ANA and JAL on the Tokyo-Osaka route was approximately 30 percent, less than half of what it had been a year earlier. The situation was further ag- gravated by the Government's de- cision to permit JDA to provide limited trunk route service. Although JDA continued to lose money, it siphoned off enough traffic to hurt both ANA and JAL. However, by the end of 1967 traffic had climbed to 1964 levels on the Tokyo-Osaka route and the industry is now fore- casting a market revival. By 1970, JAL plans to cut fares on this once lucrative route through the use of 15 airliners seating 300 passengers. The crash of an ANA jetliner at the end of February 1967, followed by two other jet crashes in Japan within a month focused Government at- tention on the problems of the Jap- anese airline industry. In June 1966, JDA and JAL signed an agreement calling for the merger of the two airlines by April 1971. JAL agreed to take over JDA's domestic trunk route service as of July 1, 1966, and help JDA rational- ize its local route network and im- prove its financial structure. At the end of June, ANA and TOA Air- ways, the largest of the remaining feeder carriers, reported that they would merge. It is expected that Nagasaki, the only other scheduled carrier also will eventually merge with ANA. Thus, Japan now is served by one international carrier, JAL; two trunk line carriers, ANA and JAL; and two major feeder car- riers, ANA and JDA. JAPAN AIRLINES Japan Airlines (JAL) came into being in 1951 as a private airline. It was reorganized shortly thereafter with the Government holding 58 percent of the stock. As of March 1966, JAL had 60 weekly interna- tional flights, and 1971 plans call for 140 weekly flights. JAL services 114,043 unduplicated kilometers, 17,195 more than it did in 1966. In 1967, the airline increased its capital from 22,421 million yen to 26,950 million yen ($75 million). In addi- tion to providing domestic trunk route service, JAL serves Southeast Asia, the Middle East, Europe via polar and southern routes, and the United States. JAL began service to New York, via San Francisco, in No- vember 1966, and extended this serv- ice to London in March 1967, thus becoming the fourth airline in the world to provide round-the-world service. JAL's 6-year expansion pro- gram will include daily transatlantic service between New York and Eu- rope and extension of worldwide routes. By 1969, JAL will serve Sydney, Australia, by 1971 South America and areas of the South Pa- cific, and by 1972 African routes are planned. Under a 1967 agreement with the Soviet Union, Aeroflot and JAL jointly operate service between Tokyo and Moscow over Siberia using Aero- flot planes. Weekly roundtrip service was inaugurated in April 1967. JAL hopes to obtain the right to operate to Moscow and beyond using its own planes within 2 years. During calendar year 1967, JAL's international scheduled flights car- ried 644,000 passengers and 18,000 tons of cargo, representing 33 per- cent and 40 percent increases over the previous year, respectively. The total ton-kilometers of revenue pas- senger, mail, and cargo flown by JAL international scheduled flights in 1967 reached 497 million, a 32 per- cent increase over 1966. Domesti- cally, JAL carried 1,574,000 pas- sengers and flew 11.7 million ton- kilometers of cargo and mail during the fiscal year ending March 31, 1966. The number of passengers car- ried in domestic service decreased 19 percent, while the amount of cargo and mail carried remained about the same as the preceding year. JAL's fleet consists of 51 aircraft: 15 DC-8's; two DC-8F's; seven Con- vair 880 M's; four DC-6B's; 13 Boeing 727's (two leased from Ja- pan Domestic Airlines ) ; seven Beech- craft Super H-18's; and three Beech Queenair aircraft. Under its 6-year program beginning April 1, 1968, the airline expects to acquire 36 aircraft: 12 DC-8's; two DC-8F's; 12 Boeing 727's; and 10 Boeing 747's. In ad- dition, JAL ordered three British/ French Concorde supersonic trans- ports and eight American SST's. During 1967 JAL ordered 10 DC- 8/60's and three 747's (making a total of six 747's on order). Starting in April 1968, JAL will wetlease one DC-8F jet; the four DC-6B's proba- bly will be retired during the year. ALL NIPPON AIRWAYS The privately owned All Nippon Airways (ANA) has become the largest domestic carrier in terms of passengers carried, through the grad- ual amalgamation of several small carriers. The original company was formed in 1952. It took its present name in 1958 when it took over Far Eastern Airlines, Japan Helicopter Co., and the Airplane Transport Co. Fujita Airlines was absorbed in 1963 and Central Japan Airlines in 1965. Under the airline reorganization pro- gram supported by the Government, merger plans are under way with TO A Airways and Nagasaki Airways. ANA provides scheduled services on 40 routes, including the trunk routes. In addition, ANA makes non- scheduled flights using its DC-3, and makes air taxi, survey, and charter flights using its fleet of 24 helicopters. ANA has so far been unsuccessful in its attempts to get Government permission to make international flights to other parts of Asia. In JFY 1966 (April 1, 1966/March 31, 1967), ANA carried 2,241,000 pas- sengers, 14 percent less than during the same period of 1965 when 2,602,000 passengers were carried. During this same period, revenue passenger kilometers flown decreased from 1,418,000,000 to 1,218,000,- 000, load factor dropped 13 percent to 48.1 percent; gross revenue de- clined from 17,461,000,000 yen to 16,273,000,000 yen and a net loss of 1,679,000,000 yen was recorded as compared with a 112,000,000 yen profit a year earlier. However, reve- nue freight tons increased by 6,567 to 17,291. The reduced traffic in ANA's Tokyo-Osaka service is largely re- sponsible for the carrier's poor per- formance in 1966. As of April 1, 1967, ANA's fleet consisted of 71 aircraft: 7 Boeing 727's, 8 Viscount 828's, 25 Fokker F-27's, 6 NAMCO YS-ll's, 2 DH Heron's, 19 Bell 47's, 2 Alouette IPs, 1 Sikorsky S-55, and 1 Fuji Bell 204B. ANA has on order 14 YS-ll's and has decided to pur- chase two Boeing 737-200 jetliners for April 1969 delivery. The new equipment will be put into operation on the airline's trunkline and short- haul local network in Japan. JAPANESE DOMESTIC AIRLINES Japan Domestic Airlines (JDA) was formed in April 1964 through the merger of North Japan Airlines, Nitto Airlines, and Fuji Airlines. It provided local services and in March 1965 was granted limited frequency trunk route rights. JDA consistently lost money and by the spring of 1967 had accumulated a loss of 6,933 million yen. During JFY 1966, JDA carried 381,000 passengers 187 mil- lion revenue passenger km. with a 43.8 percent load factor as compared with JFY 1965 when 461,000 passengers were flown 243 million passenger kms. with a 55.7 percent load factor. Revenue freight tons flown in JFY 1966 were up 950 freight tons to 2,200. Net loss for the year was 2,668 million yen. The reduction of passengers is attributed chiefly to the transfer of its trunk service oper- ating rights and its leased aircraft to JAL in July 1966. JDA had been using on these routes two Boeing 727's and one leased Convair 880. JDA is being reorganized and will merge with JAL by April 1971. Until that time JAL will continue to pro- vide local services. JDA will con- centrate on services within Hokkaido and from Osaka and Tokyo to smaller towns. TOA AIRWAYS TOA Airways, based in Hiro- shima, provides local scheduled and charter services. TOA, which was formed through the amalgamation of several smaller carriers, is planning to merge with ANA. The main routes now being served by TOA are be- tween Hiroshima and Osaka and between Osaka and Yonaga. In JFY 1966, TOA carried 438,000 pas- sengers (40,000 fewer than in JFY 1965) 110,000,000 revenue pas- senger km., a 6 percent decrease from JFY 1965. During the same period, TOA's load factor dropped to 54.7 percent from 62 percent. However, gross revenue increased by 171 million yen and net loss was 198 million yen, as compared with a 232 million yen loss in JFY 1965. As of April 1967, TOA's fleet consisted of 19 aircraft: four NAMCO YS- 11 's, five Convair 240's, six DH Heron's, one DH Dove, one Beech- craft 850, one Beechcraft C18S, and one Cessna 170B. NAGASAKI AIRWAYS It is expected that Nagasaki also will merge with ANA in 1968. During JFY 1966, Nagasaki Airways experienced a 19 percent increase in passenger traffic over the previous year. The airline carried 56,000 pas- sengers six million passenger kilom- eters in JFY 1966. This compares with 47,000 passengers carried 5 million passenger kilometers during JFY 1965. Gross revenue increased 5 million yen to 130 million in JFY 1966. Nagasaki's fleet as of April 1, 1967, consisted of six aircraft: three DC-3's, 1 DH Dove and two Cessna 172E's. 8 SOUTHWEST AIRLINES CO. LTD. In July 1967, Southwest Airlines Co., Ltd. was organized as a joint venture between Japan Airlines Limited (JAL) and a group of Okinawans to provide air service between Japan and the Ryukyu Islands. The airline began service in July with two Convair aircraft and a Beechcraft, which were leased from JAL. The new service provides about a 25 percent increase in available capacity for air service to the Islands. The airline plans to replace the Beechcraft with a Convair in early 1968 to provide still more capacity. A YS-11 will be added upon com- pletion of improvements in airport facilities in the smaller islands. These facilities are necessary to accommo- date high-performance aircraft. All maintenance up to the 200-hour over- haul will be conducted in Okinawa. Overhaul and maintenance requiring higher skill will be done in Japan. The airline will have its head office in the city of Nana, Okinawa. The articles of incorporation cite the following activities for the new air- line: 1. Scheduled and nonscheduled air transportation. 2. General aviation services. 3. Aircraft maintenance and re- lated acivities. 4. Insurance agencies and other businesses related to each of the above. HELICOPTER SERVICES There are now 17 helicopter oper- ators in Japan with a combined fleet of 157 aircraft. Three of these firms — All Nippon Airways, Asahi Helicopter Co., and Nippon Agri- cultural Helicopters Co. — have more than 20 each. The next largest is Japan Domestic Airlines which has 14. The main uses, in addition to normal passenger charter operations, are agricultural work, aerial survey, photography, and pleasure flights. MAINTENANCE Twenty-six repair shops have been approved to perform the repair or alteration of civil aircraft and equip- ment by the Minister of Transporta- tion. MARKET POTENTIAL Despite the fact that the Japanese aerospace industry has grown rapidly since it was reestablished in 1953, Japan can be expected to continue to import many aerospace products. The only civilian aircraft programs of any consequence in the future will continue to be the MU-2, the YS-11, and possibly the proposed YX and a civilian version of the C-X cargo aircraft. Until now, there has been little competition from other countries for U.S. aerospace equipment sales in the Japanese market. Eighty-nine percent of Japan's 1966 aeronautical imports came from the U.S. as com- pared with 92 percent in 1965 and 85 percent for the first 10 months of 1967. (See table 9) More than 74 percent of the 342 civilian fixed- wing aircraft on register in 1966 were made in the United States. The pre- dominance of U.S.-made aircraft is greatest in the single-engine, fixed- wing aircraft, where over 83 percent were made in the U.S. More than 60 percent of the twin- and four- engined planes were made in the United States. The vast majority of helicopters in Japan (82 percent) were produced locally under license to U.S. companies, and an additional 14 percent were made in America. U.S. products are preferred be- cause the Japanese industry and the JDA are oriented to the use of U.S. equipment and this has filtered off to civilian users who tend to regard the quality of American products as the best in the world. However, increas- ing competition can be expected from European manufacturers, especially in the field of aircraft engines (Rolls Royce of the United Kingdom and Turbo-Meca of France) and light helicopters (Sud Aviation of France). Major military programs, intro- duced during the period of the third National Defense Program (1967- 71) probably offer the greatest op- portunity for U.S. manufacturers. JAL has begun an extensive pur- chasing program to service its in- creased international operations. Under its 6-year expansion program beginning April 1, 1968, JAL ex- pects to acquire 36 aircraft: 12 DC- 8's; 2 DC-8F's; 12 Boeing 727's; and 10 Boeing 747's. The airline also has ordered three British/ French Concorde supersonic transports and eight American SST's. All Nippon Airways (ANA) has decided to order two Boeing 737-200 jetliners for de- livery in the spring of 1969 and prob- ably will order two more in April 1970. Most of the helicopter operators in Japan are engaged in aerial appli- cation and general utility work and constantly are seeking new equip- ment to improve operating eco- nomics. Passenger transportation by helicopters is very limited and prob- ably will remain that way for some time to come due to Ministry of Transportation policy. Business and utility aircraft are in limited use in Japan due to the small size of the country and the extensive rail net- 10 work; however, a market for light, includes airport ground support inexpensive utility and sport planes equipment and Distance Measuring seems to be emerging. Equipment (DME). There is a growing need for U.S. TACAN equipment probably will ground support equipment not avail- be purchased in the future to be used able from Japanese producers. This in military /civilian air operations. 11 PART 2 MANUFACTURING INDUSTRY When the ban on aircraft produc- tion was lifted in 1952, the Japanese aircraft industry began repair work and parts production under contract to U.S. military forces. From 1952 to 1955, the industry depended almost solely on offshore procurement by U.S. forces. Since 1956, the bulk of industry work has come from the manufacture of military jets and military and civilian helicopters under technical agreements with American firms. In 1957, development work began on the YS-11 turboprop trans- port, the first plane to be designed in Japan after the war. Since then the Japanese have designed and de- veloped the MU-2 utility plane; the TIA and TIB jet trainers; the KH4 helicopter, which is a modified ver- sion of the Bell 47G; the LM-1 and KM-1 liaison planes and KM-2 trainer, which are modified versions of the Beechcraft Mentor; a number of light planes including the N-62 and the FA-200, and the PX-S, a STOL flying boat which is scheduled to go into production in 1968. Apart from the YS-11, essentially a civil aircraft which is being pro- cured in small numbers by the mili- tary, mainly for personnel transport, no military transport development has taken place in Japan since the restriction on aircraft manufacture. The first steps have been taken to initiate development of the C-X, a short-field performance medium- range jet transport and one of the new breed of military aircraft. This, the first multijet type to be developed in Japan, also will have civil applica- tion. The C-X is being promoted osten- sibly as a tri-service project but is being developed first and foremost to replace the 40-odd Curtiss C-46's which form the logistic transport ele- ment of the Japanese Air-Self De- fense Force and are likely to do so until the early 1970's. Basically the aircraft is envisaged as a kind of turbofan-powered Transall C-160, able to operated in the logistic sup- port and tactical transport roles. 12 Basic timetable evolved for the development life of the C-X was for detail design, engine selection, the building of a mockup and two static test and two flying prototypes budg- eted for in fiscal 1966. The Defense Agency will ask for funding of series production in fiscal 1969. The mock- up should be completed in 1968, the prototypes flying in 1969 and first aircraft ready for service by 1970-71. By 1973, the Society of Japanese Aircraft Constructors (SJAC) plans to have developed a commercial jet aircraft similar to the YS-11. This short-medium range jet, known as the YX, will be equipped with imported twin turbofan jet engines and will be capable of carrying 75 to 100 pas- sengers. The YX primarily is aimed to achieve short take-off and landing (STOL) capabilities and high opera- tion economy. The craft is designed to operate on most of the world's existing and future "feeder" lines and will have a design cruise range of 700 nautical miles and maximum cruise speed of 450 to 500 knots. This almost doubles the operational performance of the YS-11. The Japanese International Trade and Industry Ministry in November 1966 authorized Kawasaki Aircraft Company and Mitsubishi Heavy In- dustries, Ltd. to manufacture aircraft engines in Japan. Previously, Ishi- kawajima-Harima Heavy Industries, Ltd., was the only authorized airplane enginemaker in Japan. The Aircraft Manufacturing Law, aimed at avoid- ing excessive investment in the infant aircraft industry in Japan, originally limited aircraft engine production in Japan to the one company. The authorization was given to Mitsubishi for the production of en- gines to be used for small-sized heli- copters (LOH) which the Japanese Defense Agency has included in its third defense buildup program be- ginning JFY 1968 (April 1968- March 1969). Mitsubishi also is allowed to produce under license Allison T-63 shaft-turbine engines to power the Hughes OH-6A helicopters being manufactured by Kawasaki for the Japanese Ground-Self Defense Force. Kawasaki was authorized to ac- quire license rights for the Avco Lycoming T53 shaft turbine engine, which is applicable in the UH-1B helicopter manufactured in Japan by Fuji. Production of other engines ex- cluding those mentioned will be left in the hands of Ishikawajima-Har- ima. The three companies have agreed to set up a coordinating com- mittee to allocate the fields of work and to prevent duplication of efforts at the advice of the Ministry. The first postwar company in the engine production field was the Japan Jet Engine Co. which went out of business after failing to secure Gov- ernment financial assistance. However, Ishikawajima-Harima was able to turn out successfully the J3 jet engine under a licensing agree- ment with General Electric Company of the United States. Ishikawajima- Harima, though still heavily depend- ing on General Electric for licensing, technical aid and parts, gradually has stepped up its engineering standards and competence and now makes 80 percent of parts going into the J79 engine which powers the F-104J jet 13 fighters of the Japanese Air Self- Defense Force. More than 250 en- gines are expected to be produced under current and future contracts. The value of production of the in- dustry since resumption amounts to approximately $1,081 million, of which about $75.7 million was pro- cured by the United States Forces, about $816.8 million by the Defense Agency, about $164.2 million by the domestic civil demand, and nearly $24.33 million by export and repara- tion. Its breakdown by the nature of work is approximately $841.1 mil- lion for the manufacture and close to $239.9 million for the overhaul and repair. Its breakdown, by the products, is about $515 million for the airframes, about $160.67 million for the aero-engines, and nearly $406 million for the components, equipment, and accessories. There were two peak years in 1957 and 1964 in the numbers of manufactured aircraft, except gliders and target drones. As of 1966 the total number of manufactured aircraft after the re- sumption amounted to 1,616, of which 27 were manufactured for the United States Forces, 1,207 for the Defense Agency, 261 for the do- mestic civil demand, and 121 for ex- port and reparation. Its breakdown by types of aircraft is 464 helicopters and 1,152 fixed wing aircraft, of which 669 are jet aircraft. The manufacture of aero-engines began in 1957 and by 1966, 394 aero-engines had been manufactured. The production of airframes ac- counts for between 52 and 63.5 per- cent of total production manhours indicating its importance. Percentages of others are as follows: radio and electronics equipment between 11 and 18.7 percent; engines between 4.8 and 6.4 percent; systems equip- ment 5.5 percent in average; instru- ments between 4.7 and 8 percent, air- frame components between 8.3 and 9.8 percent. Aircraft industry production reached a peak of $220 million in 1967, and a total of $191 million is estimated for 1968; $219 million in 1969, and $244 million in 1970. Total value of production and repairs in the aviation industry will increase to 107 billion yen (approximately $279 million) in 1971; production to 90 billion yen (approximately $250 million), and total repairs to 15 or 16 billion yen. The Japanese aircraft industry is very dependent on defense orders. From 1952 to 1966 75.5 percent of production by value was delivered to the Japanese Defense Agency (JDA). All jets now being manufactured in Japan are made for JDA. As of September 1967, six air- craft manufacturing factories, 36 equipment and accessory manufac- turing factories, and 12 aircraft re- pair factories were licensed by the Ministry of International Trade and Industry (MITI). A survey conducted in 1965 by the Office of the Defense Production Committee (DPC) of the Federation of Economic Organizations indicates that total man-hours of production and repairs will increase from 19,- 930,000 man-hours in JFY 1966 to 26,940,000 man-hours in JFY 1971. The total repair man-hours are ex- 14 pected to decrease from 9,760,000 in JFY 1966 to 8,360,000 in JFY 1971, due to an anticipated reduction in the JDA fleet, (including P2V-7, S2F, F86F and T33A aircraft), de- commissioning of F86D, and a re- duction in U.S. military demands. The anticipated increase in civil de- mand is not sufficient to cover these decreases. However, the total man- hours will increase as a result of the increase in total production. Total production man-hours will increase from 10,170,000 in JFY 1966 to 18,580,000 in JFY 1971. The rea- sons for this increase include the be- ginning of full-scale production of the converted P2V, PX-S and en- gines for the T38, and initial pro- duction of the F-X and C-X aircraft. The production of YS-11 is expected to decrease in the latter part of the program. The share of civil and U.S. military demand which amounted to 42 percent in JFY 1966 will decline to 30 percent in JFY 1971. SUPPORT OF MANUFACTURING The Aircraft and Ordnance Section in the Heavy Industry Bureau of the Ministry of International Trade and Industry is responsible for the inte- grated administration of civil and military aeronautical manufacturing. The Aircraft Industry Council of the Ministry makes recommendations to the Minister on the domestic produc- tion of aircraft and other related important matters. In addition, the National Aeronautical Council in the Science and Technics Agency of the Prime Minister's office makes recom- mendations to the Director-General of the Agency on important matters regarding aeronautical technology. Technical standards on aeronautical manufacturing are established by the Agency of Industrial Science and Technology which is an independent office in MITI. Research in aero- nautical techniques is conducted by the National Aerospace Laboratory which is under the direction of the Science and Technics Agency. During JFY 1965, Government- guaranteed, long-term debentures amounting to 4.2 billion yen ($11.7 million) were floated by the semi- governmental Nihon Aeroplane Man- ufacturing Co. (NAMCO) which is engaged in the manufacture of the Japanese-designed, twin-turboprop YS-11 airliner. Additional Govern- ment-guaranteed debentures of 4.8 billion yen ($13.3 million) were au- thorized for JFY 1966. The Govern- ment has up to the present under- written debentures of the company within the limit of about $45 million. The direct investment by the Govern- ment in NAMCO amounts to 3 billion yen ($8.3 million) out of the com- pany's total capitalization of 5.5 bil- lion yen ($15.1 million). In addition to its participation in NAMCO, the Government makes loans to firms for specific projects. If the research can be applied to fu- ture production the loan must be repaid, though no interest is charged. 15 If the research is not successful, the indebtedness is cancelled. The Gov- ernment also makes loans for the construction of plants and production machinery. These loans must be re- paid with interest. Government subsidies for aircraft research during JFY 1965 amounted to 273 million yen ($.76 million) as compared with 377 million yen ($1.05 million) in the previous year. In JFY 1966, Government subsidies rose to $1.11 million, bringing the total government subsidy to $6.8 mil- lion since 1952. Up to 1966, the Government had spent 17.2 billion yen ($47.8 million) for plant invest- ment in the industry and, in addition, has loaned 5.3 billion yen ($14.8 million) to various manufacturers. As a further support, most air- craft, aircraft parts, and aircraft pro- duction equipment, which are not available in Japan, are exempted from import duty. ITOH AIRCRAFT MAINTENANCE, ENGINEERING CO., LTD. The C. Itoh Aircraft Maintenance and Engineering Co., Ltd., with the help of Nihon University, developed the N-62 Eaglet STOL four-seater light plane, the first Japanese-de- signed light plane built since World War II. The N-62, which is powered by one Lycoming 160 h.p. engine, received Japanese certification in 1962 and is now in production. Five production aircraft had flown by the beginning of February 1967. Itoh also repairs and overhauls a large number of small planes. FUJI HEAVY INDUSTRIES LTD. Fuji Heavy Industries Ltd. was es- tablished in 1953 as a successor to the Nakajima Aircraft Co. Fuji pres- ently is producing the FA-200 low- wing light plane and the Bell HU-1B helicopter. The FA-200 is a four- seater plane developed by Fuji for sports and business use. With the exception of a single Lycoming 160 h.p. engine and McCauley propeller, all parts are Japanese -made. The FA- 200 received Japanese certification in 1966, and several versions of this se- ries are planned (agriculture, acro- batic, STOL). Fuji plans to build at least 110 FA-200's in the next 7 years; 10 in 1968, and 20 per year thereafter. Five were produced in 1967. The firm plans to export the airplane. Fuji has been producing Bell 240 B/UH/1B helicopters since 1963 and by the fall of 1966 had delivered 26 to the Japanese Ground Self-Defense Forces (JGSDF) and 9 to Japanese civilian customers. By 1971, the JGSDF plans to have 89 of the UH-lB's (military version). Fuji developed and produced the TIF jet trainer and the KM-2 trainer, a modi- fied Beechcraft Mentor, but neither plane is in production now. Fuji also overhauls Beech and Cessna aircraft and Bell helicopters. ISHIKAWAJIMA-HARIMA HEAVY INDUSTRIES CO., LTD. Ishikawajima-Harima Heavy In- dustries Co., Ltd. (IHI) was the only manufacturer of jet engines in Asia until 1966. The Aircraft Engine Di- 16 vision is one of seven divisions in IHI. The other Divisions are Industrial Machinery, Transportation Equip- ments and Steel Structures, Powers (diesels, marine turbines, and atomic power machinery), Chemical Plants, Ships, and Mass-Produced Ma- chinery. IHI is developing two Japanese- designed engines as a follow-on to the J-3 turbojet engine. These engines, known as the XJ-11 and the JR-200, are intended to power V/STOL air- craft. Production orders for the J3-IHI-7 engine are expected in JFY 1967. This latest derivative of the J3-1 is installed on the Kawasaki P-2J air- craft currently under flight test by the Japanese Maritime Self-Defense Force (JMSDF). There is also a modification pro- gram under way, in which all the J3-IHI-3 turbojets fitted in Fuji T-1B intermediate jet trainers are being converted to J3-IHI-7 standard. IHI produces the J-79 turbojet, the T-58 turboshaft, and the T-64 turbo- prop and shaft under license from General Electric, and the Avco Ly- coming T-53 gas turbine under license. The company also overhauls Turbomeca, General Electric, and Pratt & Whitney engines. Under a license concluded in August 1960, IHI has produced all J-79 engines used by the Japanese Air Self-De- fense Force for its F-104 fighters. Japanese production of the T-58, a lightweight, compact, 1250-horse- power, shaft-powered gas turbine de- signed primarily for helicopters, be- gan in 1961. Since then, IHI has de- livered T-58's to the Japanese De- fense Agency for use in its V-107, S-62, and HSS-11 helicopters to Japanese commercial operators and has exported them to Thailand. In 1964, IHI received the license to produce the T-64, a free turbine power plant for the JMSDF's new PX-S antisubmarine flying boat and the Kawasaki P-2J maritime patrol boat. The T-53 is being produced in Japan for use in helicopters, hydrofoil boats, and other aircraft. The T-53 gas turbines are to be installed in the 4H-1B helicopter. KAWASAKI AIRCRAFT CO., LTD. The Kawasaki Aircraft Co. is a member of the Kawasaki Group, com- prised of seven companies with 25 manufacturing works. The Group's wide variety of products and services include: primary steel products; ma- chinery and equipment for air, sea, and land transportation; electrical machinery; industrial equipment; and worldwide shipping services. Planes presently being produced or developed by Kawasaki include the Kawasaki-Vertol 107II helicopter, the Kawasaki Bell 47G-3B-KH4 helicopter, and the modified P-2J antisubmarine and patrol plane. Ka- wasaki introduced the first helicop- ters into Japan after World War II — under a 1952 license agreement with the Bell Helicopter Co. By May 1966 a total of 300 Bell 47's including 79 of the Model KH4's had been built. The KH4, Kawasaki's modified ver- sion of the Bell 47G, accommodates four persons including crew. Of the total, 102 helicopters were delivered to the Japanese Government, 173 to civil operators and 25 exported. Cur- rent rate of production is two-three Model 47G's and KH-4's per month. 17 Under an agreement made with Boeing in 1959, Kawasaki has the right to make both military and com- mercial versions of the V-107II. Through 1965, Kawasaki delivered five of these helicopters to military and civilian customers in Japan and exported three to the United States and one to Thailand. Kawasaki is building the P-2J (originally P2V Kai), a maritime pa- trol aircraft intended as a replacement for the P2H Neptune at present in service with the Japanese Fleet Air Arm. The firm is able to make exten- sive use of the machine tools and jigs used in its production of the Neptune. The prototype was delivered to the Japanese Maritime Self-De- fense Force on November 14, 1966. The P-2J is expected to enter service about March 1970. Two T64-IHI-10 turboprop engines, built under license in Japan by IHI, and two IHIJ3-7C turbojets underwing power the air- craft. The JMSDF will purchase a total of 46 P-2J's under the third na- tional defense program, 13 of which were ordered in July 1967. In May 1967 Kawasaki received production rights for the Hughes OH-6A light observation helicopter, of which 55 are to be manufactured under license for the JGSDF under the current 5-year defense program. In the same year Kawasaki acquired license rights for the Avco Lycoming T53 shaft-turbine engine which is used in the UH-1B helicopter manu- factured in Japan by Fuji. Kawasaki also is a subcontractor for the F-104, and a joint manufacturer for the NAMC YS-11. In addition, it pro- duces jet engine parts and overhauls jet and reciprocating engines as well as aircraft. MITSUBISHI HEAVY INDUSTRIES Mitsubishi Heavy Industries (MHI) is one of the largest industrial com- bines in Japan. It manufacturers a wide range of products including ships, automobiles, rolling stock, tur- bines, diesel and gasoline engines, and heavy and light industrial ma- chinery. MHI's employs some 80,000 persons and has annual sales equal to about $1 billion. The Nagoya Air- craft Works, one of the 15 works in MHI, is the largest aircraft producer in Japan. In addition to aircraft frames and component parts, the Nagoya Works produces engine and turbine parts and does overhaul work. The Mitsubishi designed MU-2 twin-turboprop six-nine passenger STOL utility transport is new being produced in five versions. The MU- 2A is powered by two Turbomeca Astazow IK turboprop engines; the MU-2B and MU-2D use two AiRe- search engines. Development work on the MU-2B was begun in 1962 and it received Japanese and U.S. certification in 1965. In the next five years, Mitsubishi hopes to sell 200 to 400 of the MU-2B's, which was de- signed to compete in U.S., European and other markets. Mooney Aircraft assembles and sells the MU-2B in the United States. Mooney shipped 13 MU-2B's and one MU-2 in 1967. A West German Company, Rhine- Flugzeugbau began assembling the MU-2B in 1967. Mitsubishi also produces Sikorsky helicopters and the F-104- J Fighter 18 and F-104-DJ Starfighter under li- cense. Mitsubishi has been producing Sikorsky helicopters since 1958 when it began production of the S-55. Mit- subishi is currently producing the S-61, the S-62, and the SH-3A heli- copters. By April 1967, Mitsubishi had delivered two S-61 for civil use and 1 8 S-62 for civil and military use, seven more are to be purchased for the military. The first of 55 SH-3A's for the Japanese Maritime Self-De- fense Force was delivered in 1964 with the remainder to be delivered by 1972. Under an agreement signed in April 1960, Mitsubishi assembled 40 F-104's and manufactured 160. When delivery was completed in the spring of 1965, Mitsubishi received a follow- up order for 30 which was completed in mid- 1967. In addition to producing complete planes, Mitsubishi is producing under license Allison T-63 shaft-turbine engines for the Hughes OH-6A heli- cotpers being produced by Kawasaki for the Japanese Ground Self -Defense Forces. The company also produces the rear fuselage of the YS-1 1 , over- hauls planes and engines and pro- duces engine parts. NAMCO NAMCO (The Nihon Aeroplane Manufacturing Co.) was formed in 1959 as a joint venture by the Gov- ernment of Japan and six of the coun- try's major aerospace companies. The company was formed to take over development and production of the YS-11 from the Transport Aircraft Development Association which be- gan the development work in 1957. Fifty-three percent of the stock is held by the Government; the rest is held by a large number of private holders, including six manufacturing partners. The six manufacturing part- ners and the parts they produce are: (1) Mitsubishi Heavy Industries, fuselage and final assembly; (2) Ka- wasaki Aircraft, wings and nacelles; (3) Fuji Heavy Industries, impen- nage; (4) Shin Meiwa Industry Co., rear fuselage; (5) Japan Aircraft Manufacturing Co., ailerons and flaps; and (6) Showa Aircraft Indus- try Co., honeycomb and structural components. The YS-11 is a 60-place, short- range STOL transport, powered by two Rolls-Royce turboprop engines. Cost of the plane is approximately $1.5 million. The YS-11, which has been in service in Japan and the Philippines, first penetrated the U.S. market in August 1966, when Ha- waiian Airlines acquired three under a lease-purchase agreement. By May 1967, 35 YS-ll's had been delivered to seven of the world's airlines. Now Nihon's sales efforts are paying off in South America. Cruzeiro do Sul bought eight YS-ll's and another Brazilian airline recently ordered six of the airplanes. From January 1968, the production rate was in- creased to three a month. NAM- CO hopes to produce a total of 150 YS-ll's by 1971. U.S. carriers are offered the YS-1 1 A, with a higher gross weight and payload than the basic YS-11. In late 1967 Piedmont Airlines bought 10 YS-llA's for February 1968 delivery with an op- tion for 10 more. Starting with the fiftieth aircraft, the payload increased to 15,300 lbs., about 2,800 lbs. greater than the basic aircraft. 19 The low-wing YS-11A is powered by two, wing-mounted Rolls-Royce Dart R Da. 10 Mk. 542-4 engines. Maximum takeoff weight is 54,010 lbs., maximum landing weight is 52,910 lbs., and zero fuel weight is 48,500 lbs. Cruising speed is 295 mph. Range with maximum payload is 190 nautical miles. Economical payloads are claimed for ranges up to 700 nautical miles. Three basic versions are being offered: the Series 200 passenger transport, the Series 300 cargo-passenger aircraft, and the Series 400 all-cargo version. Nihon also hopes to interest U.S. customers in an executive version. A VIP version is in service with the Japanese Government, and search- and-rescue versions have been built for the military. Nihon reports the YS-11A fits the characteristics of the ideal aircraft for operating in the economic conditions expected to prevail in the local service industry in the 1970's. The average stage length then is expected to be 130 miles and the average industry load factor is predicted to be at the 52.5 percent level. Assuming a 1 30-mile average stage length, the direct operating cost break-even point of the Series 200 will be 14 passengers or a 23.4 per- cent load factor, according to Nihon. Considering overall operating ex- penses, the aircraft's approximate break-even point would be 29 pas- sengers or a 48.5 percent load factor — well below the projected industry average of 52.5 percent, the company reports. NAMCO is doing basic design work on the CX, a medium-weight, cargo-personnel transport with STOL characteristics. The CX will be de- veloped under the Third Defense Buildup Program (JFY 1967-71) and the first prototype is scheduled to fly in 1969. No decision has yet been made on the kind of turbofan twin jet engines to be used. NIPPI The Atsugi plant of Nihon Hikoki Kabushiki Kaisha (Japan Aircraft Manufacturing Co. Ltd., also called Nippi), overhauls, repairs and main- tains U.S. Navy carrier-based air- craft and Japanese Maritime Self- Defense Force S2F Tracker anti- submarine aircraft. The Sugita plant engages in design and manufacturing. Currently it is supporting the Shin Meiwa PX-S flying-boat project with wings and ailerons; structure-testing the S2F; and manufacturing components and equipment for the NAMC YS-11, as well as license-built versions of sev- eral helicopters and other Japanese aircraft. SHIN MEIWA The Shin Meiwa Industry Co., one of the major manufacturers in Japan, is divided into four principal divi- sions: Aircraft; Machinery; Motor Service; and Automotive Mainte- nance. The firm employs almost 4,000 employees. Shin Meiwa is developing the PX-S under the sponsorship of the Japanese Maritime Self Defense Forces. The PX-S is a STOL flying boat, powered by four T-64 turbo- props. Taxiing tests were completed during the fall of 1967. Production is 20 slated to begin in 1968. Deliveries will begin in 1971 and about 20 are expected to be in service by 1973. The JMSDF will receive 14 PX-S aircraft under its Third Defense Pro- gram. Shin Meiwa also produces the airframe for the YS-1 1 and parts for the F104J and the P-2J. It is also a major overhaul center for Japanese and U.S. military and commercial air- craft. SHOWA Showa presently repairs and over- hauls aircraft, helicopters, and aero- engines and manufactures target air- craft for the Japanese Defense Agen- cy. It also manufactures under li- cense from Hexcel Products, Inc. of the United States sandwich structures for the NAMC YS-11 airframe. Before the war Showa manufac- tured Douglas DC-3's under license. After the war it overhauled and re- paired aircraft under contract with the U.S. Government. TACHIKAWA The new Tachikawa Aircraft Co. was established on November 15, 1959. The company designed its first airplane in 1952, the R-52. This was the first plane since the war to be entirely built of Japanese materials and powered by a Japanese engine. The company later built a revised version, the R-53. This two-seater trainer was powered by a 155 h.p. Blackburn Cirrus Major engine. Tachikawa presently is conducting research and design work on light aircraft. 21 Table 1. --Japanese Airports (March 25, 1968) Name Location Oper- ating Agency Runway in foot length x width Runway surface Lights 2 3 Navigation aids AEBANO Honshu JGSDF 2000x100 Earth AKASHI " PVT 1200x80 Concrete - - AKENO " JGSDF 1600x100 " BL4 RBN,VHF/DF AKITA " CIV 3900x100 " RBN AOMORI " CIV 3900x100 " VOR,RBN AOMORI Honshu JGSDF 2000x100 Earth - - ASAHIKAWA Hokkaido CIV 3900x100 Concrete - RBN ASAHIKAWA " JGSDF 2600x164 Sod L4 - ASHIYA Kyushu JASDF 5400x165 Concrete BL6 RBN,UHF/DF,ASR ATSUGI Honshu " 8000x150 Concrete 616,7,11 TACAN, RBN(2) UHF/DF, PAR BIHORO Hokkaido JGSDF 2100x200 Earth - - BRADY Kyushu A 4200x150 Pierced steel plank CHITOSE Hokkaido JASDF 9000x150 Concrete BL6,7,10 TACAN,RBN,PAR UHF/VHF/DF CHITOSE EAST Hokkaido JGSDF 4000x260 Asphalt - - CHOFU Honshu AF 3300x260 Concrete - - ENIWA SOUTH Hokkaido JGSDF 1300x80 Earth - - ERIMOSAKI Hokkaido AF 1700xN.A. Unknown - - FUJI Honshu A 3000x65 Asphalt - - FUJI-KANKO " JCAB 1800x82 Unknown - - FUKUCHIYAMA Kyushu CIV 3600x100 Asphalt - RBN FUKUE Kyushu CIV 3600x100 Asphalt - RBN FUKUI Honshu CIV 3900x100 Concrete - RBN FUKUSHIMA JGSDF 1400x100 Earth - - FUNABASHI PVT 1600x82 Asphalt - - GIFU JASDF 8800x150 Concrete BL6 - HACHIJO-JIMA CIV 3900x100 Concrete - RBN HACHINOHE JMSDF 7400x200 Concrete BL6 TACAN, RBN, PAR HAKODATE Hokkaido JCAB 3900x100 Concrete BL4,9 RBN HAMAMATSU Honshu JASDF 8300x200 Concrete BL6 TACAN, RBN,PAR UHF/VHF/DF HANAMAKI " CIV 3900x100 Asphalt - RBN HIJUDAI Kyushu JGSDF 1100x50 Earth - - HIMEJI Honshu JFM 1800xN.A. Unknown - - HIROSHIMA " JCAB 3900x100 Asphalt BL4,9,10 RBN(2) HISAI " JGSDF 1000x65 Earth - - HITOYOSHI Kyushu JFM 2000xN.A. Unknown - - HOFU Honshu JASDF 5300x147 Concrete BL6 RBN,VHF/DF Radar HYAKURI Honshu JASDF 8800xN.A. Concrete BL5,6 TACAN, RBN UHF/VHF/DF IKI Iki CIV 3900x100 Concrete - RBN IRUMA Honshu JASDF 6600x150 Concrete BL6,7 PAR ITAZUKE Kyushu AF 10000x200 Concrete BL2,6,7 8,9,10 VOR,TACAN,RBN UHF/DF,PAR IWAKUNI Honshu MC 8000x150 BL6,7,8, 11 VOR,TACAN,PAR RBN(2),UHF/DF IWAKUNI Honshu MC Seaplane Concrete B2 ASR IWATE " JGSDF 2300x100 Earth - - IZUMI Kyushu CIV 800xN.A. Unknown - - 22 Table 1. —Japanese Airports—Continued (March 25, 1968) Oper- Runway in Runway Name Location ating foot length Lights 2 Navigation aids'* Agency x width IZUMO Honshu CIV 3900x100 Concrete _ RBN KABAYAMA Honshu JMSDF 3900x82 Concrete - - KAGOSHIMA Kyushu JCAB 5200x100 Concrete BL4 # 9 VORTAC,RBN(2) KAITACHI Honshu JGSDF 1600x100 Earth - - KAMIFURANO Hokkaido JGSDF 1600x180 Earth - - KANAZAWA Honshu JGSDF 1400x100 Earth - - KANOYA Kyushu JMSDF 7400x200 Concrete BL6 RBN, PAR KARUIZAWA Honshu PVT 2300x85 Earth - - KASUMIGAURA Honshu JGSDF 1800x50 Sod - - KASUMINIME Honshu JGSDF 2300x98 Asphalt - - KENEBUETSU Hokkaido JGSDF 5200x197 Concrete - - KIKAIGASHIMA Nansei PVT 3900 x 100 Earth - - KIRISHIMA Lyushu JGSDF 2000x100 Earth - - KISARAZU Honshu N(JASDF (6000x150 Concrete BL6 JOR,RBN KITACHITOSE Hokkaido JGSDF 2000x160 Unknown - - KITAMI Hokkaido CIV 1300xN.A. Unknown - - KOBE SEA- PLANE Honshu PVT Seaplane - - KOCHI Shikoku JCAB 4900x100 Concrete BL4,9 RBN KOKUBU Kyushu JGSDF 2000x115 Earth - - KOKURA Kyushu JCAB 4900x150 Concrete BL4,9 RBN KOMATSU Honshu JASDF 8800xN.A. Concrete BL6,7,8 TACAN,RBN,PAR UHF/VHF/DF KORIYAMA Honshu JGSDF 1100x115 Earth - - KUMAMOTO Kyushu JCAB 3900x100 Concrete BL4 RBN KUMAMOTO Kyushu JGSDF 2600x130 Sod - - KURUME Kyushu JGSDF 900x50 Earth - - KUSHIRO Hokkaido JGSDF 1500x100 Earth - - KUSHIRO Hokkaido JCAB 3900x100 Asphalt BL4,9 RBN MATSUDO Honshu JGSDF 1600xN.A. MATSUMOTO Honshu JGSDF 1600xN.A. Earth - - MATSUSHIMA Honshu JASDF 8800x 150 Concrete BL6 TACAN,RBN,PAR UHF/VHF/DF MATSUYAMA Shikoku JCAB 3900x150 Concrete BL4,9,10 RBN METABARU Kyushu JGSDF 2100x98 Concrete B - MIHO Honshu JASDF 4800x150 Concrete BL6 TACAN,RBN,PAR UHF/DF MISAWA Honshu AF 10000x150 Asphalt BL6, 7,8,9 TACAN,RBN,PAR UHF/DFJLS MITO Honshu AF 3200x 150 Concrete - - MIYAKE JIMA Miyake JCAB 3600 x 100 Concrete - RBN MIYAKONOJO Kyushu JGSDF 1200x50 Concrete - - MIYAZAKI Kyushu JCAB 4400x 150 Concrete BL5,7 RBN, Radar MONBETSU Hokkaido CIV 3900x100 Concrete - RBN NAGANO Honshu CIV 2000 x 100 Concrete - - NAGOYA Honshu JCAB 9000x150 Concrete BL6,7,9 TACAN,RBN,PAR NAKASHIBETSU Hokkaido CIV 3900x100 Concrete - RBN NASHIGAHARA Honshu JGSDF 3900 xN. A. Unknown - - NAYORO Hokkaido JGSDF 2600x100 Earth - - NIGATA Honshu JCAB 4300x150 Concrete BL4,9 VORTAC,RBN NYUTA Kyushu JASDF 8800xN.A. Concrete BL2,6 TACAN,RBN,PAR UHF/VHF/DF 23 Table 1. --Japanese Airports— Continued (March 25, 1968) Oper- Runway in Runway surface Lights 2 3 Navigation aids Name Location ating foot length Agency x width OBIHIRO Hokkaido CIV 3900x700 Concrete OGORI Kyushu JSDF 900x197 Earth - - OITA " JCAB 3500 xN. A. Concrete BL4,9 RBN OJOJIBARA Honshu JGSDF 2000x100 Earth - - OKAYAMA Honshu CIV 3900x100 Asphalt - RBN OKI Oki-Gunto JCAB 3900x100 Concrete - - OMINATO Honshu JGSDF 2000x150 Concrete BL6 RBN OMURA Kyushu JCAB 3900x100 Concrete BL4 RBN OMURA Kyshu JMSDF Seaplane - - - ONOHARA Kyushu JGSDF 1800x50 Earth - - OPPAMA Honshu N Seaplane - - - OSAKA Honshu JCAB 6000x150 Concrete BL1,6,7,9 RBN,PAR OSHIMA Honshu CIV 3900x100 Concrete - RBN(2) OTSU Honshu JGSDF 3300x190 Sod - RBN OZUKI Honshu JMSDF 3900x198 Concrete BL6 RBN RANKIN Honshu A 1900x150 Asphalt BL - RISHIRI Hokkaido CIV 2000x80 Asphalt - - SADO Honshu CIV 3600x100 Concrete - RBN SAKURAMORI Hokkaido JGSDF 1200x72 Earth - - SAPPORO Hokkaido JGSDF 4600x100 Concrete BL2,6 RBN SASEBO Kyushu JGSDF 2300x66 Earth - - SASEBO Kyushu N Seaplane - - - SENDAI Honshu JCAB 3800x150 Concrete BL4 RBN SHIKARIBETSU Hokkaido JGSDF 1500x100 Earth - - SHIMOFUSA Honshu JMSDF 7400x200 Concrete BL6 TACAN,RBN,Radar SHINMACHI Honshu JGSDF 1500x79 Earth - - SHIZUHAMA Honshu JASDF 4900x150 Asphalt BL5 - SOMAGAHARA Honshu JGSDF 1800x66 Earth - - TACHIKAWA Honshu AF 5000x150 Concrete BL6,9,10 RBN, PAR TAKADA Honshu JGSDF 1100x70 Earth - - TAKAMATSU Shikoku JCAB 3900x100 Asphalt BL4,9 RBN TAKIGAWA Hokkaido JGSDF 1100x197 Earth - - TANEGASHIMA Kyushu CIV 3600x100 Concrete - RBN TATEYAMA Honshu JMSDF 1000x147 Concrete BL4 RBN TESHIKAGA Hokkaido CIV 2300x70 Earth - - TOJINBARA Kyushu JFM 1700xN.A. Unknown - - TOKO Honshu PVT 1400x70 Earth - - TOKOROZAWA Honshu A 2900 x 200 Sod - - TOKUSHIMA Shikoku JMSDF 4900x147 Concrete B2,4,6 RBN,ASR TOKYO INTL. Honshu JCAB 10300x200 Concrete BL6,7,8 / 9,10,11 ROB,RBN(2) ILS,PAR TOTTORI Honshu CIV 3900x100 Concrete - RBN TOYAMA Honshu CIV 3900x98 Asphalt - RBN TOYOKAWA Honshu JGSDF 1600x130 Earth - - TSUIKI Kyushu JASDF 7900x150 Concrete BL6 TACAN,RBN,PAR UHF/VHF/DF UBE Honshu CIV 3900x98 Concrete - RBN UJI Honshu JGSDF 2000x130 Earth - - UTSUNOMIYA Honshu JMSDF 5600x150 Concrete BL6 Radar WAKKANAI Hokkaido JCAB 3900x100 Concrete BL TACAN,RBN YAKUMO Hokkaido JASDF 6000x150 Concrete - - YAKUSHIMA Kyushu CIV 3600x100 Asphalt - - 24 Table 1. --Japanese Airports—Continued (March 25, 1968) Oper- Runway in Runway surface Lights 2 3 Navigation aids Name Location ating foot length Agency x width YAMAGATA Honshu CIV 3900x100 Concrete RBN YAMAGUCHI Honshu JGSDF 1200x50 Earth - - YAO Honshu JCAB 5000x150 Concrete BL4 RBN YOKOTA Honshu AF 10000x200 Concrete BL6,7,8,9 TACAN, ILS,PAR UHF/DF YOMIURI Honshu PVT 166xN.A. Asphalt - - YONAGO Honshu JGSDF 1600x66 Sod - - ABBREVIATIONS Operating Agency A US Army AF US Air Force N US Navy MC US Marine Corps CIV Civilian Agencies JASDF Japan Air-Self-Defense Force JCAB Japan Civil Aviation Bureau JGSDF Japan Ground-Self Defense Force JFM Japan Ministry of Finance JMSA Japan Maritime Safety Agency (Coast Guard) JMSDF Japan Maritime Self-Defense Force PVT Private Air Field Lights B Rotating light LI Portable lights L2 Boundary lights L3 Runway floods L4 Runway or strip L5 Approach lights L6 High intensity runway lights L7 High intensity approach lights L8 Sequence flashing lights L9 Visual approach slope indicator (VASI) L10 Runway end identification lights Lll Runway centerline lights Navigation Aids RBN Nondirectional radio beacon ILS Instrument landing system VOR VHF omnidirectional range VORTAC Combination VOR and TACAN TACAN Tactical air navigation (Range and DME) ASR Air surveillance radar PAR Precision air radar DF Direction finding 25 Table 2.-- Civil Aircraft Registered With The Japanese Civil Aviation Bureau (January 1, 1967) Number Number of of Air- Air- craft craft 1. Fixed Wing Aircraft, by Type Total, Fixed Wing d. Four-engine, Total 47 Aircraft 384 De Havilland 114 11 a. Single-engine, Total 196 DC6B 5 Cessna 102 Viscount 828 8 Piper 45 DC8 16 Beechcraftl 8 Convair 880 7 Fuji-Beechcraft 5 Morane-Saulnier 6 Aeronca 4 C. Itoh 1 6 Pilatur 3 Number Fuji Juko 4 of Stinson 2 heli- Tachihi 1 copters Auster 2. Helicopters, by type Ryan 1 Total, Helicopters 205 Nihon Daigaku Lockheed a. Single-Piston, Total 185 Helio Kawasaki-Bell 47 1 162 Beaver 3 Bell 9 Mooney 2 Hughes Sikorsky 6 7 a. Twin-engine, Total 126 Hiller 1 Beechcraft 35 Convair 11 b. Single-turbine, Total 16 Aero Commander 13 Sikorsky S62 2 DC3 6 Sud Aviation Aloutte 8 De Havi Hand 5 Mitsubishi-Sikorsky S.62A1 3 Cessna 3 Fuji-Bell 204B 1 1 Piper 2 Bell 204 2 Dornier 1 Fokker F27 25 C Twin-turbine, Total 4 YS-11 1 19 Kawasaki-Vertol 107 2 MU-2 1 3 Mitsubishi-Sikorsky S-61 1 2 Nord 3 3. Gliders, Total 218 c. Three-engine 15 a. Basic and intermediate class 153 Boeing 727 b. Advanced Class 65 Japanese-designed or Japanese production under license arrangements. Source: Japan Civil Aviation Bureau. 26 Table 3—General Aviation and Domestic Non-Scheduled Service Operations for Calendar Year 1966 Unit: Hours Sightseeing Construction Advertising Photography Crop dusting Fish scouting Instructional flying News gathering Inspection and patrol Other general aviation Nonscheduled services 1965 z 6,925 3,852 9,448 10,981 22,663 405 21,325 6,286 8,560 6,052 1,665 Total 110,077 98,162 1 Preliminary. 2 Revised. Source: Japan Civil Aviation Bureau. Table 4.--Total Aircraft and Engine Production in Japan 1952-1966 Total aircraft production (1952-1966) Total aircraft production (1952-1965) Jet aircraft (F86,F104J, T33, Tl) Helicopters (Bell 47, NH4, V107, S55, S61, S62, HUI) Propeller planes (T34, LM, KM, P2V7) Total engine production (1952-1966) Engine production (1952-1965) Turbo-jets (J3, J79, etc.) Turbo-shaft (T58) Piston engines 1,616' 1,522 799 414 309 394 333 265 58 10 100.0% 51.2% 47.2% 20.2% 100.0% 79.6% 17.4% 3.0% Demand Component 1952-1966 (Value in millions of U.S. dollars) Planes- (number) Total value Value manufacture Value-Repair Defense Agency Domestic Civilian U.S. Forces in Japan Export Total 1,207(74.7%) 261(16.2%) 27(1.6%) 121(7.5%) 1,616(100%) 816.8 164.2 75.7 24.3 1.081 706.7 100.7 9.4 24.3 841.1 110.1 63.5 66.3 239.9 Breakdown by type not available for 1966. Source: The Society of Japanese Aircraft Constructors. 27 J. vO •- 1**. *Ti CN r> c CO CN ^ o 0) i. 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Q_ a. a. 33 Table 8. --Approval of Import Allocation Funds for Aircraft, and Aircraft Parts (Value in US$) Aircraft Aircraft Parts Total Value Quantity Value Value 1965 49 85,910,584 80,583,339 166,493,923 1966 49 38,611,674 65,563,205 104,174,000 Total (1952- 564 381,060,000 558,710,000 939,780,000 1966) Source: The Society of Japanese Aircraft Constructors. 34 t « S. 2 cn en r^- c o o o rs o is o cn O CN o CO nO O no CO TT • fc in o o O CO O CN o o O o o On O on co n a oiD Ql o CO CN -tf o »o Is •— O • ^~ P) O^ r- S rs rs ,-T cn" ,-T c> co" CO rs o ID "~ CO ■" CN NO • ,_ n© CN O CN no CO CN NO NO "^ - Z 00 CN «— NO CN ■«* CN CO e o CN m cn •— CN o cn O O O ^ CO NO CO co On O no i*nI o On O CO On od »-" d en tt t> ■^ N CS CO "^ CN c> co co cn •— co ■— ■«» CN o CO r>. ^r CO CO r- CN CO "o CO >o co cn ■— On On 00 o "~ •~ o > ■^ co" On" <— " i-^ 00 ,_r ^J" rC CN _T O CO "Nf o r- (O IS r- NO CN •— r— CN "n* O CN CO O "^t CO r- 00 •- .— NO rv. z CO CO •" CO *: r^ CN 0) : 3 o cn o o O CN CO O O NO On o o r^ ^. 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Q. 36 Table 11.— Japanese Imports of Aircraft and Engine Parts Commodity by Country 1965-1967 1 (Value in Y 1,000) 1965 1966 1967 Parts of aircraft (Except propellers and rotors) Weight Value Weight Value Weight Value (Kg) (Y1,000) (Kg) (Y1,000) (Kg) (Y1,000) United Kingdom 10,788 283, 482 11,097 332, 234 11,631 386,722 Netherlands 2,731 54, 540 5,860 107,920 2,643 65,716 France 3,209 87, 539 1, 180 33, 844 732 17,399 West Germany 5 243 107 1,974 68 1,620 Canada 1,541 42, 834 12,074 229, 130 21 6,474 United States of America 230,582 5, 903, 203 196,215 5,605, 169 238, 346 6, 273, 027 Philippine Republic 200 29, 824 Switzerland 25 334 5 247 U.S.S.R. 1,080 2,072 Mexico 73 64 1 77 Bermuda 360 (EEC) 3,443 84, 735 Ryukyu 46 590 South Korea 42 1,570 Sweden 96 389 Australia 6 58 Total 249, 144 6, 374, 846 (17,7072) 226, 533 6,310,271 (17,529 2 ) 254, 727 6, 783, 538 (18, 843 2 ) Propellers for Quantity Quantity Quantity aircraft Philippines Republic 6 39,017 4 25, 923 United Kingdom 49 266, 428 19 114,611 77 469, 373 United States 339 346, 029 211 73,158 226 187,785 France 2 6, 159 1 708 West Germany 2 187 3 2,838 U.S.S.R. 3 9,073 (EEC) 4 3,546 Total 392 618,803 (1,719 2 ) 236 226, 786 (629 2 ) 314 695, 700 (1,933 2 ) Rotors for helicopters Quantity Quantity Quantity France 1 2,818 4 14,184 1 3,315 United States 223 150,974 249 184,974 318 327, 505 (EEC) 1 3,315 Total 224 153, 158 (425 2 ) 253 199,158 (5532) 319 330, 820 (919 2 ) 37 Table 11. -Japanese Imports of Aircraft and Engine Parts-Continued Commodity by Country 1965-1967 1 (Value in Y 1,000) Parts of Internal Combustion Engines 1965 1966 1967 Weight Weight Weight United Kingdom France Italy Canada United States Guyana (EEC) Total 747 11 751 34,818 36, 327 28, 060 147 13,804 876, 543 918,554 (2,555 2 ) 630 58 12 1,053 25, 756 27, 509 17,903 3, 127 97 15,515 594, 603 631,245 (1,753 2 ) 214 192 380 28, 480 9 192 29, 275 6,316 2,042 7,901 543, 501 1,681 2,042 561,441 (1,5602) Parts of engines for Aircraft, nes Weight Weight Weight Switzerland Denmark United Kingdom France Canada United States Mexico (EEC) Hong Kong Total 8,964 117 102,182 21 111,284 570,195 5,566 3,148,618 1,870 3, 726, 249 (10,350 2 ) 25 12,448 696 3 78, 328 55 91,555 1,864 670, 426 28,157 86 3, 032, 521 6,359 3,739,413 (10,3872) 9 11,366 512 1 69, 660 10 512 81,558 1,024 529, 429 19,281 134 3,380,510 289 19,281 3, 930, 667 (10,9192) First 10 months of 1967. Thousands of U.S. dollars. Source: Ministry of Finance. 38