Currently, the P-1 is one of the best in its class. In terms of its capability, it is the
strongest competitor against the US P-8 Poseidon. But, we do know that it is not. So, why did
Japan develope an indigenous maritime patrol and anti-submarine warfare aircraft, instead
of producing a US one under license, as before? As the Weapon Detective, we are investigating
the P-1, the observer of the Japanese seas. Please don't forget to subscribe to our channel,
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our channel. Japan is the second largest maritime patrol
and anti-submarine warfare aircraft operator after the USA, and they have used the experience
in this field in the development of the P-1. The aircraft is well designed and has state-of-art
mission equipment. This is usually sufficient for a weapon system to be successful in the
international market. But this is not the case for Japan.
Before analyzing the P-1, which is one of the best examples of this situation, let's
get to know the aircraft. In 1968, Kawasaki began to develop an indigenous
maritime patrol and anti-submarine warfare aircraft as the replacement of the P-2Js of
the Japan Maritime Self-Defense Force. However, due to the effects of large-scale
inflation caused by the 1973 oil crisis, Tokyo decided to produce P-3 Orions under license
as a cost-effective solution. Kawasaki lost this round.
In the late 1990s, this time Japan began to seek a new maritime patrol and anti-submarine
warfare aircraft to replace its ageing P-3 fleet.
At first, the Japan Maritime Self-Defense Force consider a new system based on the Boeing
757 or Boeing 767. In those years, the USA was working on the
Boeing 737-based P-8. It seemed like a logical option for the two countries to work together.
But, after an extensive study, the Japan Maritime Self-Defense Force decided that the P-8 could
not meet its operational requirements. Japan needed an indigenous maritime patrol
and anti-submarine warfare aircraft. The Japanese Defense Agency began the domestic development
of the P-X Programme. Now, Kawasaki would take the rematch of the first round.
In the beginning, to ensure interoperability with the US Armed Forces, Japan had intended
to use many subsystems of the P-8 on the new aircraft. However, soon after, the Japan Maritime
Self-Defense Force realized that the P-1 has to be equipped with the domestically developed
subsystem to fulfil its operational requirements. The P-1, the product of the P-X Programme,
shares as much of the same parts that are used in the C-2 transport aircraft, also developed
by Kawasaki. These aircraft have the same components, such
as the cockpit windows, outer wings, horizontal stabilizer, auxiliary power unit, cockpit
panel, flight control system computer, anti-collision lights, and gear control unit.
This significantly reduces development, production and lifecycle costs.
The F-7-10 turbofan engine of the aircraft was indigenously developed by IHI.
The fuselage of the P-1 was made of aluminium alloy.
Carbon-fibre-reinforced polymers are used for the tail and tail wing.
The prototype of the aircraft, called XP-1, made its first flight on September 28, 2007.
On March 29, 2013, the first two aircraft were delivered to the Japan Maritime Self-Defense
Force for trials. The P-1 reached the operational level in 2017.
The only user of the aircraft is Japan. The 11-man crew of the P-1 consists of a three-man
flight crew and eight mission system operators. The aircraft has a length of 38 metres, a
wingspan of 35.4 metres, and a height of 13 metres. Its maximum take-off weight is 79.7
tons. Four 60 kiloNewton F7-10 turbofan engines provide the maximum speed of 996 kilometres
per hour. The cruise speed of the aircraft is 833 kilometres per hour. The range of the
P-1 is 8,000 kilometres. Its service ceiling is 13,520 metres. The aircraft has eight internal
bomb bay stations and six external hardpoints for the AGM-84 Harpoon and Type 91 anti-ship
missiles, AGM-65 Maverick air to surface missiles, Mk-46, Type 97, and Type 12 torpedoes, mines,
and depth charges. The P-1 is the first operational aircraft
that has a fly-by-optics flight control system. Different from the fly-by-wire flight control
system, it uses fibre optic cables, not metal. So, the fly-by-optics flight control system
has better performance and decreases electromagnetic disturbances to the sensors.
The trials of this system were conducted on a modified UP-3C.
The X-band HPS-106 active electronically scanned array radar of the P-1 has 360-degree coverage.
The aircraft is also equipped with the HAQ-2 forward-looking infrared pod, the HSQ-102
magnetic anomaly detector, and the HRQ-1 sonobuoy antennas.
The tactical coordinator of the P-1 is supported by the HYQ-3 information control processor
that applies knowledge-based technology with artificial intelligence components.
The tactical coordinator, also known as TACCO, coordinates the activities of the part of
the crew responsible for the tactical operation of the aircraft and its systems.
The HYQ-3 processes the data information that comes from the various sensors and instructs
the optimum strategy. This feature reduces the reaction time and
workload of the TACCO. The multifunctional information distribution
system-low volume terminal of the P-1 is compatible with Link 16.
So, the aircraft can share information with the Aegis destroyers of the Japan Maritime
Self-Defense Force, as well as the E-767s and the modernized F-15Js of the Japan Air
Self-Defense Force. The F7-10 turbofan engine is supported by
a full authority digital engine control, which provide higher power output and lower fuel
consumption. The engine is highly resistant to corrosion
and bird strikes. It has noise-damping panels, which reduce noise level dramatically.
The aircraft can continue its mission in the event of a single-engine failure.
The low-wing design of the P-1 provides better manoeuvrability and stability at low-speed
and low-altitude flight. It also reduces the vibration.
Some onboard systems, such as the auxiliary power unit, environmental and pressurization
control systems, ram air turbine, sonobuoy dispensers, and elements of the avionics,
are US-made. The P-1 can be equipped with both the AGM-84
Harpoon and Type 91 anti-ship missiles. The locally developed Type 91, also known
as ASM-1C, has a higher range and a heavier warhead than the US-made Harpoon.
In 2015, the first P-1 prototype was refurbished to the utility aircraft and redesignated as
UP-1. Japan is also considering the development
of electronic warfare, electronic intelligence, and airborne early warning variants of this
aircraft. If we look at its technical capabilities and
dimensions, we can easily say that P-1 is the true competitor of the P-8 Poseidon in
the international market. But, Japan has failed to sell its new star
to Germany, New Zealand, and the UK. Many sources consider that France, Thailand, and
Vietnam are the potential customers of the P-1.
But, this is an optimistic consideration. Yes, the P-1 is a very capable and good maritime
patrol and anti-submarine warfare aircraft. Yet, this is not enough in the international
market. The arms market is traditional. Unless the
conditions are forced, or they have experienced great dissatisfaction, no military customer
seeks a new source. Maybe a groundbreaking innovation could change the situation.
In this perceptive, Japan, which has not been a traditional supplier since the Second World
War, is in a difficult position. Indeed, many countries see Japan as an attractive
new source. Yet, the Japanese companies have not proved themself in the international market.
An arms deal is not just about procuring a weapon system. Sustainability is also crucial.
In this field, Japan does not have enough experience to provide the necessary spare
parts and technical support to a potential customer in the long term.
The best-known example of this is the Indian Dhruv helicopter. Technically speaking, the
Dhruv is a successful system. However, some customers retired the helicopter in a short
time because of the insufficient service support. None of the potential customers of the Japanese
military systems wants to be the first. Everybody waits for a successful arms deal with another
country to overcome the psychological barrier. And, the P-1 does not have a groundbreaking
innovation over the P-8. So, there is no valid reason for many countries to change their
traditional source. Also, the P-8 has the advantage of being Boeing
737-based. Since the late 1960s, Boeing has produced
more than 10 thousand of these aircraft. This makes the P-8 one of the easiest maintainable
military aircraft in the world with easy access to spare parts and technical personnel.
Many P-8 users also have other Boeing 737-based military aircraft, such as the E-7 and C-40.
This provides an important logistical advantage. The P-1 has none of these advantages in the
international market. Let's briefly analyse the countries that have
been mentioned as potential customers of the P-1 one by one.
Thailand is the traditional customer of the West.
Also, it will likely continue to acquire smaller and cheaper maritime patrol and anti-submarine
warfare aircraft, instead of heavy ones, like the P-1 or P-8.
It is unlikely that France, which has produced a legendary maritime patrol and anti-submarine
warfare aircraft like the Atlantic, would not prefer the P-1.
For Paris, preserving its own aviation industry is a strategic matter.
In fact, Airbus has already introduced an aircraft based on the A320 and similar in
concept to the P-8. Vietnam appears to be the strongest candidate.
However, Vietnam is no longer a country that has problems with the West.
Hanoi, with its improving relations with Europe and the US, is more likely to prefer a proven
Western maritime patrol and anti-submarine warfare aircraft.
In fact, Japan did not develop the P-1 for the international market. As we mentioned
before, the Japan Maritime Self-Defense Force is the second biggest maritime patrol and
anti-submarine warfare aircraft user in the world.
Because, there is nothing but powerful countries that have significant problems with Tokyo
in the East of this island nation. Even South Korea, which is another important
ally of the USA in the region, does not have good relations with Japan.
For this reason, it is inevitable for Japan to have a large number of maritime patrol
and anti-submarine warfare aircraft. The local market is big enough.
Seven countries have preferred the P-8. But, the total order of the Poseidon is just
over 120. Japan has ordered 60 P-1s. With the other
possible variant, Kawasaki would produce up to 80 aircraft. It is a big success for the
company. With this programme, Japan has ensured the continuity of its own aviation industry.
Who knows, maybe one day, a country will dare to become the first foreign user of Japanese
defence products. And, when that time comes, the P-1 will be ready as one of Japan's systems
with the highest export potential. Thanks for watching our video. And please
don't forget to subscribe to our channel and give us a thumbs up if you like our video.
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