Kawasaki C-1

Summary

Description

Development of the C-1 commenced in 1966 in response to a requirement from the JASDF, which sought an indigenous jet-powered replacement for its aging Second World War–era Curtiss C-46 Commando transport fleet. The JASDF approached the Nihon Aircraft Manufacturing Corporation (NAMC), a consortium of several major Japanese corporations, which then assigned Kawasaki Heavy Industries as the prime contractor. Significant portions of the airlifter were manufactured by other members of NAMC, with the tail section and parts of the fuselage by Mitsubishi Heavy Industries, most of the wings by Fuji Heavy Industries, the rudder by Shin Meiwa, and the flaps by NIPPI Corporation. The C-1 program was the third indigenous aircraft program in postwar Japan, after the Fuji T-1 trainer and the YS-11 airliner. The prototype, designated XC-1, performed its maiden flight on 12 November 1970, and quantity production of the type commenced during the following year.

In terms of its basic configuration, the C-1 is a twin-engine medium-range airlifter, somewhat resembling the larger Lockheed C-141 Starlifter. It is powered by a pair of Pratt & Whitney JT8D-M-9 low-bypass turbofan engines, which were locally manufactured under license by Mitsubishi, each capable of generating up to 64 kN (14,500 lbf) of thrust. The C-1 incorporates a high-lift system, which includes aerodynamic features such as a leading edge slat and a four-stage Fowler flap, facilitates a high level of short takeoff and landing (STOL) performance, while day-and-night all-weather operations are achieved via the application of numerous electronic navigation systems. In terms of payload capacity, a single C-1 could carry up to 80 fully-equipped troops, 45 paratroopers, or 36 stretcher-bound personnel, in addition to bulky cargo, including a whole truck or a pair of jeeps, which would be loaded via a ramp deployed at the airlifter's rear. The normal payload is listed as 8,000 kg (18,000 lb).

Since 1974, the Kawasaki C-1 has been in regular use as a military transport with the JASDF, noticeably improving the tactical transport capabilities of the service. However, the maximum range of the C-1 became an issue when Okinawa was returned to Japan from the United States, as the airlifter could not directly fly to Okinawa from most of the Japanese home islands. This limitation, coupled with general cutbacks to military programs during the 1970s, contributed to a reduced procurement in favor of the American-built C-130H Hercules. The C-1 was operated by the 401st, 402nd and 403rd Tactical Airlift Squadrons. As of March 2022, the JASDF still operated 7 C-1s.

Main Variants:

• XC-1: These were the prototype versions of the C-1, used for initial flight testing and evaluation before the aircraft entered full production.

• C-1/C-1A: This was the standard medium-range military transport version, which served as the backbone of the JASDF's airlift capabilities for many years.

• EC-1: This variant was specifically designed for electronic warfare training, equipping the JASDF with a platform for simulating electronic combat scenarios.

• C-1FTB: Serving as a flight test bed, this version was used for trialing and evaluating various equipment and systems, aiding in the development and improvement of aviation technology.

• Asuka/QSTOL: Developed by the National Aerospace Laboratory, this unique research aircraft explored quiet short takeoff and landing technologies, incorporating features like upper surface blowing and advanced flight control systems.

Technical specifications

Current operating countries

Country		Units
	Japan	9

Numbers in parentheses, e.g. '(+5)', indicate units ordered but not yet delivered.

All operators

Japan

Photo of C-1