By Logan Williams, Warrior Contributor
In a previous article, Warrior covered the Japanese Air Self-Defense Force’s efforts to convert its airlift cargo plane fleet into capable attack aircraft, by utilizing Palletized Munition Delivery Systems to launch cruise missiles against enemy targets. Perhaps the most peculiar component of Japan’s attempts to re-establish its military prowess is the Kawasaki C-2 development project. The Kawasaki C-2 is a cargo plane designed and produced domestically, by the Kawasaki Aerospace Company, in the capital of that island nation, Tokyo. It was designed to serve as Japan’s alternative to the United States’ now-discontinued heavy-airlift cargo plane, the Boeing C-17 Globemaster, and to replace Japan’s aging C-130 Hercules aircraft.
The Kawasaki C-2 development program was continually plagued by cost over-runs and delays, with the original per-unit cost estimate having been approximately $80 million to $90 million, and the present estimates ranging anywhere from $136 million to $176 million.
This caused a number of defense scholars and Japanese citizens to question whether the project had any value.
A comparison of several key raw metrics reveals that the Kawasaki C-2 has made significant improvements upon the Lockheed-Martin C-130 Hercules, and is incredibly similar, in varying capabilities, to the United States’ C-17 Globemaster.
The C-130 Hercules, which is the United States Air Force’s mid-size assault transport, has a maximum take-off weight of approximately 160,000 lbs, a maximum payload of approximately 40,000 lbs, a maximum speed of an estimated Mach 0.6, a maximum service ceiling of 28,000 ft, and an estimated maximum range which rarely extends over 2,500 miles. However, this is also the cheapest airlifter in the United States’ fleet, with the “fly-away” cost of different variants ranging from approximately $10 million to $75 million.
The C-17 Globemaster, which is the United States Air Forces cargo plane of choice for heavy airlift missions, has a maximum takeoff weight of approximately 585,000 lbs, a maximum payload of approximately 170,000 lbs, a maximum speed of approximately Mach 0.75-0.80, a maximum service ceiling of 45,000 ft, and a maximum range of nearly 3,000 miles without air-to-air refueling (AAR). The C-17 Globemaster’s “fly-away” cost is approximately $200 million – $220 million.
By comparison, the Kawasaki C-2 offers a maximum takeoff weight of 312,000 lbs, a maximum payload of nearly 80,000 lbs, a maximum speed of Mach 0.82, a maximum service ceiling of approximately 43,000 ft., and a maximum range of 3,000 miles at maximum take-off weight.
Even without delving into the numerous technological advancements inside the cockpit, which also contribute to the increased utility of Kawasaki’s C-2 platform, it is clear that the new Japanese airlifter has made significant improvements upon the capabilities of the Lockheed Martin C-130. The Kawasaki C-2 can carry twice the payload, at approximately one-and-a-half times the distance and altitude.
Kawasaki C-2 & C-17
More importantly, the Kawasaki C-2 delivers several of the essential capabilities of the C-17 Globemaster, at approximately two-thirds of the cost. Although the Kawasaki C-2 can only carry a payload of approximately 80,000 lbs, nowhere near the C-17’s payload of 170,000 lbs, it can carry that payload at functionally the same speed and altitude, for the same distance, as the Globemaster.
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It is important to note that the Kawasaki C-2’s drastically increased service ceiling, compared to the C-130, exponentially increases its survivability. The C-130’s low service ceiling of 28,000 feet, essentially makes it a slow, fat target for ground-based anti-aircraft defenses. The increased altitudes at which the Kawasaki C-2 flies does not entirely eliminate this risk, yet it significantly reduces the aircraft’s vulnerability.
Perhaps most importantly, several reports indicate that the Kawasaki C-2 can take-off and land from unimproved runways as short as 1500 feet, which is half of the estimated 3000 feet required by the United States’ cargo planes. This is a capability that will be essential in any future conflict with the People’s Republic of China, since the Indo-Pacific region lacks opportunities for land-basing and for the construction of improved runways.
It is also important to note that Japan has been attempting to promote its formidable mid-size cargo plane as an option for other state’s airlift needs, in particular, Japan has engaged in discussions with the United Arab Emirates (UAE) in attempts to convince the UAE’s Air Force to purchase the Kawasaki C-2. If Japan can successfully encourage other states to purchase the Kawasaki C-2, the increased production will certainly assist in reducing the per unit “fly-away” cost of the aircraft, which is currently the Kawasaki C-2’s greatest weakness.
The Kawasaki C-2 presents an excellent opportunity for states seeking to modernize their airlift capability, without the gargantuan cost of purchasing different, specialized aircraft for different weights (such as the United States’ use of the C-130 for mid-size airlift needs, the C-17 for heavy missions, and the C-5 Galaxy for oversize airlift capabilities) and distances. The multi-role utility of the Kawasaki C-2, combined with its increased service ceiling, and its impressive ability to operate from short, unimproved surfaces, makes it an exceptional choice to serve as the back-bone of any state’s airlift fleet.
Logan Williams is a writer and researcher currently studying at the University of Connecticut. He is pursuing research regarding Ukrainian history and national identity, hegemonic theory, the Cold War, and international development/liberalization processes. Mr. Williams’ work has been published in newspapers, magazines, and journals, such as:, Geopolitics Magazine, Modern Diplomacy, The Fletcher Forum of World Affairs, Democracy Paradox, Diario Las Américas, International Affairs Forum, Fair Observer, History Is Now Magazine, American Diplomacy, etc.
