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 JL-7 Baby Eagle
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The first L-7 prototype is on display at the 2010 Zhuhai Airshow.
Based on Russian Yak-152K, L-7 (CJ-7) is the next
generation primary trainer to replace the obsolete CJ-6. Even as a primary trainer, it features a glass cockpit and 0-0 ejection seat. Powered by a 360hp M-14X radial
piston engine, the aircraft has a max take-off weight of 1,290kg, max level speed 360km/hr, max climb
rate 11m/s, max load +7/-3g, ceiling 4,000m, max range 1,300km. L-7 has been co-developed by
Hongdu and Yakovlev Design Bureau since 2006. The first prototype was constructed by the end of
October 2010 and the first flight is expected by the end of 2010. A total of 300 for PLAAF/PLAN were
projected.
- Last Updated 11/24/10
| JJ-7A/FT-7P Mongol 
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FT-7P is the export version of JJ-7 advanced trainer (similar to Mig-21US but
with a smaller vertical tailfin and twin ventral stabilizing fins). Developed by Guizhou Aviation
Industry Corporation (GAIC) in 1990, it was modified specifically for PAF (HUD, air data computer,
Martin Baker MK 10L ejection seats, BM/KJ 8602 RWR, twin 23mm cannon and five hard points) in order to
provide pilot training for the single seat F-7P light fighters which were produced by CAC. Compared to
JJ-7, FT-7P has the fuselage stretched by 610mm to create space for additional fuel tank and an
internal gun. The maximum take-off weight has been increased to 9,550kg and internal fuel capacity to
2,800l. A similar upgraded version for PLAAF was also developed as JJ-7A/B
in mid-90s but lacking the RWR. Over a hundred were produced and the production ended in 2010 (S/N 11x2x, 10x5x, 10x7x,
11x4x, 23x2x, 20x3x,
30x0x, 30x2x, 20x6x,
40x1x, 41x0x, 41x8x,
50x5x, 60x1x,
60x2x, 60x4x,
61x4x, 60x8x &
August 1 Aerobatic Demonstration Team).
However the aircraft has been suffering poor handling at a low speed. Iranian AF also received a similar
version called FT-7N to support its F-7N fighter fleet. With the
delivery of the new F-7PGs to PAF, a trainer version dubbed FT-7PG featuring improved avionics
was upgraded from the existing FT-7P fleet to save time and cut cost. Its prototype first flew in March 2002.
9 FT-7PGs were delivered to PAF. A similar version dubbed FT-7BG
was developed for Bangladesh AF to support its F-7BG fleet. A total of 4 were delivered in 2006. Nigerian AF
also ordered 3 FT-7NIs in 2005 to support their F-7NIs. All were
delivered by April 2010. 2 FT-7NGs were delivered to Namibian AF in
October 2006 to support their F-7NMs.
- Last Updated 1/10/12
| JL-8/K-8 Karakorum/Mighty Eagle
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A brand new K-8P intermediate jet trainer
was landing at the Hongdu airfield before the delivery to PAF. The aircraft was developed jointly by Hongdu
Aviation Industrial Group (HAIG) and Pakistan Aeronautical Complex (PAC) in the late 80s with Pakistan
providing 25% of the funding. It has max TO weight of 4,468kg, max level speed 800km/h, max climb rate 30m/s,
max range 2,140km and ceiling 13,600m. Only 6 K-8s were delivered to Pakistan in 1994 by HAIC. 6 more
were delivered in 2003. Meanwhile the domestic JL-8 (also known as K-8J) which first flew in
1996 is currently in production. They are in service at the PLAAF and PLAN flight academies (S/N
74x8x, 70x3x, 70x5x,
70x6x, 71x3x, 71x4x,
71x5x, 71x6x, 71x7x,
63x3x, 63x4x, 6xx73,
84x0x), replacing the obsolete JJ-5s. However due to the US embargo on Allied Signal
TFE731-2A turbofan, they have been powered by Ukrainian AI-25TLK turbofans, and is eventually to be powered by a
locally designed WS-11 (an AI-25TLK clone, 16.87kN thrust). The export version is
generally better equipped with western components such as Martin Baker MK10L ejection seat and Collins EFIS and is
able to carry PL-5E/PL-7 AAMs and a 23mm gun pod for air defence role. Besides Pakistan, Myanmar purchased 12, and Sri
Lanka purchased 6. Several African countries also have bought K-8s, including Zambia, Zimbabwe and Namibia.
The real breakthrough came when Egypt signed a $345m deal to locally produce 80 K-8Es to replace her L-29
intermediate trainer. This has become a big boost to Hongdu's export effort in the competitive international
market. The first two Egyptian K-8Es rolled out of the assembly line in late June 2001, carrying a 23mm
gunpod under the fuselage and powered by an Allied Signal engine. The assembly of all 80 K-8Es was
accomplished by the end of 2005. A total of 500 K-8s were sold by 2010. Meanwhile 400 JL-8s were
ordered by PLAAF and PLAN. The newly established PLAAF Red Falcon Demonstration Team also flies JL-8.
- Last Updated 10/31/11
| JL-9/JJ-9 Plateau Eagle
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Developed by GAIC since 2001, JL-9/JJ-9/FTC-2000 (Fighter
Trainer China-2000) advanced lead-in fighter trainer the aircraft appears to have evolved from the earlier JJ-7/FT-7
design from the same company. However several new features were added including a solid nose housing a modern PD
fire-control radar, FC-1 style side air intakes, double delta wings (no leading edge flaps), integrated avionics
(HUD + MFDs, RWR, ECM, 1553B databus, INS/GPS, air data computer) and a fixed
IFR probe for IFR simulation. New stepped tandem cockpits and a one-piece windshield give both instructor and student
better forward/downward views when compared with JJ-7/FT-7. However the same WP-13F(C) (max trust 4,400kg, 6,450kg with
afterburner) is retained in order to cut cost. Its control system is mechanical rather than FBW, again in order to save
cost. This suggests JL-9 could only offer a limited improvement in performance (such as all-weather capability
and a better low altitude/low speed performance) compared to its predecessor. Once it enters the service with PLAAF/PLAN,
it will replace JJ-7 for the training of J-7/8 pilots. However it could turn out to be obsolete for the training of
J-10/11 pilots. The FTC-2000 designation suggests it is also aimed at the international market for countries
who already operate FT-7s. JL-9 might face some competition from Hongdu's L-15 (see below) which is
technologically more advanced thus more expensive. Its main advantage lies with the relatively faster pace of the project
and a low price tag. It is possible that JL-9 may be modified into an EW aircraft or a light-attack aircraft in the
future. The first prototype of JL-9 (JL90001/421) first flew on December 13, 2003, with the second prototype
undergoing static test. The 03 prototype (422) first flew on April 3, 2004. Both prototypes were evaluated at CFTE between
2004 and 2005. The first fight of an improved JL-9 took place on August 23, 2006, featuring a new stability control
augmentation system (CAS) to achieve better performance, an improved cockpit environment control system and a new microwave
landing system (MLS). Some specifications: normal TO weight 7,800kg, max TO weight 9,800kg, max speed 1.6 Mach, max load
8g, ceiling 16,000m, max climb rate 260m/s, ferry range 2,500km.
JL-9 was officially adopted by PLAAF in May 2007 and a batch of 5 (00 batch? S/N 60x8x)
were delivered to PLAAF Flight Test & Training Base for evaluation by the end of 2008. JL-9 passed the technology
certification in October 2009 and design certification in December 2011. Currently JL-9 is in limited service with both
PLAAF and PLAN (dubbed JL-9H? S/N 81x7x). Several foreign customers have showed interest in JL-9, including Bangladesh.
- Last Updated 12/26/11
| JL-9G Plateau Eagle
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A JL-9G prototype (#423) was descending at CFTE airfield after a test flight. This dedicated variant
has been developed for training Navy pilots in take-off and landing on the aircraft carrier deck (land-based simulated?). In
order to adapt to the carrier operation environment, JL-9G features some extensive
modifications. They include strengthened landing gears, a tail arresting hook and enlarged wings. Leading edge slaps and
leading edge root extensions were installed in order to reduce the take-off and landing speed at higher AOA. It also
features a taller tailfin housing additional ECM equipment on the top and offering more stability during the high AOA
take-off and landing. New DSIs were installed as well which reduce the weight. There are bumps on both sides of its rear
fuselage which might house additional fuel. Due to the installation of the arresting hook the twin ventral stabilizing fins
were removed. JL-9G made its maiden flight in 2009 and is expected to support the
carrier based J-15 fighter.
- Last Updated 12/4/11
| JL-15 Falcon
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The 06 prototype of L-15 (JL-15) advanced trainer
was demonstrating at the 2010 Zhuhai Airshow. Developed by HIAG with the technical assistance from Yakovlev OKB,
it is expected to support the new generation of Chinese fighters such as J-10 and J-11. Two variants
are being developed initially. One is advanced jet trainer (AJT), powered by two Ukraine AI-222-25 turbofan engines.
The other is lead-in fighter trainer (LIFT), powered by two AI-222-25F with afterburner which give L-15 a
supersonic capability. Advanced features such as glass cockpit, HOTAS control
and 3-axis quadruplex digital FBW are expected to be standard. In addition, large leading edge root extensions (LERX)
similar to those on Yak-130 as well as a large vertical tailfin are expected to give the aircraft a high AOA
(>30°), which will be useful in simulating certain high-AOA maneuvers of J-10 and J-11. The aircraft
will also feature 4 underwing plus 2 wingtip pylons for a variety of air-to-air and air-to-ground weapons. Therefore
L-15 can also be converted into a light ground attack role if needed. Some
specifications of L-15: normal TO weight 6,500kg, max TO weight 9,500kg, max speed 1.4 Mach, max climb rate
150m/s, g-load +8/-3, ceiling 16,000m, loitering time 2 hr, structural life 10,000 hr. It is still unclear
whether PLAAF will choose the aircraft as its next generation advanced trainer. However the revealing of L-15
in its early design stage demonstrated Hongdu's intention to compete with Guizhou's JL-9. The first
prototype of L-15 (AJT version) rolled out of the assembly line on September
29, 2005. The first flight was expected by the end of 2005 but was postponed to early 2006 due to the problems of
AI-222-25. The 01 prototype first flew on March 13, 2006, powered by DV-2 turbofan without afterburner. The 03 AJT
prototype first flew on May 10, 2008, powered by AI-222-25 turbofan without the afterburner. The 05 AJT prototype
first flew on June 8, 2009. The L-15 AJT version is expected to start
the small batch production by the end of 2010. However the development of the LIFT version suffered from the slow
progress of afterburner-equipped AI-222K-25F, which was expected later to be manufactured locally together with AI-222-25
(Emei?). The 06 LIFT prototype rolled down the assembly line on August 15,
2010. It features a stretched nose which could house a fire-control radar, improved glass cockpit with three MFDs, and
two AI-222K-25F turbofan engines capable of supersonic flight. Its first flight took place on October 26, 2010.
It was reported that several foreign countries have expressed serious interest in acquiring L-15. The latest
rurmor (November 2011) claimed that L-15 is finally entering the series production.
Currently the 03 prototype is undergoing tests at CFTE (S/N 432).
- Last Updated 11/23/11
| Y-7LH Coke
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Based on the Y-7-100C2 passenger aircraft, Y-7LH (K/JYL7H) was first designed as a
simplified and less expensive approach to train navigators and bombardiers of H-6 bomber, replacing the
obsolete HJ-5. Its main feature is a large fairing with glazings attached to the starboard side of the
fuselage simulating the nose of H-6. This is used to train the bombardier with the HM-1A bombing sight and
DMW-1 bombing sight stabilizer installed inside. The aircraft also features the TNL-7880 composite navigation
system to train the navigator. Y-7LH navigation/bombing training aircraft first flew in the late 90s
and a limited number are believed in service with PLAAF/PLAN H-6 bomber regiments or academies (S/N 71x2x,
82x0x). Recent images indicated that Y-7LH has been upgraded with an
enlarged fairing underneath the fuselage which could house a new surface search radar. Small fairings are
installed along the bottom of the fuselage which may include datalink and navigational antennas. This
improved version is thought to have been developed to train the crews of H-6H missile carrier (or
even H-6M/K in the future). However the lack of capability to carry the KD-63 ASM suggests the
simulation of missile launch is limited.
- Last Updated 11/2/10 |
