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 JL-7 Baby Eagle
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Based on Russian Yak-152K, L-7 (CJ-7) is the next
generation primary trainer to replace the obsolete CJ-6. As a low-cost primary trainer, its flight instrument
is essentially analog. Powered by an M-14X piston engine, the aircraft has a max take-off weight of 1,290kg,
max level speed 335km/hr, max climb rate 11m/s, max load +9/-7g, ceiling 6,500m, max range 1,000km. L-7 has been co-developed by Hongdu and Yakovlev Design Bureau
since 2006. The first prototype is expected to be constructed by August 2010 and the first flight is expected
in October 2010. A total of 300 for PLAAF/PLAN were projected.
- Last Updated 4/23/10
| 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 veritcal tailfin and twin ventral stabilizing fins). Developed by Guizhou Aviation
Industry Corporaion (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 currently small batch production still continues (S/N 11x2x, 10x5x, 10x7x,
11x4x, 23x2x, 20x3x,
30x0x, 30x2x, 20x6x,
50x5x, 60x2x, 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 avonics
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 F-7BG. 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 7/16/10
| JL-8/K-8 Karakorum/Mighty Eagle
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A Pakistani AF K-8 intermediate jet trainer
was on display at the 2003 Dubai Airshow. 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 purcharsed 12, and Sri
Lanka purchased 6. Seveal African countries also have bought K-8s, including Zambia, Zimbabwe and Namibia.
The real breakthrough came when Eygpt 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 250 K-8s were exported by 2008. Meanwhile 400 JL-8s were
ordered by PLAAF and PLAN.
- Last Updated 7/22/10
| 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 mechenical 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 (redesignated as JJ-7B?) took place
on August 23, 2006, featuring a new stability control augumentation system (CAS) to achieve better performance, an
improved cockpit environment control system and a new microwave landing system (MLS). The improved JL-9 also features a redesigned tailfin housing additional ECM equipment on the top.
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 devlivered to PLAAF Flight Test & Training Base for
evaluation by the end of 2008. Recent news (October 2009) suggested that JL-9
passed the technology certification and was ready to enter series production for both PLAAF and PLAN. Currently the 01
batch is being produced for PLAN. A modified JL-9 dedicated for training pilots in takeoff and landing on a carrier
deck (land-based simulated?) made its maiden flight in 2009. This variant (JL-9H?) features strengthened landing gears and
an arresting hook and is expected to support the carrier based J-15 fighter.
- Last Updated 6/5/10
| JL-15 Falcon
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The 03 prototype of L-15 (JL-15) advanced trainer
was performing at the 2008 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 extentions (LEX)
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 postphoned 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
prototype first flew on May 10, 2008, powered by AI-222-25 turbofan without the afterburner. The 05 prototype first
flew on June 8, 2009. The test flight of L-15 AJT is expected to enter the
certification stage in the near future. However the development of the LIFT version suffered from the slow progress
of afterbuner-equipped AI-222-25F, which was expected later to be manufactured locally together with AI-222-25
(Emei?). Currently Hongdu is working on the first LIFT version of L-15 (06 prototype), which
is set to fly in September 2010. The latest rumor (July 2010) claimed that both PLA and PLAN have ordered a few for
evaluation.
- Last Updated 7/6/10
| Y-7-H
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Based on the Y-7-100C2 passenger aircraft, Y-7-H (Y-7LH) 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 stabalizer installed inside. The aircraft also features the TNL-7880 composite navigation
system to train the navigator. Y-7-H 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-7-H 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 5/14/10 |
