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 J-10/10A Vigorous Dragon
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A PLAAF J-10A was photographed while carrying training rounds of PL-8 and
PL-12 AAMs. J-10 (K/JJ10?) is a multi-functional single-engine fighter being developed by Chengdu
Aircraft Corporation (CAC) and 611 Institute. It has been selected by PLAAF as the next generation fighter
to replace the obsolete J-7 fighter and Q-5 attack aircraft. The aircraft appears to have an Su-27 style nose
and rectangular air intake, an AL-31F type engine, twin nose wheels, and a distinct low-visibility camouflage
color scheme. The aircraft also has a large vertical tail plus twin F-16 style ventral stabilizers believed
to provide greater stability at high AoA. Its fuselage looks considerably longer compared to Israeli Lavi.
Unlike J-7E with double-delta wings, it appears to have a pair of inverted gull wings (i.e. the inner upper
portion extends slightly downward, while the outer portion extends flat). Two red dummy PL-8 AAMs have been
regularly seen carried under the wing as well. The J-10 project
was conceived in the 1984 based on the experience (tailless delta wing and canard foreplanes) with J-9 which
was cancelled in 1980 in favor of the less risky J-7C/MIG-21MF project. An early model of J-10 revealed a Mirage 2000 style intake with a center shock
cone for better high speed performance and a Lavi style tail section, suggesting a possible connection with
the cancelled Israeli fighter (however this was firmly denied by both parties). The change indicates that
J-10 has gone through at least one major redesign in its 18-year development period from the initial
conventional layout as an air-superiority fighter to the latest semi-stealthy design as a multi-role fighter.
This change may reflect a shift of its potential adversaries from former Soviet Mig-29/Su-27 to current
American F-15/16/18 after end of the Cold War. The new design is certainly fitted with advanced avionics
including a "glass cockpit" (1 wide-angle HUD + 2 monochrome MFD + 1
color MFD), HMS, HOTAS, GPS/INS, air data computer, ARW9101A RWR, Type 634 digital quadruplex FBW, digital
fuel management system, mission management system, 1553B databus, and a detachable IFR probe. A new PD fire-control radar
(Type 1473, search >120km, track 4-6, engage 2 simultaneously) is also fitted, which was based on Israeli EL/M
2035 radar for its cancelled Lavi fighter. A variety of newly developed air-to-air (e.g. PL-8 short-range IR
guided AAM and PL-12 medium-range
active radar guided AAM) and air-to-surface weapons including KD-88 TV guided ASMs and LS-500J LGBs are also
expected to be carried under 11 hardpoints. A new twin-rail missile launch pylon was developed to increase the total number of
PL-12 MRAAMs it can carry from 2 to 4. Although it was believed to be powered initially by a 27,560lb/12,500kg
thrust AL-31FN turbofan, a modified AL-31F which itself powers
Su-27/J-11, Russia reportedly had denied China the license to produce the engine locally. As the result, an
indigenous engine (WS-10A) may be fitted later in the serial production.
Some US military analysts believed that J-10 could pose a serious challenge to F/A-18E in terms of
maneuverability. Some specifications of J-10 are (estimated): empty weight 9,750kg, max TO weight 19,277kg,
internal fuel 4,500kg, external load 4,500kg, g load +9/-3, max speed Mach 2.0 (high altitude)/Mach 1.2
(1,450km/h @ sea level), TO distance <500m, combat radius 1,100km, dynamic ceiling 20,300m, ferry range 3,200km.
The development of J-10 has not been smooth. A full-scale mock-up was
built in 1991. The first prototype was set to fly in 1996, powered by a newly developed WS-10 turbofan based on the
CFM56 engine core technology. However the development of this indigenous engine suffered serious difficulties and
thus the rear fuselage and engine intake were forced to be redesigned in order to accommodate an alternative AL-31FN
engine imported from Russia. After a 15-month delay, the first prototype (01/1001)
was rolled out in June 1997. It made its maiden flight on March 23, 1998, two years behind the schedule. 6
prototypes (serial numbers 1002-1009) were built undergoing various static and flight tests at CAC in Chengdu
and at the CFTE in Yanliang. Subsequently 3 more prototypes were built (1013-1016) as the project was moving
into the pre-production phase while PLAAF remained fully committed. The flight test of J-10 was
completed by the end of 2003 and the serial production started earlier that year. Approximately two are being
produced each month. A total of 300 have been planned. The first J-10 in production standard first
flew on June 28, 2002. The initial batches of 50 (54 AL-31FNs were imported between 2002 and 2004) have been
produced by CAC, wearing a new gray/light blue paint scheme. Currently the production continues at a rate of
2-3 per month. This rate may increase when the 2nd assembly line is established. The first 9 (?) were delivered
to the PLAAF Flight Test & Training Base for evaluation starting from February 2003 (S/N 60x8x). After some
delay due the problems of fire-control system, J-10 was finally certified by the end of 2003. The first J-10 regiment was established in 2004 in the PLAAF 44th Division stationed
in Yunnan Province facing India. Around 100 may have been produced by 2006 (01-03 batch, S/N 50x5x,
10x4x, 10x3x, 10x2x, 20x0x). J-10 was officially declassified on December 29, 2006. Some improvements have
been made during the production, including a WL-9 radio compass antenna dish behind the canopy. A tandem-seat
trainer/attack version (J-10S) has been developed too (see below).
Further improved variants including J-10A (improved glass cockpit)
and J-10B (JF-17 style cockpit, IRST/LR, AESA radar, DSI engine intake, RAM coating) have been developed
(see below). An export version (dubbed FC-20?) is also under development. Its first customer is likely to be
Pakistan. Currently J-10A is entering the service with PLAAF
(04 batch, S/N 50x5x, 30x5x, 60x8x, 20x6x?). The August 1 Aerobatic Demonstration Team also flies J-10AY (05 batch) to replace the old J-7GB. The latest image
confirmed that PLAN is receiving its first batch of J-10As (06 batch?
dubbed J-10AH? S/N 83x4x).
- Last Updated 1/22/11 |
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J-10S Vigorous Dragon
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A PLAAF 44th Division J-10S (JJ-10?) advanced trainer was taking off. This version
features a stretched forward fuselage and a bubble canopy which can be opened as a single piece. An excellent
360° outside view in the rear cockpit is clearly shown in the photo. Its dorsal spine appears to have been
enlarged to accommodate electronics displaced by the rear cockpit. In addition to being a trainer for J-10
pilots, J-10S is likely to be converted into an attack aircraft or
EW/Wild Weasel anti-radiation aircraft, where it might carry Blue Sky low altitude navigation
pod (similar to American LANTIRN pod), laser designation pod, as well as LS-500J LGBs and KD-88 ASMs.
First Flight of 01 prototype took place on December 26, 2003. Two prototypes
(01/1021 & 03/1023) were built undergoing various flight tests. J-10S
passed the state certification in late 2005 and has entered service with PLAAF (S/N 10x4x, 50x5x, 10x3x, 60x8x).
In addition, the August 1 Aerobatic Demonstration Team has been flying J-10SY since mid-2010. In late 2010 the first batch of J-10Ss are entering the service with PLAN (dubbed J-10SH? S/N 83x4x) along
with J-10As.
- Last Updated 7/24/11 |
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J-10B Vigorous Dragon
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The latest 1035 prototype of the J-10B was photographed at CAC airfield in July 2011, revealing the
indigenous WS-10B (?) turbofan engine. This much improved variant (1031 prototype) made its maiden flight on December 23, 2008,
powered by a Russian AL-31FN engine. The improvements include a DSI/bump engine inlet which not only cuts weight but also reduces
RCS, after a similar design was first tested onboard FC-1/JF-17. The aircraft also features a J-11B style IRST/LR
and a wide-angle holographic HUD. IRST enables passive detection of enemy aircraft, making J-10B more stealthy in combat.
Its nose appears flatter too, similar to that of American F-16, and fire-control radar is thought to be an X-band AESA developed by the 14th Institute (track 10, engage 4 simultaneously), the first of such
type ever being developed for a Chinese
fighter aircraft, giving J-10B a stronger multi-target engagement and ECCM capability.
Two large pods housing testing equipments are attached under the wings. The tip of vertical tailfin was redesigned as well,
featuring a large fairing containing communication and ECM antennas, which resembles that of French Mirage 2000. A rear facing
MAWS sensor can be seen underneath the parachute boom. A similar system was tested onboard FC-1/JF-17. RAM coating is also
expected in certain areas such as engine inlet and wing leading edges to reduce RCS. The aircraft may be fitted with CFTs in the
future to further extend its range. All these improvements suggest that J-10B is
equipped with a new generation of integrated electronic system, ranging from radar to EW system. Its mission may be changed from
air-superiority to multi-role, such as CAS or EW. For air-superiority mission, normally 6 AAMs (PL-12x4 + PL-8x2, PL-12s are carried
underneath the twin-rail launch pylon) can be carried. For CAS mission, normally 2 KD-88 AGMs or LS-500J LGBs can be carried.
In addition, the aircraft is expected to be powered eventually by a WS-10B
turbofan. Overall J-10B is thought to be comparable to American F-16E/Block 60. The 03
prototype first flew in August 2009, with the pitot tube removed from the nose tip. Both 1031 & 1034 prototypes are currently
being tested at CFTE. J-10B is likely to serve as a testbed for various advanced technologies adopted by the 4th
generation J-20 (see below) currently under development at CAC thus may not enter the service in large quantity with
PLAAF. The production of J-10B is expected to be imminent (07 batch?). The initial batches are likely to be powered by
Russian AL-31FN engines due to the low productivity rate of WS-10B.
- Last Updated 12/25/11 |
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Su-27SK/J-11/11A Flanker
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A first batch J-11 (K/JJ11?) was taxiing
on the runway before taking off. A total three batches of Su-27s were imported. The first batch
of 26 (20 SK & 6 UBK, S: serial, K: commercial, $32m each) were acquired starting 1992. The second batch
of 24 (16 Su-27SK and 6 Su-27UBK) were acquired starting 1996. The third batch of 28 Su-27UBKs ($35m each) were acquired starting 2000 to speed up the
training of qualified pilots. This heavy air-superiority fighter, combined with up to 10 AA-10 (R-27T1/R1,
IR/SAR homing to 30/35km), AA-11 (R-73, IR homing to 15km) AAMs, NSts-27 HMS and Gardeniya ECM pods, gives
PLAAF for the first time a truly offensive capability both in long-range BVR attack and short-range dog
fight. Its N001 radar can track ten and engage one target at a time. The third batch UBKs are believed to
have the improved N001VE radar installed which is able to engage two targets simultaneously using R-27 and
the R-77 active radar homing AAM.
Chinese Su-27s were also seen participating in attacking
ground targets using unguided rockets and free-fall bombs. However this has raised doubts among some
western observers over the soundness of risking such high value assets to perform the dangerous ground
attack mission. Unfortunately, 5 Su-27s were seriously damaged during a typhoon in 1998 in a shocking
accident. A few more are believed to have been lost during the years of service. They were first replaced
by the imported Su-27s from Russia then later by locally assembled J-11s from Shenyang.
More significantly, a $1.2 billion contract to license-build 200 Su-27s (under the designation of
J-11 domestic use only, no exports) at Shenyang Aircraft Corporation (SAC) was reached in late 1995
and finalized at the end of 1996. Nevertheless this co-production plan would inevitably cost much of the
limited resource available to PLAAF and to Chinese aviation industry, thus may have made some negative
impact on other indigenous fighter projects, such as J-10. The first two J-11s rolled out in
December 1998 using the kit supplied by KnAAPO but were reported to have suffered QC problems. An annual
production rate between 15 and 20 was achieved by 2003. A total of 95 kits were delivered from KnAAPO by
summer 2004. The use of domestically made parts will begin after the first 60 are assembled using Russian
kits and eventually 60-70% of the parts will be manufactured in China (excluding AL-31F engine, which was
denied by Russia for the license). J-11 was later upgraded with Russian assistance which features
two color MFDs in the cockpit replacing the old monochrome radar scope.
One normally serves as a digital moving map display (coupled with GPS). The aircraft can also fire the
newly acquired R-27RE1 SARH AAM with an extended range of 66km. This variant (dubbed J-11A) first
flew in December 1999. Recent images indicated that J-11A can also fire the actively guided R-77. This may have been the result of assistance from Ukraine or
Belarus. A further upgraded variant dubbed J-11B was developed as well (see below). The first phase
production concluded by the end of 2006 after a total of 105 J-11s were produced in 4 batches. The
production is being switched to J-11B in the subsequent phase.
- Last Updated 1/28/12 |
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J-11B Flanker
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A PLAAF J-11B was landing carrying PL-8 and PL-12 AAMs underneath its wings. This
demonstrates Chinese's effort to integrate their own weapon systems into a classic Russian design in order to
further boost its combat capability and survivability. Their effort includes a Chinese multifunction PD radar (Type 1478? search >150km, track 6-8, engage 4 simultaneously)
and 1553B databus compatible with PL-8, PL-12, and the newest PL-15 AAM, a Chinese
made IRST/LR, as well as a redesigned glass cockpit featuring 5 MFDs and a new
wide-angle holographic HUD. The aircraft also has a new UV band missile approach warning
system (MAWS). Two sensors are installed on both sides of the tail sting to provide coverage for the rear hemisphere.
Its weight has been reduced by 700kg by using composite materials at various places. In addition, RAM coating was
speculated to have been applied in certain areas such as engine intakes to reduce RCS but this has not been confirmed.
The AL-31F engine has been replaced by the indigenous WS-10. One WS-10
(Taihang 13,200kg class) turbofan was successfully tested on a CFTE J-11WS engine testbed in June 2002.
The first J-11B prototype powered by WS-10 flew in 2004. At least 3
prototypes are being tested at CFTE (#523, 524, 525), each has different configurations to test individual subsystems
in order to speed up the development. The first batch of J-11B entered the service with PLAAF 1st Division
(S/N 10x2x) in late 2007. However the initial batch of J-11Bs powered by the indigenous WS-10 turbofans
were quickly grounded due to the poor quality of the engine. Subsequent batches were forced to be powered by Russian
AL-31F turbofans until WS-10's reliability problem was solved. Recent images (December 2009) suggested that the
engine quality problem has been solved and the aircraft (02 batch?) has started to fly with WS-10s installed. Currently more J-11Bs
are entering the service with PLAAF (S/N 31x0x), powered by WS-10 engines. It was rumored that PLAN started to
receive land-based J-11Bs (as J-11BH?) in spring 2010, wearing a light gray
camouflage (S/N 81x8x).
- Last Updated 12/24/11 |
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J-11BS Flanker
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One of the first batch J-11BS fighter trainers was seen parked at the SAC airfield before
its delivery to PLAAF. Based on J-11B, this tandem-seat trainer version is also powered by two WS-10 turbofan
engines and features similar indigenous avionics. The first prototype was built by the end of 2007. It was rumored that
one J-11BS prototype (#532?) crashed during a test flight at CFTE in 2009.
Additional prototypes (#533) have been flying at CFTE. Meanwhile PLAN has ordered a
few J-11BSs (J-11BSH? S/N 81x8x) as well to train its J-11BH pilots.
J-11BS was reported to have been certified in May 2010. Previous speculation suggesting J-11BS as a fighter
bomber turned out to be inaccurate (see J-16 above). Currently J-11BS is entering
service with PLAAF 19th & 37th Division (S/N 31x0x, 41x8x).
- Last Updated 5/17/11 |
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FC-1/JF-17 Thunder Dragon/Thunder
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Revealed in 1995 as the successor of the cancelled Sino-US Super-7 project, FC-1 (Fighter China-1, max TO weight 12,700kg, max speed 1.8M,
service ceiling 16,920m, max weapon load 3,900kg, ferry range 3,480km, combat radius 1,352km, max g load
+8.5) is being developed by CAC/611 Institute (with some technical assistance from Russian Mikoyan OKB)
as a "medium tech", light weight fighter/ground attack aircraft carrying a relatively cheap price tag (~$20m).
As a fighter designed for export, its main customer is expected to be Pakistan who also shares 50% of the
total cost (around $150m). It may also compete with second-hand F-16s to seize the market created by the
retirement of Mig-21s, Mirage III and F-5s. Currently powered by a Russian RD-93
turbofan (upgraded RD-33, rated 8,795kg with a/b), it may also be powered by a locally produced WS-13 Taishan
if it ever enters the service with PLAAF. The A-6 style "V" shaped
air-intakes are believed to provide smooth air flow to the engine at high AoA. The fire control radar is thought
to be a Chinese KLJ-7 X-band multi-functional PD radar in the initial batches of 8, then subsequently switched
to KLJ-10 with a better performance (track 10 engage 2, look-up range 75km, look-down range 45km for
RCS=3m2). A European high performance radar (e.g. Italian Vixen 1000ES AESA) has been planned in
later batches. Other electronics include an NVG compatible glass cockpit
with 3 8"x6" color MFDs, HOTAS, AIFF, 1553B databus and INS/GPS. Weapon load includes both short (PL-5E/PL-9C/AIM-9M) and medium-range AAMs (SD-10A).
LGBs (LT-2/LT-3/GBU-16), GPS/INS guided bombs (LS-6), anti-radiation missiles
(Brazilian MAR-1) and laser designating pod (WMD-7) can also be carried for ground attack missions, up to 2 C-802A AShMs for anti-ship missions. For self-protection purpose a KG300G ECM pod
can be carried. The development schedule of FC-1 was repeatedly delayed caused by various problems, such as
lack of funding, the reluctance of western countries to supply advanced avionics, as well as the revised specifications
set by PAF to counter the threat from India's LCAs. These specifications included a true BVR attack capability
with active radar guided medium-range AAMs (SD-10). However, FC-1's prospect in the domestic market was
not very promising, as PLAAF had largely committed to the more advanced J-10 as its new generation fighter
along with J-11 and was reluctant to take a large number of FC-1s due to its less advanced design
and a Russian engine. After lengthy negotiations, Pakistani government finally signed the contract with CATIC and
CAC/611 in 1999 and gave the "go ahead" order to the much delayed project. The development was further accelerated
after PAF recommitted the project and confirmed FC-1's technical specifications in detail in February 2001.
A full-scale mock-up was quickly constructed. A total of 6 prototypes (01-06) would have been built at CAC. The 01
prototype rolled down the assembly line on May 31, 2003 with two small wing fences. Its maiden flight took place
on August 25, 2003. The 03 prototype first flew on April 9, 2004 without the two small wing fences. The 04
prototype was expected to fly by the end of 2005 with full suite of avionics but this was delayed until April
2006 due to several structural modifications. They include new diverterless supersonic inlets (DSI/Bump) similar
to those of American F-35 to reduce weight and achieve better performance. A large rectangular-shaped fairing is
installed on top of the vertical tailfin which may house ECM equipment. Its flight control includes a Type 634
quadruplex digital FBW in pitch axis and a duplex analog FBW in roll axis. A UV band MAWS has been
installed at the root of the vertical tailfin to provide rear hemisphere coverage. Two enlarged F/A-18 style LERX
are thought to offer higher AOA as well. The first flight of 04 prototype took place on April 28, 2006, and 06
prototype on September 10, 2006. The first two preproduction JF-17s (Joint Fighter-17, 00 batch/07-101 &
102) were delivered to Pakistan on March 2, 2007, with the nose-tip pitot tube removed. The 01 batch of 6 JF-17s
(08-103 -- 08-108) were delivered between March and April 2008. The contract for PAF to acquire 42 JF-17s (mostly assembled by PAC) was singed on March 7, 2009. The first two
(09-109 & 110) have been built by CAC. The first JF-17 (09-111) in the batch
of 4 assembled by PAC rolled out on November 23, 2009. It was reported in May 2011 that PAF plans to acquire another
50 JF-17s on an "expedited" basis and the negotiation is still ongoing. Besides Pakistan, several
Asian and African countries also expressed interest in FC-1, including Egypt, Bangladesh, Iran, Sri Lanka and
Azerbaijan. In October 2008 it was rumored that PLAAF might acquire some FC-1s as a low-cost light fighter/attack
aircraft to replace its obsolete J-7s and Q-5s but this has not been confirmed. FC-1 passed design appraisal in
December 2009. The first taxi test of FC-1 powered by an indigenous WS-13 took place on March 18, 2010. A recent
rumor (March 2011) suggested that an improved version with a stealth optimized forward fuselage (diamond-shaped nose
cross section?) is being developed. A prototype may have been flying.
A further improved version (JF-17A/JF-17 Block 2?) featuring an AESA radar, IRST and IFR probe as well as a two-seat trainer
version (JF-17B?) are thought to has been proposed and likely be under development as well.
- Last Updated 12/21/11 |
J-15 Flying Shark 
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One of the J-15 prototypes was landing at SAC in mid-2011 revealing a retracted
IFR probe behind the port side of the nose, canard forplanes and the indigenous WS-10H turbofan engine nozzles. J-15 is the first generation of Chinese shipborne fighter aircraft being
developed by both 601 Institute and SAC for PLAN's first aircraft carrier. Initially there were rumors claiming
that J-15 was a new semi-stealth design based on a similar but more advanced stealth design developed earlier
by SAC/601 Institute to compete for the J-20 project (see below). However this design (J-18?) appears to be
a follow-on design which is in the early development stage at SAC. In order to save time and cut cost, the aircraft
turned out to be based on Russian Su-33 in terms of structural configuration and flight control system as well as
domestic J-11B (see above) in terms of radar and weapon systems. Similar to Su-33, J-15 features enlarged folding wings/horizontal tailfins, strengthened landing gears
with twin nose wheels, an arresting hook, a pair of small canard foreplanes and a larger wing area to improve its low
speed handling and shortened tailcone to avoid tail-strike during high AoA landing. Some key shipborne aircraft
technologies such as landing/navigational systems are believed to have been obtained from Russia and Ukraine. One Su-33
prototype (T-10K-3) was acquired from Ukraine around 2001 and has been studied extensively.
Some components onboard J-15 are based on those onboard J-11B, such as the anti-ship enhanced PD radar,
the glass cockpit as well as the improved WS-10H turbofan engine with a higher TO thrust (12,800kg) and better
acceleration in order to achieve full-load taking off from the ski-jump. It can also fire a variety of Chinese designed
weapons, including PL-8, PL-12 AAMs and YJ-83K AShM. Overall J-15 is believed to be in the same class of American
F/A-18C. The aircraft is expected first to be stationed onboard the Varyag aircraft carrier currently being fitted
in Dalian. The first prototype was assembled at SAC in 2008. It made the maiden flight on August 31, 2009, powered by two
Russian AL-31F turbofan engines. The first takeoff from a land based simulated ski-jump occurred on May 6, 2010 at CFTE.
Currently several prototypes are undergoing various tests at SAC and CFTE. A twin seat trainer version has also been
planned (dubbed J-15S?). Recent images (May 2011) showed a J-15 prototype
wearing a light navy blue color scheme and is powered by two WS-10H engines. At least two prototype (S/N 553 & 556) is currently unergoing various tests on
simulated flight decks on the land, powered by Russian AL-31F turbofans.
- Last Updated 1/27/11 |
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J-20 Mighty Dragon
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The J-20 #2001 prototype/technology demonstrator made its maiden flight
on January 11, 2011 over the city of Chengdu, wearing a distinctive dark green color scheme (RAM coating applied?) and powered by two
indigenous WS-1X turbofan engines. The prototype features a pair of all-moving tailfins and Russian 1.44 style twin ventral stabilizing
fins and tail booms, which shield the engine nozzles but might increase RCS. Also there are four large underwing actuator fairings which
might not be stealth optimized. It also features an F-22 style forward fuselage, including adjustable Caret inlets but with DSI bumps
installed at the upper inner corners, as well as a one-piece frameless canopy. Small LERX are installed between the canards and main
wings in order to generate vortex together with the canards at high AoA. Two small dark diamond shaped windows can be seen on both sides
of the nose, which could house certain EO sensors, such as MAWS and/or IRST. Two additional windows are seen underneath the rear fuselage,
plus two more on top of the forward fuselage above the canard wings, suggesting a distributed situational awareness system similar to the
EODAS onboard American F-35 was installed providing a full 360° coverage. Besides a large belly
weapon bay for short/long-range AAMs (up to 6 PL-10, PL-12C/D & PL-21), two smaller lateral weapon bays have been identified behind
the air inlets for short-range AAMs (up to 2 PL-10). The overall size of J-20 appears larger
than both F-22 and T-50, suggesting a bigger fuel and/or weapon load for various types of AA/AG missions. The 2001 prototype appears to
fly without an internal gun, which is expected to be installed on later ones. First disclosed by US Office of Naval Intelligence (ONI) in
1997 as XXJ, J-20 (Project 718) is a 4th generation heavy multi-role fighter to enter the service with PLAAF between 2016 and 2018,
a timeframe much faster than the one (>2020) anticipated by the western military analysts. Since early 90s both CAC/611 Institute and
SAC/601 Institute had been working their own designs to bid for a twin-engine heavy fighter with stealth capability and maneuverability
comparable to American F-22. It was speculated that 601 Institute was working on a "tri-plane" design
(J-19?) based on canard/conventional layout/V-shape tailfin while 611 Institute working on a design based on canard/tailless delta wing/V-shape tailfin/lateral DSI/bump inlet layout. All designs were expected to feature
a belly internal weapon bay to reduce RCS, which has been speculated to be <0.05m2 (head-on). J-20 also incorporates an
advanced FBW (or FBL?) system fully integrated with the fire-control and the engine systems. Its fire-control radar is expected to be AESA
(Type 1475/KLJ5?) based on the less powerful model being tested onboard J-10B, both are developed by the 14th Institute. The radar is
thought to be comparable to American APG-77. The next generation secure datalink is believed to be installed as well which provides secure
networking with other J-20s and KJ-200/2000 AWACS. The aircraft also features a "pure" glass cockpit (two large color LCDs plus a few smaller ones and a wide-angle holographic HUD). Many
of these subsystems have been tested onboard J-10B to speed up the development (see above). A dorsal receptacle might be installed
to reduce RCS instead of a nose probe for IFR purpose. The exact type of engine powering prototypes is uncertain, even though a Chinese or
Russian turbofan engine including AL-31F (13t class) and enhanced WS-10 (WS-10X?) (14t class) has been speculated. The enhanced WS-10X
turbofan is capable of generating a higher thrust by sacrificing its life. Therefore this particular type of engine is for the J-20
prototype only and not for production models. Leaked images suggest that two types of engines were installed (separately on two 2001
prototypes?) but only one type was used for the maiden flight. One is AL-31F, the other is thought to be WS-10X featuring a silver color "stealth" nozzle with saw tooth
edges to reduce RCS and IR emission. However the nozzle has yet to demonstrate an axisymmetric TVC capability. It was reported in November
2006 that a 17-18t class T/W=9.5-10 turbofan (WS-15/"large thrust") with a TVC nozzle is being developed and will eventually power
J-20s in production. Russian assistance was also speculated in terms of software support for calculating the RCS and aerodynamics
of various designs. The overall performance of J-20 is thought to be superior to that of Russian T-50 (maneuverability & supercruise)
but still inferior to that of American F-22 (electronics & stealth). In August 2008 it was reported that 611 Institute was selected to be
the main contractor for the development of J-20 and 601 Institute as the sub-contractor.
Subsequently a full-scale metal mockup was built at CAC. One rumor in May 2010 claimed that 611 Institute started to construct the first
prototype, which was expected to fly by the end of 2010, even though the full configuration version won't fly until a few years later. Two
prototypes have been constructed and the first low-speed taxi trial by 2001 took place on November 4, 2010. Once entering the service,
J-20 could pose a significant impact or challenge to the air balance in eastern Asian and western Pacific region.
- Last Updated 12/27/11 |
