Chinese fighters evolution

[Manticore]

http://dc224.*******.com/img/EyaOow4C/0.9732573094010434/su30mkitail.jpg

http://dc224.*******.com/img/3mVW4DAx/0.44146828182747055/su35ubtail.jpg
su27ubk

The first problem is that there are two factories – IAPO in Irkutsk and KnAAPO in Kosmomolsk. They both produces Su-27 airplanes, but in the past IAPO was responsible for two seat versions and KnAAPO for single seat versions. Now, when the orders are very rare, both factories develop their own airplanes. For example Su-35UB, developed by KnAAPO can be equipped in the same level as IAPOs Su-30MKI. In the other hand, Su-30KI is nearly identical as KnAAPOs Su-35.

The second problem is, that many designations were used many times again. For example Su-27P is designation for serial Su-27 version in russian inventory for air attacks, but also for special version used by Gromov LII for avionic tests (it has not radar or IRST).

Development line 1

T10 – the project designation, also name for early four prototypes
Su-27S – serial configuration for russian air force, air attacks, ground attacks only with unguided munition
Su-27P – serial configuration for russian air force, only for air attacks (because international agreements it can use only air-to-air weapons)
Su-27U – trainer without radar (not realized)
Su-27UB – combat trainer for Su-27S/P fighters
Su-27RV – six machines for acrobatic group Russkije Vitjazi
Su-27SK – export version of Su-27S for China (J-11A)
Su-27SMK – modernized Su-27SK
Su-27UBK – export version of Su-27UB
Su-27PK – export version of Su-27P (no customers)
Su-27PMK – modernised Su-27PK (no customers)
Su-27SM – modernised Su-27S, unrealised and designation was later used again
Su-27PM – modernised Su-27P for russian air force (not realized)
Su-27UBM – proposed early modernization of Su-27UB, unrealized and designation was later used again
Su-27BM1 – Belarus upgrade of Su-27S/P
Su-27UBM1 – Belarus upgrade of Su-27UB
Su-30 (Su-27PU) – two seat air defence fighter
Su-30D (Dozapravka Su-27PUD) – two serial Su-30, bought for Anatolij Kvotchur acrobatic team (second was later rebuilt as Su-30MK)
Su-30RV – special version for acrobatic team Russkije Vitjazi (not realized)
Su-30K (kommercheskij – commercial) export version of Su-30, all bought by India
Su-30KI – single seat version for Indonesia. In fact Su-27SMK with air refueling system from Su-30
Su-30M – multirole fighter/bomber unsuccesfully offered to russian air force (designation used later again)
Su-30MK – export version of Su-30MK
Su-30MKI (Modernizirovannyj Kommercheskij dla India) – Su-30MK version for India
Su-30MKK (Modernizirovannyj Kommercheskij dla Kitaja) – Su-30MK version for China without TVC and cannards
Su-30MKM – Su-30MK for Malaysia
Su-30MK2V – Su-30MK for Vietnam
Su-30MKB – proposed designation Su-30MK for Brasilia (yet not realized)
Su-30MKL – proposed designation Su-30MK for Lybia (yet not realized)
Su-30MKT – proposed designation Su-30MK for Thailand (yet not realized)
Su-27SKM (Su-27SKU) – single seat version of Su-30MK (no customer)
Su-30M – second accepted proposal of modernisation of Su-30 used by russian air force (not related to original Su-30M modernisation)
Su-27UBM – modernisation of russian Su-27UB nearly to Su-30M standard
Su-27SM (Su-27KN) – modernisation of russian Su-27P/S nearly to Su-27SKM standard
Su-30BM (Su-30KNM, SU-27UBML) – radical modernisation of Su-30M and Su-27UBM in 2010 timeframe
Su-27BM – radical modernisation of Su-27SM in 2010 timeframe

Development line 2

Su-27KI (K stands for Korabelnyj – navy and not Kommercheskij – commercial) – first navy proposal (not realized)
Su-27KTM – preproduction T10-20 with collapsible wing and uncollapsible cannards – first step to Su-33
Su-27PGO – one of the first navy serial machines with movable cannards
Su-33 (Su-27K, T-10K) – serial navy fighter
Su-33M (Su-27KM) – proposed modernization of Su-33 (yet not realized)
Su-33MK (Su-33KM) – export version of Su-33M (no customers)
Su-27KU (T10KM-2) – original two seat navy proposal, development stopped due to lack of fundings
Su-27KRC – proposed navy reconnaissance version derived from Su-27KU (not realized)
Su-27KRT – targeting version derived from Su-27KU (not realized)
Su-27KTZ – air refueling version derived from Su-27KU (not realized)
Su-27KPP – electronic warfare version derived from Su-27KU (not realized)
Su-28 – mini AWACS version with antenna on the top (designation later used for acrobatic version of Su-25)
Su-33UB (Su-27KUB) – two seat navy fighter/bomber/trainer, only one prototype built, now under tests
Su-30K2 – two seat long endurance fighter (in fact hybrid of Su-35 and Su-33UB, now under development)

Development line 3

Su-35 (Su-27M) – second generation of Su-27 with cannards, new targeting system etc.
Su-37MR – proposed Su-35 derivate for SAE (not realized)
Su-37 (Su-27MP, Su-27M2) – eleventh prototype of Su-35 modified with TVC engines, new radar etc. It was destroyed in 2002
Su-37KK – proposed export version for China (not realized)
Su-35UB – two seat version, rival of Su-30MKI
Su-35RV – six machines, modified for acrobatic team Russkije Vitjazi
Su-35BM – planned modernisation of Su-35 in 2010 timeframe
Su-35UBM – planned modernisation of Su-35UB in 2010 timeframe

Development line 4

Su-27IB (Su-27KU, Su-27UK) – first prototype of two seat fighter/bomber with seats one next to other and with cannards
Su-32FN – promotional version for antisubmarine and antiship operations
Su-32MF (Su-34) – promotional version for surface attacks
Su-32 (the official NATO name is Fullback, not Platypus) – serial production version for russian air force based on Su-34
Su-34P (Su-27IBP, Su-27PP) – electronic warfare version, derived from Su-34
Su-34R (Su-27IBR, Su-27R) – reconnaissance version, derived from Su-34

Experimental versions

T10-15 – hybrid consists of front part from T10S and rear from T10
T10-20 (T10R, T10KTM) – record breaker modification (built but not used)
P-42 (T10-15) – record breaker modification, made 27 FAI records
Su-27LL/PS (Su-27LL/UV, Su-27UB-PS) – 2D nozzle platform
Su-27LL/KS (Su-27KSI) – 3D nozzle platform
Su-27LMK (Su-27ACE) – test platform with new avionics and joystick at the right panel
Su-27LL/OS – Su-27UB used for guided missiles tests
Su-27P (not related to serial Su-27P) – experimental aircraft for avionics test without radar and IRST

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J-15_-_Su-33

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[Manticore]

j-16 ?

http://www.defence.pk/forums/milita...-5th-generation-j-20-j-31-pics-videos-16.html

 

[Manticore]

J-16, Chinese version of Su-30MK

 

[yusheng]

JH7

this jh7,　code 814 belong to Chinese Flight Test Establishment, CFTE,crashed on Oct 14,2011,one of the two crew killed.

2011??????????_????_???

PAY RESPECTS to all those who sacrificed their lifes to aviation industry.

 

[Fsjal]

JH7

this jh7,　code 814 belong to Chinese Flight Test Establishment, CFTE,crashed on Oct 14,2011,one of the two crew killed.

2011??????????_????_???

PAY RESPECTS to all those who sacrificed their lifes to aviation industry.

China has come a long way. Also respect to the crew who died. May he rest in peace.

 

[Manticore]

Shenyang 104 Dong Feng (DF-104)

In the late 50's, the design department of Shenyang factory began to develop its own fighter projects that were not copies of fighters designed by the USSR and China supplied. Following the manufacturer's local name given to the fighters MiG-19 built in China, call Dongfeng (East Wind) to this new project and was assigned the internal number 104 to the first one.

It appears that the DF-104 was developed in the middle between projects DF-103 (derived Chinese MiG-19PF) and the DF-105 (another derivative of the MiG-19).

Little is known of this project, one that was developed with Soviet assistance.

The DF-104 was designed to fly at a maximum speed of Mach 1.4 using design elements of the past Soviet fighters of the era and was scheduled equiparloo two WP-6 turbojet engines, such as those fitted to the J-6 and Q-5.

The development of the DF-104 began in late 1957 or early 1958. This design was suggested when the Control Section of the Aviation Industry in early 1958 insisted on a much better performance, especially a top speed of Mach 1.8 and a service ceiling of 20,000 m. The DF-104 design started in 1958, and between May and June 1958, the design team began to investigate the improvement of the design speed of the DF-104. Some form of prototype construction began in May 1959, but only a month later, the concept and needed some major changes, and was soon abandoned in favor of an enlarged version of the DF-104, DF-107 call.





Shenyang 107 Dong Feng (DF-107)

The "East Wind 107" (Dong Feng 107) began with the "East Wind 104". In March 1958, with the help of experts from the Soviet Union, China set independently develop one first-line light fighter with a top speed of around Mach 1.4. Between May and June 1958, the design team start research on improvements to DF-104 to increase design speed. In August 1958, the aviation industry administrative office held a technical meeting where it was proposed that the design program beyond the level of the world's most advanced fighter, working out the design goal of DF-104 was a speed tip Mach 1.8 with a service ceiling of 20,000 meters. This new model was designated "Dong Feng107" (East Wind 107).

It was expected that the DF-107 used new elements of research and development: the jet engines "Red Flag 2" (offering 50% more thrust than the WP-6 production), and, throughout the process of design is referred to the Chance-Vought F-8 American, also its variable incidence wing.

The Soviets provided expert advice on the DF-107 project and advisory work were completed in September 1958. In that period it was found that the proposed design had important technical issues, especially the section on maximum speed, which could not be achieved. The resistance had been poorly estimated, due to the angle of the wing, variable incidence. The performance of the aircraft could not meet predetermined requirements. The Soviet advisers constantly criticized the side mount air intakes and ducts thereunder, which had already been used in the JJ-1. The Soviets said that an aircraft with a length less than 20 meters was not suitable for side mounting of the air ducts. This led to change the variable incidence wing of a Delta but fixed configuration and renamed the DF-107A project. At the same time there was a design extension of the RD-9B engine, which was the basis of the engines "Red Flag 2". In August 1958, the pre-design of the DF-107 was complete.

After this modification, the aircraft needed wind tunnel tests, however at that time China had only transonic wind tunnel HK-2 that had been imported from East Germany.

Some variants were proposed DF-107Z, a tactical reconnaissance variant and DF-107J, advanced training and ground attack.

The development of Red Flag engines 2 also faced difficulties and was eventually canceled by the authorities because they preferred to give priority to turbojet engine type for the most advanced 841 DF-113 project. The modified aircraft design office design for engines equipped with RD-9B, (used in the MiG-19 / J-6) and step called DF-107. They built a wooden model of full size DF-107, and then stopped its development.

The most basic reason, apart from the cancellation of Red Flag 2 engine, was that the design requirements were very demanding for technology in the Chinese aviation industry of the time and the production of it was almost handmade.

DF-107 and DF-113

The Shenyang JJ-1

Harbin 113 Dong Feng (DF-113)

The DF-113 Design

Dongfeng 103 The project was developed by the Harbin Military Engineering Academy as high performance interceptor. This project was similar in configuration to the Lockheed F-104 Starfighter, with a slender fuselage according to the rule of the areas, a sharp nose equipped with a powerful radar and semicircular side air intakes with shock cone center. The shape of the dome of the cockpit was also reminiscent of the Starfighter. However, the average deployment wings were of truncated delta and tail unit DF-103 was of the conventional type.

The wing had a sweep angle of 50 ° (making them look great arrowhead) and a thickness of 5% for supersonic flight. The vertical empennage had a sweep angle of 57.5 ° and a large area to ensure stability in supersonic flight. The phones were entirely horizontal empennage and have a sweep angle of 55 °.

Benefits under the DF-103 were a top speed of Mach 2.5, a service ceiling of 25,000 meters, a thrust-to-weight ratio of 0.92, a load factor maximum 8G, a range of 1,430 kilometers without tanks auxiliary fuel, and a turning radius of 1,780 meters. The goal of this game was to confront and defeat the American fighters F-104 and F-105 and successfully intercept supersonic bomber Convair B-58.

To reach Mach 2.5 was planned to equip it with the future turbojet Type 814 (11,000 kg thrust) supported by a liquid-fuel rocket engine Type 636 (a thrust of 1,200 kg to 18,000 m in height with a shelf life greater than 10 on) that allowed him to quickly reach interception position. To avoid logistical complications, both engines using jet fuel TC-I.

The ejection seat was provided with equipment that protect the pilot during ejections above 70 meters and 400 km / h.

The expected radar operating range air-to-air mode was 1,900 ~ 25,000 meters, with a detection range of a large bomber to 23 kilometers and a following distance of 17.3 miles, to targets the size of a hunting scanning range was 11 miles and the following distance of 8.6 kilometers.

Weapons systems included DF-113 air-air missiles and barrel with a fire control system electronic primary. The two air-air missiles had provided a range of 10 kilometers, a warhead weighing 150 kg and a length of 2.5 meters projectile. The gun had a caliber six 30 mm, with a total weight of 160 kilograms, had a rate of fire of 8,000 rounds / score (Score), with a maximum range of 3000 meters, and a projectile with a weight of 0, 84 kg / round.

In short, from the point of view of the software and / or hardware, the East Wind 113 had a capacity by that time were quite acceptable.


Development Program

Development work began in 1958 and was ongoing construction of a prototype by 1960. For a time, merge the projects analyzed DF-107 and DF-113 in a Mach 1.8 fighter not to disperse both design efforts, after heated discussions it was decided to proceed with both projects but soon would be given priority to the DF- 113 and DF-107 would be canceled.

Unfortunately for Chinese aspirations, the harsh reality was that the Chinese aviation industry at the time, whose standards were pretty poor quality was not up to this project.

The DF-102 (Chinese copy of the Mig-19) had serious problems with very large quality defects in aircraft produced, so the staff had to solve these problems, and experimental work was stopped in the DF- 113 in fact. In April 1961, the Third Department of Mechanical Industry ordered the production staff to concentrate on the Mig-19 and to suspend the work of production tests DF-113. The July 21, 1961, the Department ordered to concentrate efforts on the Chinese versions of the MiG-19 and MiG-21. While the message stated that the evidence in the Mig-21 could form a successful basis for producing the DF-113, and stipulates that they could continue work on the DF-113, which in fact was the announcement they canceled the DF-113.

Finally the program was canceled due to some critical design issues such as
The research and development of the DF-113 lasted for about three years. Although some progress was obtained singles and achievements in scientific research, it caused a great loss in the Chinese industry of the time. This was particularly serious because of the substantial amounts of technical personnel involved in research and development, which complicate the assimilation of technology Mig-19 to be produced locally. The result was that during those three years that began after 1958, China was not able to deliver a plane that passed quality testing and delay the upgrade and refurbishment of the Chinese Air Force. At the same time, it also delayed test flight JJ-1, to be affected the development of the aircraft industry.

The research and development program of the DF-113 was seriously divorced from the reality of China. For example, the thermal stability of the structure in terms of a kinetic strong and prolonged heating had not been fully explored in China. Outside the cabin temperature would be about 190 ° C, while inside would have to be 20 ° C. A new alloy would take 62 months to be developed, according to calculations of the time. But he spent more than a year researching undiscovered no solution. Another problem was the 814 engine intended to equip the DF-113, which reached temperatures as high as 950 degrees.

Placing all hope in the investigation of an advanced new engine within the design process of an aircraft of this type was not very realistic. China was very arrogant to believe he was actually able to do this type of aircraft in 1961.

 

[Manticore]

Shenyang J-10

This was a project of the 1970s by a heavy interceptor, this fighter is before the actual Chengdu J-10, which is currently in service with the PLAAF. It never got built, but it was a huge two-seater interceptor with delta wings in the same category as the MiG-31 Foxhound.

Shenyang J-11 (1980)

On the basis of experience observing the Vietnam War and especially the 1967 war in the Middle East, the PLAAF in 1969 formulated a requirement for a light fighter with superior flight performance, which was scheduled to be the successor to the J-6 fighter and perhaps the Q-5 in the ground attack role. Capacity was requested short takeoff and landing from rough tracks and simplicity for easy maintenance in the field.

Two aircraft manufacturers responded to this request with very different concepts: the Shenyang Aircraft Company / Institute 601 proposed the J-11 and the Nanchang Aircraft Factory J-12 light fighter.

112 plant, which manufactured the J-6, had actively explored various concepts. During a conference held on August 25, 1969 it was decided that the 112 plant was responsible for the development of the aircraft. Then, through a series of assessments and eliminations, options had been reduced to three concepts:

1. Using two turbojet engines WP-6III as those used in the J-6 and Q-5, leading to the problem of a limited top speed just Mach 1.75, which was lower than that required .

Two. The use of a single turbojet WP-7III, as used in the J-7, which entered especificacionesque problem with requesting a limit of 7 tons to ensure optimum performance and satisfactory load in terms of weaponry and fuel to ensure useful combat radius.

Three. The use of an indigenous version afterburning turbofan engine Rolls Royce Spey 512 (China imported 50 engines in 1978) which would or might be difficult to develop.

However, after a long debate this third item was approved because the experiments had been performed with the civil engine "Spey" 512. Plant of 112 believed he had a good chance of success and was ordered to begin new studies and calculations.

During the next phase of the J-11 design became an aircraft that bore a striking resemblance to the French Mirage F1C. It had a conical radome radar oTipo 645 type 204, two semicircular side air intakes with a central shock cone fuselage with a capacity for a single RR Spey turbofan engine. The swept wing aircraft used alata implantation with a sawtooth installed on the leading edge of the outer wing and a landing parachute mounted on the rear of the base of the tail. The armament included two 30 mm cannons and two air-to-air missiles and infrared when used in air-ground paper two sets of rockets or bombs. The survival system was composed by a modern zero-zero ejection seat.

The flight ability suggests an impressive climb rate of 197 m / s to 5000 m, a maximum range of 2,300 kilometers and a typical weight of 8,700 kg take-off distance of less than 500 m.

But even when the J-11 project was a sophisticated design for the time, it would have reached all design requirements are planteabael problems with obtaining and maintaining RR Spey engines 512 British and Indian version with afterburner. Parallel to this he ordered the Shenyang company concentrating all efforts on developing improved versions of the J-8B, so that finally the J-11 never left the drawing board like many other Chinese projects.

Specifications (compared with Mirage F1C)

Shenyang J-11 (Dassault Mirage F1C)
Wingspan 8.695 m (8.40 without wing tip rails - 9.32 with Magic AAM)
Wing area 27.62 m2 (25.00 m2)
Arrow Alar angle 52 ° (?)
Wing relative thickness 4.8% (?)

Length 15.76 m (15.30 m)
Fuselage length 14.50 m (?)
Height 4.70 m (4.50 m)
Max. Fuselage diameter in cross section 1.40 m (?)

Normal takeoff weight: 8,700 kg (10,900 kg)

NAMC J-12

The NAMC J-12 supersonic light fighter was designed and developed in communist China for use by the PLAAF. It was one of the first serious attempts Chinese aircraft manufacturers to develop a modern fighter jet local design. Weighing 3,172 kg unladen, is one of the lightest combat aircraft ever built. However, the J-12 did not enter service.

In 1969, the PLAAF issued a requirement for a small, lightweight STOL fighter to replace the MiG-19 still in service. There were two designs, the Shenyang J-11 and the Nanchang J-12. The design of the J-12 was headed by Lu Xiao Peng and prototypes were built by the Company Nanchang Aircraft Manufacturing (NAMC).

Flight testing of three prototypes began on December 26, 1970. The performance was disappointing, so it was redesigned aircraft and new prototypes were built with some improvements such as simplified control surfaces, a fuselage with a manner consistent with the rule of the areas, and revised air intake.

All variants looked similar, the J-12 was a small single-seat fighter jet with swept wings set low, swept control surfaces, tubular fuselage and nose air intake with a small cone single control shock wave or not.

In 1977, development of the J-12 was abandoned, probably because the Chengdu J-7, based on the MiG-21F, was considered superior and was in production. In the J-12 one of the main problems were insufficient firepower and engine thrust. The J-12 accumulated 61 hours in 135 flights during 1977. It is believed that a total of nine were built J-12, with some of them preserved in Chinese museums.

The designation J-12 can be reused to designate the production version of Shenyang J-XX, still under development, while the designation J-11 was assigned to versions of the Sukhoi Su-27 built under license in China.


Technical specifications of the Nanchang J-12

Type: Hunting light supersonic car
Engine: _WOpen a turbojet with afterburner WP-6Z 2,500 kg dry thrust and 4,050 pounds of thrust with afterburner
Performance: Maximum speed 1300 km / h, 688 km combat range, service ceiling: 16,970 m, rate of climb 10,800 m / min
Dimensions: length: 10.3 m, 7.2 m wingspan, wing area 16 m2, height 3.73 m.
Weights: empty 3,172 kg 4,530 kg loaded.
Armament: One 30mm cannon in the left wing root and 23 mm cannon in the starboard wing root. Three strengths, one under each wing and one under the fuselage

 

[Manticore]

Shenyang J-13

Unlike other Chinese fighters (J-8, J-9, J-11 and J-12), the Shenyang J-13 was developed by the Shenyang Aircraft Company as a private initiative. At the beginning of 1971 to 1972, the Research Institute No. 601 SAC assigned to the task of carrying out a survey to find out what type of aircraft the Air Force wanted and Navy. The study, involving 12 units PLANAF PLAAF and continued until late 1974. In early 1974 SAC also began to sound out the PLAAF commanders in order to promote the concept. As a result of this preparatory work was issued on April 24, 1976 a formal operational requirement for a fighter, designated the Shenyang J-13.

Besides creating a multirole fighter capable of competing with the state of the foreign designs técnicade in the global arms market, apparently Shenyang designers strove to get ahead of their competitors in Chengdu, who developed the J-9 . Unfortunately, he found the same technical problems than its competitors, siendoel biggest problem the lack of a suitable motor. Since the conditions for which the two fighters were being developed were essentially identical, the proposed engines were the same: the WS-6 was the first choice in June 1976 with the WS-9 (Rolls-Royce Spey 202) as latter. Later, he also came into consideration the R29B-300 as WS-15.

The scale investigation was carried out in the design of the game, with about 20 possible configurations considered and more than 3,000 hours of wind tunnel registrdasa since early 1973. Known configurations show a single-engine aircraft with wings and a tail mounted high standard, either with small side vents or a single large ventral air intake, the latter resulted in the nickname "The F-16 Chinese" when the project information leaked online much later.

The J-13 emphasized speed, was projected to have a good rate of climb and optimized as an interceptor with some ground attack capability. The service ceiling of 19,000 feet, the maximum speed was Mach 2.45 speed sea level climb of about 260 meters / second, the maximum range was 2340 km, the maximum overload 9 G and payload of about 4.5 tons. Its projected dimensions were a length of 17.5 m and a wingspan of 10.4 m.

Due to the success of the J-8-II in development in the mid 1980s, work on the J-13 were delayed and lost priority in May 1981. However, in late 1980 the project continued despite operational requirements deque had increased to match the MiG-29 and F-16. In early 1990, the project was finally abandoned by the success of the Chengdu J-10.

 

[Manticore]

Nanchang Q-6

The Nanchang Q-6 bomber had its genesis in the Battle of Hoang Sa, which took place in January 1974 in the disputed Paracel Islands in the South China Sea. Despite China's victory against Navy in South Vietnam, the Chinese military realized he needed an effective all-weather aircraft atauqe as the Nanchang Q-5 'Fantan', lacked the range, load useful and avionics to be an effective close air support aircraft.

In 1976 was published a request for proposals, appearing Xian which later became the JH-7 and Nanchang which became the Q-6.

The chief designer Lu Xiaopeng led the design of the Q-6. The design of the Q-6 was based on the MiG -23. In mid-1970, China received from abroad two MiG-21M, two MiG-23MS, two MiG-23BN, two MiG-23U, and 10 air-to-surface missiles AS-5. China attempt to copy, reverse-engineer, the Mig-23 components, including avionics and R-29 turbojet engine. Lu Xiaopeng officers also visited the Chinese Air Force and Navy, to hear their views. In February 1979, the final design was presented to the Commission on Science and Technology for National Defence.

The Q-6 aircraft was a variable geometry wing. Most of the rear structure was based on the MiG -23, and a new air intake ventral and forward fuselage section. The engine provided was the WS-6 122.4 kN thrust, and aircraft weight was 14.5 tons, the bomb load was 4,500 kilograms, the combat radius was 900 km and was expected to a performance superior to the MiG -23.

A mid-60s, China conducted active research in the field of variable geometry wings. Q-6 develop early, some people argue that China should be the next generation of Strike Fighter F-111 MiG -23, or sample. From the 20th century until the mid-60s 70s, China has at least four conceptual proposals for the use of variable geometry wing, including 10 J-fighters heavy Shenyang Aircraft Company (with the current J-10 without any contact), F-111 Q -6 and the like / SU -24 / "wind" attack plane.

The Q-6 CONUN would have improved avionics system, and was proposed to use certain components of the MiG-23BN reference. CONUN equip indicator was expected laser radar warning system queued, radio altimeter and gyro radius, a tracking system ground contour and modern flat screens. However, most of the avionics systems of the Soviet Union, compared with Western avionics systems were crude and outdated. For the Q-6 development FBW control system highly automated, similar to that used by current JH-7.

One of the biggest problems the project faced was the powerplant. The WS-6 engine was being improved, and WS-6G version 1983la reached 138.2 kN thrust, but experienced several delays due to technical problems. Ffinalmente was decided to adopt the engine R-29-300 MiG-23, developed over 410 plant by inverse method as WP-15. It was a twin-rotor turbojet engine with maximum afterburner thrust 125.2 kN and 85.1 kN maximum thrust without afterburner. However, the WP-15 ultimately did not equip any aircraft of the Chinese Air Force, but would be retained as a technical reserve.

Another major obstacle was overcome reverse development of the structure of variable geometry wing. In this sense, the engineers and technicians of Nanchang suffered a serious problem because they could not copy the original design of the Soviet Union. The structure of the variable geometry wings ended up weighing at least 12% more, thus reducing the load of weapons, range and combat radius.

In the same period the Soviet Union, which at that time was regarded as the greatest enemy of China, deployed along the Sino-Soviet border, the S-300 SAM and SAM modified as the 9M38. The dense Siberian air defense network, and in itself represented a serious threat to the Chinese. It was concluded that the Q-6 was flying at low altitude was more vulnerable to Soviet air defense forces that the JH-7.

This new situation required a new design, and still far from over development and the Q-6 did not meet operational needs. In turn, the design and development work of JH-7 far outweighed those of Q-6, so that the Air Force and Navy decided by Chinese fighter-bomber to Xian. When comparing the two models, each has its own advantages: the structure of the JH-7 is simpler, more compact aerodynamic design and has a greater bomb load with a greater combat radius, while Q-6 was more mobile and its unit price was lower.

Nanchang continuous variable geometry wings developed under the direction of Lu Xiaopen.g After eight years of hard work, late 80's, a breakthrough was achieved. Nanchang present a new engine design that used WS-6G. However, the program does not arrive in time, and therefore can not escape the fate of being abandoned. With the successful test flight of JH-7, completed all development work in the Q-6

 

[Manticore]

Chengdu F-7MF/J-7FS

While in Western countries is almost inconceivable that a company has invested in the development of two aircraft in exactly the same category for exactly the same purpose, in China it is clearly possible. At the end of the millennium was put in flight one versi'on radically modernized F-7MG, called J-7FS. This aircraft should represent the final development stage of the series J-7 and had previst large exports to the poorest countries. Chengdu The company created a direct competitor to its own project, FC-1, with the same objectives. The June 8, 1998 maiden flight demonstrator concept J-7F, equipped with a powerful radar in the nose covered by a conical radome, which was located under the air intake in a similar configuration to that of the Vought F Crusader -8.

Originally, the demonstrator flew F-enrollment 7MF nro 139 to his conversion, from which he was installed a new double delta wing (or double angle arrow) as the F-7MG. The new aircraft also was painted with a new standard esquemno composed of stripes in shades of olive green and yellow sand. In the upper vertical empennage angular projection was added.

The final configuration of the F-7MF be exhibited publicly for the first time in the exhibition of Zai 2000. The F-7MF showed definitive ventral an air intake similar to that used in the J-10 from the company. Even the sides of the cabin fixed canard pequeñasplanos added. Because of all this we had to redesign the whole landing gear leg forward and your accommodation.

From its predecessor, the F-7MF retained the WP-13F engine, the rear of the wing and tail surfaces. The electronic equipment came from a variety of sources, such as Russia, Israel, Europe and China itself, connected via the MIL-STD-1553.

The configuration tests exceeded the wind tunnel and flight of the prototype was planned for around 2002. The cost of fly-away production was estimated at U.S. $ 7 to 8,000,000 the price level of 2000. But after Pakistan agreed to pay half the cost of developing the FC-1 and with the introduction into service of the J-10A significant in Chinese aviation, decreased expectations about the F-7MF and this eventually disappeared or was canceled. J-7FS with the original delta wing and the double delta

Beijing Super Wing CY-1 and FTC-16

Another interesting adaptation of the J-7 was the CY-1, designed by the airline superwing Beijing Technology Research Institute Co., founded in China sometime in around 1997. Unlike state-owned aviation giants such as Chengdu, the new company specializes in modifications to the structures inherited from the oldest light fighters, using innovative ideas that can be used in the new millennium. The concept was centered mainly in countries that need new fighter and fighter jets, but could not afford even the cheapest modern fighters such as the Sino-Pakistani JF-17 Thunder. In most cases, operators would former MiG-19 and MiG-21.

The multipurpose single-seat fighter CY-1 was based on J-7/MiG-21 Chengdu, but with "duck tail" and an unusual longitudinal dimensional area on the sides of the body (highlighted in blue in the photos of the model) that according to statements by the manufacturer issues like maneuverability aircraft equipped with costly advanced FBW system. In short, the CY-1 was a MiG-21 prepared for the installation of equipment provided modernosy greater maneuverability obtained by adding new nonstandard maneuvering surfaces.


The aircraft was developed in 1998 and the general configuration was tested by radio-controlled models. Beijing superwing The company had to compete economically and politically against aircraft more evolved in its development, such as the FC-1 and F-7MF in the same category, so it was decided to participate in Zhuhai Air Show 2002 and submit this proposal to the public in an effort to find the right sponsors. Although trust company officials claimed that the Chinese armed forces have expressed a strong interest in the concept, the reality was much less poetic. Many rightly wondered if the plane really did without FBW system. However, the company is not denying that despite its five years of existence, competing with giants superwing Beijing and Chengdu and Guizhou state. If they had managed to find a foreign investor, its engineers have gained valuable experience useful for future projects.

The CY-1 series should have a length of 14.08 meters, a wingspan of 8.32 meters, a takeoff weight of 8500 kg and a load of 3000 kg war. Have reached speeds up to Mach 1.8. The previto engine had a thrust of 70 kN.

 

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Although not returned to knowing anything about the CY-1 after its public debut in 2004, again in the Zhuhai Airshow, the surprise came in the form of its successor, the LFC-16 light fighter (Chinese Light Hunting 16). From Beijing superwing company were clear that alone would not succeed, they needed government support to raise its factory in Guizhou.

The plane seemed to be based on the fuselage of the FTC-2000 but with a single cab and a variety of surfaces maneuverable innovative inherited CY-1. The goals and objectives were always the same: create a cheap successor MiG-21, focusing mainly on the export to the poorest countries, than it would be a cheaper alternative than FC-1/JF-17 hunting.

Again, from Beijing superwing stated that the project had the support of senior Chinese officials and a prototype could be completed in one to three years, but in reality the whole initiative'm nothing.

 

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Chengdu J-9

Because several dogfights in the years 1962-1963 the Air Force of People's Liberation Army acknowledged that the scope and performance at high altitude of the fighters J-6 and J-7 were particularly inadequate. Therefore, it was proposed in October 1964 to develop a new generation of fighters, in order to respond to new threats. Concept studies began in 1964, based largely on feedback from simulated dogfights using the J-7, which showed that the latter had a combat radius very low speed and poor interception. Also suffered from the lack of a fire control radar right and overcome aerodynamics. Since 1964, the 601 Office in Shenyang began work on improving the performance of the J-7. We considered two possible paths of development that should be pursued in parallel:

1. The use of J-7 as a basis for advanced twin-engine combat aircraft, in which the general layout of the J-7 was held without major changes. This game should be powered by two turbojets WP-7 variant with improved thrust and 43-44 kN (4,433 kg) each. ... This road led later to the Shenyang J-8

Two. The development of a new single-engined fighter with a new turbofan engine (which was to be designed by the Office 606) in the thrust class 83.4 / 121.7 kN (8.500/12.400 kg) with a different configuration of jacks Air intake well suited to accommodate a radar.

The biggest problem in the second approach was that China had no experience with modern turbofan engines. For this reason, most of the engineers involved feared that motor development can not be maintained in parallel with the development of fighter design, which later proved to be true.

The initial aim of this development was to obtain dual air superiority fighter in the class of 10 t in weight, with an altitude of 22,000 m operation, a maximum speed of Mach 2.2 and a range of 1600 km, in order to keep up with the performance of American fighter F-4 "Phantom II", which then expanded to "2 x 25" - to reach Mach 2.5 to 25,000 m.

The 601 Institute presented four projects during 1965, each of them with a different aerodynamic design, such as in the configurations of wings, edge angles and the arrangement of the air intakes (ventral or lateral):

• arrow delta wing with 50 °
• arrow delta wing of 55 ° and horizontal stabilizer
• double-delta wing with arrow 50 °
• arrow delta wing with 57 °

However, during the fourth quarter of 1966 and early 1967, new wind tunnel testing led to the conclusion that the new fighter agility was not optimal and the configuration was unstable at certain speeds. As a result, the preferred concept called "Project A" (J-9A) with different configurations I-IV and was replaced by a new concept called "Project B" (J-9B) with the configuration V. So it was decided that the design should be changed to the delta configuration J-9B-V. But this in turn showed problems with wing lift at certain speeds and locatio complications with the lift control devices.

Version 9B-J-V was a tailless delta - similar to Mirage III - a sweep angle of 60 ° and a wing area of ​​62 m2, while version J-9A-IV with a sweep angle of 55 ° was very similar in appearance to the J-8B of second generation (J-8II).

Unfortunately, the Cultural Revolution was then in full swing, so the project development and construction of J-9 was completely stopped until March 1968. After a new conference decided to return back the J-9B-V and continue to develop from 1969 onwards, with the aim of achieving the first flight for the 20th anniversary of the Republic of China, Oct. 1 1969. Behind the decision were the lessons learned from the Vietnam War, events in the Middle East and new demands updated by the Air Force.

In order to make it possible to concentrate in parallel Shenyang in the development and manufacture of J-8, it was decided to change the plant manufacturing plant 112 to 132 of "Chengdu Aircraft Company." Unfortunately, the requirements were modified again by the Ministry of Defense, which now asking: "good agility" / combat radius of 900-1000 km / MTOW of 13 tons / load factor 9g / service ceiling 25,000 meters maximum speed of Mach 2.5 (the "double-25 requirement") and later the "double-26 requirement": Mach 2.6 at 26,000 m.

This required another change in the project J-9B-V and further development for the project J-9B2, now called J-9B-VI. Finally, it was decided to continue the development of the "new" J-9 as a canard delta wing with a ventral air intake or both sides. Perhaps this study with a ventral air inlet formed the basis of the current Chengdu J-10A.

Unfortunately also this design - from the beginning of the development as so often - came to an end because the requirements were too ambitious and the continuing problems with the planned turbofan WS-9 could not be resolved. The February 18, 1975, the "Central Military Committee" made the decision to end development. It planifio a series of five test aircraft with first flight around the year 1980-1981 and the beginning of mass production in 1983. At the beginning of 1976, the final design of the J-9 in version J-9B-VI briefly specified: delta-canard configuration a sweep angle of 60 ° at the leading edge, wing area of ​​50 m2, canard a sweep angle of 55 ° at the leading edge and a surface of 2.85 m2, and two side vents. Air inlets should be variable geometry to feed a Type 910 turbofan engine with a thrust of 12,400 kg with afterburning. The multimode radar was chosen Type-205 with a maximum search range 60 to 70 km and a range of 45-52 km chase for the new medium-range missile PL-4.

In 1978 was postponed once again the priority of J-9. Some sources assume that unresolved technical problems still existed, others suggested that the parallel development of improved J-7III J-7C / D) promised a better chance of success, as well as also the early date of entry into service of the Shenyang J 8B. The result was, in any case, that the development of the Chengdu J-9 was finally completed in late 1980.

In the development of military aircraft, the engine choice is key to the success of the machine. In the process of development of aviation in the world, too often the engines cut the wings of combat aircraft. Due to the performance of new advanced turbofan AL-31, used by the J-10 fighter, flight capacity is better than previous models.

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credits-crane

images hotlinked, so might die in a while

 

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f7x/f9

As a direct modified MiG-21, the guiding ideology of the program is mainly based on the MiG-21 in combat exposed many deficiencies highly targeted improvements - outstanding high-altitude high-speed performance, increasing the range and improve the rate of climb and strengthening of firepower. Specific performance requirements are:　　1, the use of ceiling 19,000 ~ 20,000 m 　　2, the maximum level of 2.1 to 2.2 Fei Mahe. 　　601 F-8 aircraft envisaged in 1967 completed its first flight in 1970, a small group of troops and equipment can be . In the ensuing years, the F-8 aircraft was quickly approved and set a specific timetable for trial. 　　Although the F-8 program has been selected, but considering the needs of technical reserves, but also take into account the possibility for the troops to provide another option. Three machines decision making F-8 fighter developed simultaneously, in a small area to carry out the new single-engine fighter, turbofan engine medium-range air to air missile technology and demonstration work. 　　April 12, 1965, three machines to the 601 officially issued "on the F-9 aircraft to carry out design," the notice, requiring the two aspects of program demonstration and comparison select from a finalized as the F-9: 　　1 , highlighting the fighter performance, taking into account high-speed low-altitude interceptor combat and combat objectives, the largest of about Mach 2.3, service ceiling 20,000 meters or so, to a large range, combat radius is greater than 450 kilometers. 　　2, highlighting the interceptor performance, both fighter combat, the maximum Mach number of 2.4 to 2.5, ceiling of 21 to 22 km, combat radius of 350 kilometers. 　　The total weight of the aircraft is required to control the 14 tons. 　　April 1, 1966, three machines to the National Defense Industry Office, National Defense Presentation of the "F-9 aircraft design." National Defense Committee met to review the design of J-9 aircraft, reported to the Central Military Commission of the "F-9 aircraft tactical and technical feasibility reports." CMC After reviewing the two options, the final decision by the first program developed by F-9 aircraft, and in the design specifications on some changes: the maximum Mach 2.4, ceiling 21,000 m, the maximum rate of climb 200 m / second, a maximum range of 3,000 km, combat radius of 600 kilometers, the life time of 3 hours. Trudged　　As mentioned before, the early days of F-9 in the design of the MiG-21 is set to a large modification in the technical inheritance is obviously lower than a "gradual reform" program J-8, which enhance the performance of the aircraft but also greatly increases the difficulty of development of the aircraft, more ominously, F-9 in the development process, the performance requirements of the military changed again, forcing the R & D department had to repeatedly modify the design of the F- 9 of the normal development of an extremely negative impact. 　　According to the initial development of F-9 requirements, since 1965, 601 F-9 to begin the selection of parameters aerodynamic layout, elected four kinds wing plane shape, namely: 　　1, leading edge sweep of 50 degrees swept wing 　　2, after 57 degrees swept delta wing 　　3, leading edge sweep of 55 degrees swept wing 　　4, as well as double the double delta wing leading edge sweep angle 　　601 pairs of four kinds of wings are made ​​planar shape program model for wind Cave experiment. 　　Which is considered the main swept-wing or delta wing, swept wing and delta are based on leading edge sweep ways to increase the wing critical Mach number. But if supersonic flight to Mach 2.0, to be used subsonic swept-wing program must enable leading edge sweep angle is greater than 60. , But the leading edge sweep angle is too large, wing root force structure will deteriorate, will increase the weight of the structure; addition, low speed aerodynamics will also deteriorate, lift down, resistance increases, will directly affect the aircraft's ability to maneuver, Therefore, using a large swept-wing is very unfavorable. The delta is more suitable, not only has the swept wing has the advantage, and relatively long wing root chord root structure to ensure the situation by force, reduce the structural weight, but also helps to ensure that the aircraft's vertical flight stability. Therefore, 601 out of the first three programs, again delta wing leading edge sweep angle to 55 degrees, known as J-9 IV program. 　　F-9 IV program is a normal form of delta wing layout program, in addition to the shape of the nose to the intake side, the rest are with the F-7, F-8 are the same, similar to the FC-1 early-type - F 7CP aerodynamic shape, but much larger in size. MiG-21 can be seen on both sides of the inlet amplified, because this program changes for the MiG-21 is not big, so successful grasp of the large one. 　　However, the fourth quarter of 1966 to early 1967, after a wind tunnel experiment found that the mobility of F-9 IV solution is not ideal, so he proposed tailless delta program, called V program. V program is on both sides of the inlet tailless delta wing aircraft, the shape and the famous French "Mirage" series fighters quite a bit similar, this machine uses a delta wing leading edge sweep angle of 60 degrees, the wing area of 62 square meters. As great wing area, wing loading reduced accordingly, V program maneuverability compared to IV program has been significantly improved compared to, but elevons stiffness and manipulate the power to bring issues and zero lift moment it is difficult to solve maneuvering difficulties . In the meantime, as a direct competitor to the F-9 F 8 development more smoothly. End of 1966, 601 completed the entire drawing design work. August by the 112 plant began trial two prototypes, June 1968, No. 01, F-8 fighter prototype assembly is completed. December 19 completed the first ground taxiing, although taxiing shimmy serious emergency brake on the left main wheel tire burst. But the F-8 still in July 5, 1969 by a test pilot Yin Yuhuan driving, finished first in the 112 factory routes landing flight, which lasted 30 minutes, the test flight altitude of 3000 m, speed 500 km / h. November 1970, six homes was held in Xi'an plant, the meeting of leading cadres. Air Force leaders are being developed in the F-9 also proposed new requirements: "Double 25 is too small, dual 28 is too high, it should be double-26, ie, the maximum use of Mach 2.6, static ceiling 26 one thousand meters."


F-9 original layout can not meet the new requirements, had again aerodynamic redesign.

　　After repeated design - select - Assessment - elimination process, our designers ultimately chose F 9 canard, abdomen or both sides of the intake program, called F 9VI program.

　　It was a bold attempt, you know, the world's first practical use of canard fighter - Swedish Saab-37 Thunder fighter, in 1971 really serving. That is, in our selected F 9VI the program, there is not a fighter in the world is the use of a canard.

　　F 9VI program fully reflects our innovative spirit of aviation researchers. But at the same time, the design of a revised again and again also reflects China's aviation industry in the early process of exploring the blind and restlessness!

　　Though solve aerodynamic problems, however, in the F 9VI program operation for some time and found that the "double six" criteria to determine the ceiling indicators are still too high, an optional six turbofan engine performance can not meet the requirements, the aircraft F-9 development work so once again faced with stranded situation.

　　January 10, 1975, three machines to (75) Hospitals word No. 8 "on the request to continue development of the J 9 aircraft reports" submitted to the State Council, the Central Military Commission. Documents you want to annihilate nine indicators for proper downward, ie, the maximum Mach number of 2.5 to 2.6 to maintain, ceiling down to 23,000 meters, the maximum rate of climb 220 m / sec, the basic range of 2,000 km, combat radius is greater than 600 kilometers.
Early 1976, where the F-611 program 9VI further adjusted on the basis of F-9 overall aerodynamic layout and design parameters, the formation of F 9VI-Ⅱ program. The program's main features are:　　1, aerodynamic layout: The aircraft maintained a fighter 9VI the canard design, 60-degree delta wing, wing area of 50 square meters, is 55 degrees canard delta wing, fixed installation angle 3 degree area of 2.58 m2. 　　2, the intake mode: both sides of the inlet, the inlet is a binary system can adjust the multi-wave mixing compression. 　　3, Engine: 6 mounted a turbofan engine, the ground full afterburner thrust of 12,400 kg static. 　　4, the radar system: The machine installed a 205 radar detection range of 60 to 70 kilometers, tracking distance 45 to 52 kilometers. 　　5, the main weapon: 4 PL-4 interception missile, the missile seeker different according to two models - semi-active radar-type PL-4A, a maximum range of 18 kilometers, passive infrared type PL-4B, the maximum effective range of eight kilometers. 　　From these final design indicators, F 9 already has F-14 and other early third-generation fighter's ability to compete positively. In a sense, the F 9VI-Ⅱ can be called the first self-developed country has reached international standard third-generation jet fighter fighter jets.

　　












　　Inadequate

　　Although F 9VI-Ⅱ solution proposed to solve the long-standing problem of the aircraft's aerodynamic layout, but then the actual development of jet fighters ability to see, a series of F-9 programs, particularly the F 9VI-Ⅱ program design thinking is too avant-garde, although the F 9VI-Ⅱ in various performance indicators and is undoubtedly far beyond it, "half" F-8 program, but in the development process encountered insurmountable difficulties emerging, development work has been slow, difficult. 　　In 1978, the 611 J-7 big change commitments (ie, F-7 &#8546 the design development plans urgent work requirements, the F 9 development work began to shrink. In 1980, for the implementation of national economic adjustment policy, the F 9 suspend all development work that is, before and after the investment research fee of about 21.22 million yuan. F-9, as the subsequent strong 6, the ultimate in China's aviation history does not draw a satisfactory conclusion.

J-9V (from 1968 to 1980)

pneumatic compensated pitot head 2, L-shaped total pressure tube (total pressure parameter backup) 3, L-type full-static tube (standby pitot tube) 4, the radio altimeter antenna? Shortwave antenna? 5, missile approach warning system, optical window (MAW) (usually hooded, need to be on the ground before removing the protective cover?) 6, inlet boundary layer airflow overflow outlet 7, VHF UHF (UHF \ VHF ) antenna 8, navigation lights 9, Satellite communication antennas 10, 11 12 13, the auxiliary power unit (APU) air inlet 14, radar warning antenna 15, the engine cooling air inlet 16, the auxiliary power unit (APU) exhaust port 17 18, anti-collision lights 19, IFF antenna 20, static discharger 21, active electronic jamming system antenna 22 23, engine cooling air inlet 24, IR decoy launching the mouth? 25, put the oil port? 26, 27, L-shaped total pressure pipe (inlet data collection) 28, electronic equipment cooling air inlet 29, the angle of attack sensor vane-type 30, the fuselage static ports 31, an air conditioning vent? 32 33 34, the auxiliary power unit (APU) air inlet 35, removable maintenance window (4) 36, the auxiliary power unit (APU) exhaust port 37, radar warning antenna 38, a missile approach warning system, optical window (MAW)

 

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1. An alternate configuration for the lightweight fighter dated 13 August 1971.

Lockheed Martin's early bomber design exposure

Early artist concept of the J-10 with a round inlet like the F-16

 

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