Chinese Fighter Development
by Jack Collins
China started developing its own jet fighter aircraft after the end of the Korean War (in which Chinese volunteer pilots flew Russian-built MiG-15 fighters). Over the next five decades China has produced a variety of designs, many of which are largely unknown in the rest of the world. One key deficiency that this survey highlights is the inability of the Chinese to produce a reliable, efficient and powerful powerplant. Even at the beginning of the 21st century, China is reliant on foreign engines for its fighter aircraft.
East Wind Series:
East Wind 104: A "paper airplane" designed at the Shenyang Aircraft Factory under Soviet tutelage. Designed as a Mach 1.4 capable light fighter aircraft for the PLA Air Force (PLAAF).
East Wind 107: An enlarged East Wind 104 developed at the insistence of the aviation industry control section. The design target was for a maximum speed of Mach 1.8 and a service ceiling of 20,000 metres. Included a variable angle of attack design similar to the F-8U Crusader or Soviet Ye-series designs. In 1959 the East Wind 107 was discontinued in favour of the East Wind 113 design.
East Wind 113: At the end of 1959 the Harbin Military Engineering Institute proposed the development of a Mach 2.5 capable fighter with a service ceiling of 25,000 metres. It mainly took the American F-104, F-105 and B-58 as design models. One Type-814 turbojet engine was to power the East Wind 113 and the aircraft carried an airborne intercept radar and a computer. The project was abandoned because of developmental difficulties, and the ready availability of the MiG-21 from the Soviet Union.
J-8 and J-9:
By 1962 the Chinese aviation industry had reverse-engineered the MiG-21 and placed it into production as the J-7. In order to cope with the emerging threat posed by the American F-4 Phantom and U-2 strategic reconnaissance aircraft, the PLAAF in 1964 called for development of a new fighter aircraft with performance surpassing that of the J-7. The request emphasised the need for high-speed performance at high altitudes. In response to the PLAAF's request, the 601 Institute and Shenyang aircraft factory proposed two new technology development plans, namely the J-8 and J-9 plans.
J-8: In 1964, the 601 Institute proposed the J-8 to meet the PLAAF requirement for a high-altitude interceptor. This design took the MiG-21/J-7 and enlarged the fuselage, installed two WP-7B afterburning turbojets but retained the nose intake. The prototype J-8 flew in 1969 and achieved a maximum speed of Mach 2.2 and a ceiling of 20,000 metres. It mounted a 23mm twin-barrel cannon and could carry two underwing PL-2A infrared homing air-to-air missiles. Test flights continued during the Cultural Revolution, but no production could take place. The all-weather advanced version (J-8-I), used an SR-4 airborne intercept radar and increased the missile load to four. The J-8 finally entered service in 1981 (but was still referred to as "an operational testbed aircraft" in the late 1980s). The J-8 was the first independently developed fighter aircraft to enter service with the PLAAF.
J-9: The J-9 project ran in parallel with the J-8 project but used a completely new airframe. The design target maximum speed was Mach 2.4 at above 20,000 metres altitude. In order to achieve this target the J-9 was fitted with an 8,500kg thrust turbojet engine and the 601 Institute initially used a tailless delta design. Development at this point shifted to the newly built 611 Institute and the Chengdu Aircraft Factory. At the beginning of the 1970s, the 611 Institute proposed a new design using a canard ahead of the delta wing (not dissimilar to the Swedish Viggen), but because it required new materials and know-how plus engine performance problems it wasn't until 1975 before the design could be completed. The new J-9 design was quite advanced with air intakes on the fuselage sides featuring variable inlet geometry to alter the compression mixture. It used a 12,400 kg wet thrust turbofan engine and featured a Type 205 radar (search range about 70km) and four PL-4 radar-guided air-to-air missiles. The J-9 plan was discontinued in 1980. However, the effort was not totally wasted as the J-9 development enabled Chinese engineers to gain experience with the canard layout type, experience that would prove useful in the J-10 project.
The original J-12 and J-11:
After the 1967 Middle East War, the PLAAF proposed development of a replacement for the J-6 (MiG-19 Farmer) featuring good low altitude performance, short takeoff and landing run and simplicity. The Shenyang Aircraft Factory and the Nanchang Aircraft Factory proposed respectively the J-11 and the J-12.
(original) J-11: The Shenyang proposal was to be powered by one British Spey-512 afterburning turbofan engine and followed a conventional light fighter design with swept back wings, fuselage-side mounted inlets and a Type 645 or 204 radar. The aircraft's normal total weight was 8,700 kg. At 5,000 metres its climb rate was 197 metres per second. Maximum range was 2,300 kilometres and takeoff distance was less than 500 metres. Weapons consisted of two 30mm cannons and two infrared homing AAMs or two rocket pods or bombs. The original design specified a zero-zero ejection seat for the pilot, but this objective was not achieved. The J-11 was a sophisticated design for its time and achieved the design requirements, but because the British Spey-512 engines were difficult for China to obtain and because the Shenyang factory was ordered to concentrate its energies on the J-8, the J-11 never went further than the blueprint stage.
(original) J-12: Nanchang interpreted the PLAAF request as being for an ultra-lightweight fighter and produced a four-tonne design with a nose intake for its single WP-6 afterburning turbojet. The J-12 project started in 1969 and it only took 17 months for detailed design, wind tunnel tests and the production of three prototypes. After three years of test flights beginning in 1970, Nanchang made a series of revisions to the design to cope with problems including poor engine performance. The redesigned J-12 made 135 test flights, achieving a maximum speed of Mach 1.386 (surpassing the J-6) and showing sprightly acceleration, a takeoff run of less than 500 metres and a ceiling of 17,300 metres (also superior to the J-6). The J-12 was fitted with a 30mm and a 23mm cannon and had provision for up to 3 AAMs. However, in 1978 the PLAAF decided the J-12 was not suitable for the demands of modern air warfare and stopped development. Of the six prototypes produced two are retained in the Chinese Aviation Museum collection.
Improving the first generation - J-7M, J-7-III and J-8-II:
J-7M: After Deng's reform and opening-up policies, China was able to acquire more sophisticated technologies from the West and thus could improve earlier designs. In order to boost its export prospects, the Chengdu Aircraft Factory used an English Marconi fire control system to improve the J-7-II design. After the upgrade it was known as the J-7M and featured an increased payload, additional underwing pylons, a head-up-display, a Martin Baker zero-zero ejection seat and strengthened structure. The J-7M was successfully test flown in 1984 and exported to Pakistan and other developing countries.
J-7-III: A major modification to the original J-7 design featuring a new fuselage, an enlarged dorsal fuel tank, an all-weather radar, engine thrust increased from 6,100kg to 6,600kg, enhanced range and speed performance. The design stressed all-weather operational capability, improved low altitude flight performance and air-to-ground strike capability over a decent range - all weaknesses in existing PLAAF fighters exposed in the 1979 conflict with Vietnam. After successful test flights in 1984 the J-7-III began to equip PLAAF units in small numbers. Most sources suggest the J-7-III was not entirely successful being too heavy and losing agility compared to other J-7 variants. Casual observers may mistake the J-7-III for a Russian MiG-21MF (possibly because the J-7-III was derived from a MiG-21MF obtained from Egypt).
J-8-II: A significant improvement over the original J-8-I, the key design breakthrough was moving away from the nose intake to fuselage side intakes, allowing room for a large radar antenna in the nose. The Type-208 radar is reportedly look-down capable and can guide semi-active radar homing AAMs. The J-8-II is powered by two WP-13-II turbojets (each 6600kg thrust) giving it improved low altitude performance and good air-to-ground load carrying ability. Development began in 1980. A prototype successfully flew in 1984, the design was finalised in 1988 and the J-8-II entered PLANAF service in 1992. Despite a long gestation, successful development of the J-8-II was an important milestone for the Chinese aviation industry.
Further improvements to the first generation:
From the late 1980s to the early 1990s, the Chinese aviation industry continued to offer up improvements to the trusted J-7 and J-8 designs.
J-7E/J-7MG: Using the J-7M as a foundation, in the mid-1980s the Chengdu Aircraft Factory made significant modifications to the wing (introducing a double-delta layout) and flaps and installed a large fuel tank in the new wing. Not only did this greatly enhance low altitude agility (by nearly 20% over the J-7 with maximum overload becoming 6.6g at 5000m, Mach 0.9), but also the takeoff run was shortened, and the maximum range was increased by more than 40% (from the original J-7's 1400km to 2200km). The fire control system was also improved through the installation of a pulse doppler radar. Reports indicate that in exercises against the mighty Su-27 Flanker the J-7E more than holds its own in within-visual range dogfighting due to its excellent instantaneous turn performance. The J-7E entered service with the PLAAF and the PLANAF from 1993 and is used by these service's air display teams. The export designation is J/F-7MG and the export model can be fitted with the Italian FIAR-Grifo radar or the Russian Kopyo.
J-8-IIM: Shenyang developed an improved export model of the J-8-II with Russian help after the termination of the Sino-US "Peace Pearl" project in 1989. The main area of improvement was the fire control system: the J-8-IIM uses the Russian Zhuk-8II (FG-8) phased array radar capable of tracking 10 aerial targets and simultaneously engaging two of them with missiles and greatly improved air-to-ground modes. Moreover the air-to-ground weapon carrying ability is greatly increased (to about 5 tonnes) with a wide variety of guided and unguided munitions capable of being carried by the J-8-IIM. The engines are improved variants of the WP-13-II (thrust increased from 6,600kg to 7,000kg). Air-to-air weapons may include the Russian R-77 active homing AAM and the R-73 infrared homing missile. Recent reports suggest PLAAF J-8-IIs may be getting the Zhuk-8II radar and other modifications as well, they are known as J-8-IIH.
J-8-III: Following a request from the PLANAF, Shenyang developed a highly modified J-8-II featuring vastly improved manoeuvrability thanks to a new digital flight control system and improved avionics. The fuselage is shortened by 40cm and small canard foreplanes are added above the air intakes. New WP-13F-II turbojets offer a reported 7960kg thrust each. The fire control system was also modified to meet naval requirements with an improved ability to engage low flying and nautical targets.
A new generation in the 1990s:
J-13: The genesis of the J-13 plan was in 1971 when the 601 Institute began researching a new fighter aircraft for the 1980s to replace the J-6. In early 1974 the PLAAF formally proposed development of a new light fighter to replace the J-6 as the mainstay of the Air Force. As with many Chinese fighter projects, the principal sticking point was the lack of a suitable powerplant for the aircraft. In order to meet a required Mach 2.0 level speed, the original plan was to use one British Spey Mk202 turbofan (with afterburner giving 9,300kg thrust) domestically produced as the WS-9. Because the domestic project failed to work out as planned the powerplant was changed to a 12,200kg thrust WS-6 turbofan (the WS-9 was finally completed in 1980 but its thrust-to-weight ratio was far too low for a single-engine fighter). Preliminary design of the aircraft was completed in the late 1970s and the project was named the J-13. The new aircraft used cantilever wings and fuselage side mounted air intakes - it resembled the French Mirage-F1. Normal takeoff weight was 11660kg. Some reports suggest that in 1978 China obtained a MiG-23MS Flogger-E from Egypt and set about reverse-engineering the R-29 turbojet as the WS-15 (12,500kg wet thrust) for installation on the J-13. In the end none of these projects produced an efficient, reliable, powerful engine. The J-13 design stressed speed, a good rate of climb and was optimised as an interceptor with some ground attack capability. Ceiling was 19,000 metres, sea level rate of climb approximately 260 metres/second, maximum overload +9G, and payload about 4.5 tons. Because of the successful J-8-II project, in the mid-1980s development of the J-13 was delayed and accorded low priority. However, into the late 1980s the project continued although the operational requirements had increased to match the Russian MiG-29 and American F-16 light fighters. In the early 1990s the project was finally abandoned because of the success of the Chengdu J-10 project.
J-10: The Chengdu Aircraft Company has developed since the 1980s a single-engine, single-seat high performance fighter as Project 10. The J-10 design is similar to that of the cancelled Israeli Lavi: close coupled canards and tailless delta wing, a single ventral air intake, a 'bubble' canopy, all-moving canards, two ventral fins under the rear fuselage and a single vertical stabiliser. According to some reports, an early prototype known as the 8810 was completed in 1993 as a virtual clone of the Lavi including an F-100 turbofan engine. But PLAAF requirements had changed following experience with the Su-27 and the 611 Institute carried out a significant redesign in the mid-1990s. This incorporated the Russian AL-31F engine (approximately 120kN) mounted upside-down and altered the air intake and vertical tail. It is reported than an attempt to incorporate thrust-vectoring ran into trouble and was dropped, as well as an attempt to develop an electronically scanned phased array radar (or these may be technologies intended for the next-generation fighter described below). By 1998 development hurdles were overcome and the official first flight took place on 23 March. The J-10 is fitted with a zero-zero ejection seat for the pilot and Chinese helmet-mounted sights and colour multifunction displays. The pulse doppler radar can control radar guided and active homing AAMs and the J-10 may be fitted with Chinese radar absorbent materials. In 2001, Russia announced it would supply 300 AL-31 engines to China for use on 300 J-10s that will begin mass production in 2003. Reports suggest a two-seat/twin-engine naval variant may be under development - possibly for use on a future Chinese aircraft carrier.
FC-1: In response to a requirement from Pakistan the Chengdu Aircraft Company began development of a lightweight multirole fighter for export. Originally based on the Super-7, the FC-1 will probably use the Russian RD-93 turbofan powerplant and a mixture of Russian and Western avionics. Developmental delays have dogged the project and the FC-1 is unlikely to be operational for a number of years. It is uncertain whether the PLAAF will buy the FC-1.
The future:
The Chinese aviation industry is conducting research and development for the next generation of fighter aircraft. According to reports this will include a twin engine, single seat heavy fighter in the 15-tonne class. This Shenyang proposal is similar to the US F-22 Raptor in design arrangement but features canards (at least four different configurations were tried before the definitive New 93 layout was arrived at). Stealth technology is likely to feature prominently in the design (a RCS of about 0.5 square metres has been mentioned) along with thrust vectoring technology (the aircraft is to be more agile than the Su-27) incorporated into a powerplant with greater than 8000kg thrust performance. Thrust-to-weight ratio is expected to be around 1.10-1.15:1 at combat weights.
Estimates are that this new generation fighter might enter service around 2015.
A note on sources although much information is from Chinese-language sources, there are three excellent English language resources on the internet: Hui Tong's Chinese Military Aviation (
Concentric Dial-Up Internet the Chinese Military Forum (
Chinese Military Forum) ; and China-Defense Forum (
Welcome to China Defense.com).
PAF 
