extract from Jane's for the Chinese Air Force
While it is assumed that the PLAAF will continue its commitment to lightweight fighters for some time to come, it is not yet clear that it will select the CAC FC-1 Xiaolong to provide a multi-role replacement for the J-7. While cost considerations could prompt renewed PLA interest in continued procurement of the J-7, the purchase of 100 Klimov RD-93 engines in mid-2005 to meet Pakistan's requirement of the FC-1 (designated JF-17 in Pakistan) and coupled with reports indicating this could grow to 500, it appears that the newer FC-1 may in fact be the PLA's choice. The PLA is also developing an indigenous turbofan, sometimes referred to as the WS-13, which is believed to be based on RD-93 technology for the FC-1. By late 2005, in response to problems detected after flight testing commenced in August 2003, the FC-1 design was modified to include diverter-less supersonic intakes, new wing leading-edge extensions and a new vertical stabiliser housing for combat electronics. These improvements increased maximum speed to M 1.8 and increased range to 1,800 km. Also, a recently redesigned cockpit makes use of larger multi-function displays and a new HUD. At the 2009 Dubai Airshow a Pakistani source told Jane's that Chengdu will soon be building a prototype twin-seat FC-1 to meet Pakistan's requirement for a trainer and dedicated attack version of this type. Whether it is purchased by the PLA or not, the FC-1's combination of near F-16-like performance with modern multi-role electronics and precision weapons, with an estimated USD24 million price tag, means it is likely to achieve increasing success in the combat aircraft market. Pakistan will co-produce 250 while Egypt is reportedly also seeking to secure agreement for co-production. China is promoting FC-1 sales to Bangladesh, Iran, Lebanon, Malaysia, Morocco and Nigeria.
Long in development, the Chengdu J-10 was the subject of a major Chinese government 'coming out' party at the end of December 2006. With more than 150 J-10s estimated to have been produced by early 2010, Russian sources have estimated that lifetime production of this type could reach at least 1,200, representing a real reversal in fortune for a programme thought to be almost defunct in the mid-1990s. Derived from the 1960s origin J-9 programme, which bore a resemblance to the Swedish Viggen fighter, the final J-10 design combines aspects of the Lavi, F-16, Mirage 2000 and Eurofighter Typhoon. In 2009, Jane's reported that Israel had transferred one of the Lavi prototypes to China as part of its development work on the J-10. In early 2010, it was revealed that early design concepts for the J-10 used copies of the Lavi's engine intake and vertical stabiliser shape. While there was early belief that the J-10 would depend heavily on foreign radar systems and the Russian Saturn AL-31FN turbofan engine, it is now apparent that it features a largely domestic radar, albeit one that is influenced by foreign technology, and will soon use the domestic WS-10A turbofan engine. However, as a hedge against delays in WS-10A development, in mid-2005 the PLA ordered 100 more AL-31FN engines, with Russian sources telling Jane's this number could reach 300. Chinese officials note that the J-10's radar meets a requirement for a detection range of 125 km and it is perceived to have begun its service life with a capability comparable to that of the F-16 Block 30, meaning it will be able to fire active-guided PL-12 AAMs and deliver PGMs. Photos of the J-10 show it to be equipped with five fuselage hardpoints for the carriage of targeting pods and ordnance. In December 2006, AVIC-1 revealed a model of the J-10 equipped with chin-mounted targeting pods and also confirmed that at least one aircraft had been modified with an in-flight refuelling probe.
