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Chengdu J-9 tactical fighter
The other concept proposed by the No. 601 Research Institute at the aforementioned conference of 1964 was a project designated J-9. It was a totally different aircraft built around a single afterburning turbofan in the 8,500/12,400-kgp (12,790/27,340-lbst) dry/reheat thrust class. This was a major problem, since no engine in this class existed in China or could be sourced abroad immediately, and there was a considerable risk that powerplant development would lag behind airframe development. On the other hand, the J-9 appeared to offer much higher performance than the J-8, and it was decided to pursue both projects in parallel. After an MAl conference in Beijing on 12th-17th January 1966 the J-9 program received official status, and a development schedule was approved on 12th April that year. The target performance figures included a maximum take-off weight of 14,000 kg (30,860 Ib). Two operational concepts were explored; one was an air superiority fighter with a secondary strike role having a top speed of Mach 2.3-2.4 at 20,000 m (65,620 ft) and a combat radius in excess of 450 km (280 miles). The other one was a pure interceptor having a top speed of Mach 2.5 at 22,000 m (68,900-72,180 ft) and a combat radius in excesss of 350 km (217 miles). In 1965 the No. 601 Research Institute prepared four preliminary design projects two swept-wing designs with wings swept back 50° and 55° at quarter-chord, a version with double-delta wings swept back 50° and a pure delta with 57° wing sweep. A new operational requirement was handed down on 1st April 1966, specifying a combat radius in excess of 600 km (372 miles), an endurance of three hours and a maximum climb rate of 180-200 m/sec (35,420-39,360 fVmin). Initially the designers went ahead with the so-called J-9AIV - a tailed delta with two-dimensional lateral air intakes and a large ogival radome (similar to the future J-8 II). Yet it turned out that the tailed-delta configuration did not ensure the required performance and maneuverability, and the J-9A was dropped in favour of the J-9B-V version featuring a tailless-delta layout with 60° leading-edge sweep and a wing area of 62 m2 (666.66 sq ft) Then came a pause caused by the 'Cultural Revolution'; only in 1968 was it decided to resume the work on the J-9B-V with the intention to fly the first prototype by October 1969, timing the event to the PRe's 20th anniversary. Yet the major development problems facing the designers had not been resolved by early 1969, and the Ministry of Aircraft Industry put the J-9B-V on hold - only to revive the previously cancelled J-9A-IV! The originally selected Plant No. 112 in Shenyang had its hands full with the J-8, so the J-9 program was assigned to the new Plant No. 132 in Chengdu and the No. 611 Research Institute, which was to complete development of the fighter. Shounan Wang was appointed project chief at this stage. But the J-9 was not out of the woods yet. On the contrary, on 9th June 1970 the Chinese MoD altered the SOR again, demanding high manoeuvrability and a combat radius of 900-1,000 km (559-621 miles). The J-9 was now to have a TOW of 13,000 kg (28,660 Ib) and a top speed of Mach 2.5 at 25,000m. (82,020 ft) - which, at the insistence of the PLAAF command, was amended in November 1970 to Mach 2.6 at 26,000 m (85,300 ft). The J-9A-IV could not meet this new target, so it was 're-killed' - this time for good. Instead, the designers reworked the tailless J-9B-V and came up with a new configuration called J-9B-VI. This aircraft bore a certain resemblance to the SAAB J-37 Viggen, utilizing a canard-delta layout with lateral intakes; a single ventral intake was also considered. thehigh-set canard foreplanes of delta planform were all-movable, with a leading-edge sweep of 55° and a total area of 5.7 m2(61.29 sq ft); wing sweep and wing area were 60° and 50 m2 (537.6 sq ft). The powerplant was a WS-6 (Type 910) afterburning turbofan rated at 12,490 kgp (27,530 Ibst). However, because of the ongoing development problems with this engine the Soviet Khachaturov R29-300 afterburning turbojet rated at 8,300 kgp (18,300 Ibst) dry and 12,500 kgp (27,563 Ibst) reheat was chosen as an alternative powerplant, to be reverse-engineered as the WS-15. When Deng Xiaoping came to power in 1975, the SOR for the J-9 was finalised in February, envisaging a top speed of Mach 2.5 at 23,000 m (75,460 ft), a range of 2,000 km (1,240 miles) and a climb rate of 220 m/sec (43,300 ft/min). The fighter was to be armed with four PL-4 AAMs with infrared or semiactive radar homing; the fire control system was built around the Type 205 radar with a detection range of 70 km (43.5 miles) and a tracking range of 52 km (32.3 miles). In November 1975 the State Planning Commission allocated funds for the construction of five prototypes, the maiden flight being planned for late 1980 or early 1981. Yet in 1980 the program was finally terminated.
Shenyang J-1 0 heavy interceptor (project, first use of designation)
Very little is known about this interceptor, which was under development in the 1970s. The only evidence is a desktop model depicting a large twin-turbofan tailless-delta aircraft with shoulder-mounted wings and outwardcanted twin tails augmented by ventral fins. The tandem cockpits (the rear one apparently being for the weapons systems operator) and the raked two-dimensional air intakes bore a strong resemblance to those of the MiG-31 heavy interceptor (NATO reporting name Foxhound).
Shenyang J-11 light fighter (project, first use of designation)
Taking due account of the Vietnam War experience .of operating fighters from ad hoc 'ambush airstrips' to intercept US strike aircraft formations, in 1969 the PLAAF posed a 92 requirement for a light tactical fighter having short take-off and landing (STOL) capability. The aircraft was to be a replacement for the obsolescent J-6 and, to a certain extent, the Q-5 attack aircraft. Working together with the No. 601 Research Institute, the Shenyang Aircraft Factory explored three alternative concepts. The first one envisaged a powerplant of two up-rated WP-6 III afterburning turbojets; however, this engine was getting long in the tooth and may not have provided the required speed. The second version was built around a single WP-7 III afterburning turbojet; however, with the specified maximum take-off weight of 7,000 kg (15,430 Ib) the thrust/weight ratio would be marginal, severely limiting the fuel load and ordnance load. The third concept was based on an afterburning turbofan which did not yet exist. The designers proposed developing an afterburning version of the Rolls-Royce Spey 512 powering the Hawker Siddeley HS.121 Trident airliner. After a lengthy appraisal the third concept was selected for further development of a fighter designated J-ll . Preliminary development was completed in late 1971, and the resulting aircraft bore a striking resemblance to the French Dassault Mirage Fl. It had sharply swept shoulder-mounted wings with a leading-edge dogtooth; the conventional tail surfaces featured low-set stabilators and a small ventral fin. The single engine breathed through semi-circular lateral intakes with half-cone centrebodies. The long pointed nose was to house a Type 645 fire control radar. The armament consisted of two 30-mm cannons and up to four PL-2 or PL-5 AAMs, or air-to-surface weapons. The J-ll was to be 15.76 m (51 ft 81%2 in) long and 4.7 m (15 ft 5%4 in) high, with a wing span of 8.695 m (28 ft 62li4 in) and a normal TOW of 8,700 kg (19,180 Ib). The aircraft was to have a take-off run of only 500 m (1,640 ft), a range of 2,300 km (1,430 miles) and a maximum climb rate of 197 m/sec (38,770 ft/min) at 5,000 m (16,400 ft). The project did not materialise - for several reasons. Firstly, the intended powerplant proved unobtainable - it was impossible to purchase more Spey 512s or reverse-engineer the engine at that stage. Secondly, the competing J-12 project was much more advanced in its development. Hence the J-ll programme was terminated, the designation being reused much later for a Sukhoi Su-27SK derivative - ironically, also built by Shenyang.
Nanchang J-12 light fighter
A competing design under the same program was offered by the Nanchang Aircraft Factory. The aircraft was designated J-12. Lu Xiaopeng, Vice-Director of the factory's design department, was the project chief. The J-12 resembled a scaled-down version of the North American F-l 00 Super Sabre with some typical MiG features incorporated. The moderately swept wings were low-set, featuring a kinked trailing edge and a single tall boundary layer fence on each side at twothirds span; the tail unit comprised a sharply swept trapezoidal fin (plus a ventral fin) and low-set moderately swept stabilators. The afthinged canopy with a wraparound windshield was faired into a shallow fuselage spine. The single 4,050-kgp (8,930-lbst) WP-6B nonafterburning turbojet housed in the rear fuselage breathed through a circular nose intake similar to that of the MiG-19 but having sharp lips. The nose gear unit retracted forward, the main units inward into the fuselage (the landing gear was similar to that of the J-6). The armament consisted of two 30-mm cannons buried in the wing roots. In contrast with the J-ll, the normal takeoff weight was a mere 4,550 kg (10,030 Ib). This was due to the aircraft's small dimensions and to the large-scale use of titanium alloy, chemical milling and honeycomb structures. Thus, the J-12 was not just a light fighter but a bantam fighter. The work proceeded at a remarkably fast pace. Development began in July 1969; the concept was finalised in August 1969 and prototype manufacturing started at the end of the year. Serial led '01 Red', the first prototype made its maiden flight on 26th December 1970; it was followed by the second prototype ('02 Red') and a static test article. The tests ran surprisingly smoothly and the results were generally encouraging; the aircraft was more agile than the J-6. On 10th September 1973 the J-12 was demonstrated to senior Chinese politicians and military officials at Nan Yuan airbase near Beijing. The original version was 10.644 m (34 ft 11%4 in) long less pitot and 3.706 m (12 ft F%2 in) high, with a wing span of 7.192 m (23 ft 7%2 in) and a wing area of 16 m2(172 sq ft). The empty weight was 3,172 kg (6,993 Ib) and the maximum TOW was 5,295 kg (11,673 Ib). Maximum level speed at 11,000 m (36,090 ft) was 1,472 km/h (914 mph), the service ceiling was 16,870 m (55,350 ft), the maximum rate of climb was 180 m/sec (3,540 ft/min) and the maximum range on internal fuel was estimated as 1,167 km (725 miles). The take-off run was 450 m (1,480 ft). cated to a ventral position, folding upward to avoid ground damage (likewise in the manner of the J-7). Provisions were made for carrying two PL-2 AAMs. Again, three J-12s were built in the new configuration, including '145 Red' and '7112 Red'. The 'second maiden flight' took place in July 1975; by January 1977 the J-12 I had logged 61 hours 12 minutes in 135 test flights. A top speed of Mach 1.386 and a service ceiling of 17,410m (57,120 ft) were reached. Yet it was clear that the lightly armed J-12 with its relatively low performance would be unable to offer serious opposition to contemporary strike aircraft. Therefore in February 1978 the government finally pulled the plug on the program.
Shenyang J-13 light fighter (project)
Unlike the fighters described previously, this project was developed by the Shenyang Aircraft Co. as a private initiative. At the turn of 1971/72 the No. 601 Research Institute tasked SAC with holding a survey in 1972 in order to find out what kind of aircraft the Air Force and Navy wanted. The survey, which involved 12 PLAAF and PLANAF units, continued until late 1974. In early 1974 SAC also began probing the PLAAF leadership with a view to promoting their concept. As a result of this preparatory work a formal operational requirement for a fighter designated J-13 was issued on 24th April 1976. Apart from creating a multi-role combat aircraft able to compete with state-of-the-art foreign designs on the world weapons market, the designers at Shenyang apparently strove to get ahead of their competitors from Chengdu developing the J-9. Unfortunately they ran into the same technical problems as the competitors, the greatest problem being the lack of a suitable engine. Since the requirements to which the two fighters were being developed were basically identical, so were the proposed engines - the WS-6 was considered the first choice in June 1976, with the WS-9 (RollsRoyce Spey 202) as an option. Later, the R29B-300 also came into consideration. Large-scale research was done on the fighter's layout, about 20 possible configurations being considered and more than 3,000 wind tunnel hours being logged from early 1973. Known configurations show a single-engined aircraft with shoulder-mounted wings and a conventional tail featuring either small lateral air intakes or a single large ventral intake; the latter gave rise to the nickname 'Chinese F-16' when information about the project leaked into the Internet much later. Anyway, the powerplant issue was never resolved and in May 1981 the government finally cancelled the J-13 program.
The other concept proposed by the No. 601 Research Institute at the aforementioned conference of 1964 was a project designated J-9. It was a totally different aircraft built around a single afterburning turbofan in the 8,500/12,400-kgp (12,790/27,340-lbst) dry/reheat thrust class. This was a major problem, since no engine in this class existed in China or could be sourced abroad immediately, and there was a considerable risk that powerplant development would lag behind airframe development. On the other hand, the J-9 appeared to offer much higher performance than the J-8, and it was decided to pursue both projects in parallel. After an MAl conference in Beijing on 12th-17th January 1966 the J-9 program received official status, and a development schedule was approved on 12th April that year. The target performance figures included a maximum take-off weight of 14,000 kg (30,860 Ib). Two operational concepts were explored; one was an air superiority fighter with a secondary strike role having a top speed of Mach 2.3-2.4 at 20,000 m (65,620 ft) and a combat radius in excess of 450 km (280 miles). The other one was a pure interceptor having a top speed of Mach 2.5 at 22,000 m (68,900-72,180 ft) and a combat radius in excesss of 350 km (217 miles). In 1965 the No. 601 Research Institute prepared four preliminary design projects two swept-wing designs with wings swept back 50° and 55° at quarter-chord, a version with double-delta wings swept back 50° and a pure delta with 57° wing sweep. A new operational requirement was handed down on 1st April 1966, specifying a combat radius in excess of 600 km (372 miles), an endurance of three hours and a maximum climb rate of 180-200 m/sec (35,420-39,360 fVmin). Initially the designers went ahead with the so-called J-9AIV - a tailed delta with two-dimensional lateral air intakes and a large ogival radome (similar to the future J-8 II). Yet it turned out that the tailed-delta configuration did not ensure the required performance and maneuverability, and the J-9A was dropped in favour of the J-9B-V version featuring a tailless-delta layout with 60° leading-edge sweep and a wing area of 62 m2 (666.66 sq ft) Then came a pause caused by the 'Cultural Revolution'; only in 1968 was it decided to resume the work on the J-9B-V with the intention to fly the first prototype by October 1969, timing the event to the PRe's 20th anniversary. Yet the major development problems facing the designers had not been resolved by early 1969, and the Ministry of Aircraft Industry put the J-9B-V on hold - only to revive the previously cancelled J-9A-IV! The originally selected Plant No. 112 in Shenyang had its hands full with the J-8, so the J-9 program was assigned to the new Plant No. 132 in Chengdu and the No. 611 Research Institute, which was to complete development of the fighter. Shounan Wang was appointed project chief at this stage. But the J-9 was not out of the woods yet. On the contrary, on 9th June 1970 the Chinese MoD altered the SOR again, demanding high manoeuvrability and a combat radius of 900-1,000 km (559-621 miles). The J-9 was now to have a TOW of 13,000 kg (28,660 Ib) and a top speed of Mach 2.5 at 25,000m. (82,020 ft) - which, at the insistence of the PLAAF command, was amended in November 1970 to Mach 2.6 at 26,000 m (85,300 ft). The J-9A-IV could not meet this new target, so it was 're-killed' - this time for good. Instead, the designers reworked the tailless J-9B-V and came up with a new configuration called J-9B-VI. This aircraft bore a certain resemblance to the SAAB J-37 Viggen, utilizing a canard-delta layout with lateral intakes; a single ventral intake was also considered. thehigh-set canard foreplanes of delta planform were all-movable, with a leading-edge sweep of 55° and a total area of 5.7 m2(61.29 sq ft); wing sweep and wing area were 60° and 50 m2 (537.6 sq ft). The powerplant was a WS-6 (Type 910) afterburning turbofan rated at 12,490 kgp (27,530 Ibst). However, because of the ongoing development problems with this engine the Soviet Khachaturov R29-300 afterburning turbojet rated at 8,300 kgp (18,300 Ibst) dry and 12,500 kgp (27,563 Ibst) reheat was chosen as an alternative powerplant, to be reverse-engineered as the WS-15. When Deng Xiaoping came to power in 1975, the SOR for the J-9 was finalised in February, envisaging a top speed of Mach 2.5 at 23,000 m (75,460 ft), a range of 2,000 km (1,240 miles) and a climb rate of 220 m/sec (43,300 ft/min). The fighter was to be armed with four PL-4 AAMs with infrared or semiactive radar homing; the fire control system was built around the Type 205 radar with a detection range of 70 km (43.5 miles) and a tracking range of 52 km (32.3 miles). In November 1975 the State Planning Commission allocated funds for the construction of five prototypes, the maiden flight being planned for late 1980 or early 1981. Yet in 1980 the program was finally terminated.
Shenyang J-1 0 heavy interceptor (project, first use of designation)
Very little is known about this interceptor, which was under development in the 1970s. The only evidence is a desktop model depicting a large twin-turbofan tailless-delta aircraft with shoulder-mounted wings and outwardcanted twin tails augmented by ventral fins. The tandem cockpits (the rear one apparently being for the weapons systems operator) and the raked two-dimensional air intakes bore a strong resemblance to those of the MiG-31 heavy interceptor (NATO reporting name Foxhound).
Shenyang J-11 light fighter (project, first use of designation)
Taking due account of the Vietnam War experience .of operating fighters from ad hoc 'ambush airstrips' to intercept US strike aircraft formations, in 1969 the PLAAF posed a 92 requirement for a light tactical fighter having short take-off and landing (STOL) capability. The aircraft was to be a replacement for the obsolescent J-6 and, to a certain extent, the Q-5 attack aircraft. Working together with the No. 601 Research Institute, the Shenyang Aircraft Factory explored three alternative concepts. The first one envisaged a powerplant of two up-rated WP-6 III afterburning turbojets; however, this engine was getting long in the tooth and may not have provided the required speed. The second version was built around a single WP-7 III afterburning turbojet; however, with the specified maximum take-off weight of 7,000 kg (15,430 Ib) the thrust/weight ratio would be marginal, severely limiting the fuel load and ordnance load. The third concept was based on an afterburning turbofan which did not yet exist. The designers proposed developing an afterburning version of the Rolls-Royce Spey 512 powering the Hawker Siddeley HS.121 Trident airliner. After a lengthy appraisal the third concept was selected for further development of a fighter designated J-ll . Preliminary development was completed in late 1971, and the resulting aircraft bore a striking resemblance to the French Dassault Mirage Fl. It had sharply swept shoulder-mounted wings with a leading-edge dogtooth; the conventional tail surfaces featured low-set stabilators and a small ventral fin. The single engine breathed through semi-circular lateral intakes with half-cone centrebodies. The long pointed nose was to house a Type 645 fire control radar. The armament consisted of two 30-mm cannons and up to four PL-2 or PL-5 AAMs, or air-to-surface weapons. The J-ll was to be 15.76 m (51 ft 81%2 in) long and 4.7 m (15 ft 5%4 in) high, with a wing span of 8.695 m (28 ft 62li4 in) and a normal TOW of 8,700 kg (19,180 Ib). The aircraft was to have a take-off run of only 500 m (1,640 ft), a range of 2,300 km (1,430 miles) and a maximum climb rate of 197 m/sec (38,770 ft/min) at 5,000 m (16,400 ft). The project did not materialise - for several reasons. Firstly, the intended powerplant proved unobtainable - it was impossible to purchase more Spey 512s or reverse-engineer the engine at that stage. Secondly, the competing J-12 project was much more advanced in its development. Hence the J-ll programme was terminated, the designation being reused much later for a Sukhoi Su-27SK derivative - ironically, also built by Shenyang.
Nanchang J-12 light fighter
A competing design under the same program was offered by the Nanchang Aircraft Factory. The aircraft was designated J-12. Lu Xiaopeng, Vice-Director of the factory's design department, was the project chief. The J-12 resembled a scaled-down version of the North American F-l 00 Super Sabre with some typical MiG features incorporated. The moderately swept wings were low-set, featuring a kinked trailing edge and a single tall boundary layer fence on each side at twothirds span; the tail unit comprised a sharply swept trapezoidal fin (plus a ventral fin) and low-set moderately swept stabilators. The afthinged canopy with a wraparound windshield was faired into a shallow fuselage spine. The single 4,050-kgp (8,930-lbst) WP-6B nonafterburning turbojet housed in the rear fuselage breathed through a circular nose intake similar to that of the MiG-19 but having sharp lips. The nose gear unit retracted forward, the main units inward into the fuselage (the landing gear was similar to that of the J-6). The armament consisted of two 30-mm cannons buried in the wing roots. In contrast with the J-ll, the normal takeoff weight was a mere 4,550 kg (10,030 Ib). This was due to the aircraft's small dimensions and to the large-scale use of titanium alloy, chemical milling and honeycomb structures. Thus, the J-12 was not just a light fighter but a bantam fighter. The work proceeded at a remarkably fast pace. Development began in July 1969; the concept was finalised in August 1969 and prototype manufacturing started at the end of the year. Serial led '01 Red', the first prototype made its maiden flight on 26th December 1970; it was followed by the second prototype ('02 Red') and a static test article. The tests ran surprisingly smoothly and the results were generally encouraging; the aircraft was more agile than the J-6. On 10th September 1973 the J-12 was demonstrated to senior Chinese politicians and military officials at Nan Yuan airbase near Beijing. The original version was 10.644 m (34 ft 11%4 in) long less pitot and 3.706 m (12 ft F%2 in) high, with a wing span of 7.192 m (23 ft 7%2 in) and a wing area of 16 m2(172 sq ft). The empty weight was 3,172 kg (6,993 Ib) and the maximum TOW was 5,295 kg (11,673 Ib). Maximum level speed at 11,000 m (36,090 ft) was 1,472 km/h (914 mph), the service ceiling was 16,870 m (55,350 ft), the maximum rate of climb was 180 m/sec (3,540 ft/min) and the maximum range on internal fuel was estimated as 1,167 km (725 miles). The take-off run was 450 m (1,480 ft). cated to a ventral position, folding upward to avoid ground damage (likewise in the manner of the J-7). Provisions were made for carrying two PL-2 AAMs. Again, three J-12s were built in the new configuration, including '145 Red' and '7112 Red'. The 'second maiden flight' took place in July 1975; by January 1977 the J-12 I had logged 61 hours 12 minutes in 135 test flights. A top speed of Mach 1.386 and a service ceiling of 17,410m (57,120 ft) were reached. Yet it was clear that the lightly armed J-12 with its relatively low performance would be unable to offer serious opposition to contemporary strike aircraft. Therefore in February 1978 the government finally pulled the plug on the program.
Shenyang J-13 light fighter (project)
Unlike the fighters described previously, this project was developed by the Shenyang Aircraft Co. as a private initiative. At the turn of 1971/72 the No. 601 Research Institute tasked SAC with holding a survey in 1972 in order to find out what kind of aircraft the Air Force and Navy wanted. The survey, which involved 12 PLAAF and PLANAF units, continued until late 1974. In early 1974 SAC also began probing the PLAAF leadership with a view to promoting their concept. As a result of this preparatory work a formal operational requirement for a fighter designated J-13 was issued on 24th April 1976. Apart from creating a multi-role combat aircraft able to compete with state-of-the-art foreign designs on the world weapons market, the designers at Shenyang apparently strove to get ahead of their competitors from Chengdu developing the J-9. Unfortunately they ran into the same technical problems as the competitors, the greatest problem being the lack of a suitable engine. Since the requirements to which the two fighters were being developed were basically identical, so were the proposed engines - the WS-6 was considered the first choice in June 1976, with the WS-9 (RollsRoyce Spey 202) as an option. Later, the R29B-300 also came into consideration. Large-scale research was done on the fighter's layout, about 20 possible configurations being considered and more than 3,000 wind tunnel hours being logged from early 1973. Known configurations show a single-engined aircraft with shoulder-mounted wings and a conventional tail featuring either small lateral air intakes or a single large ventral intake; the latter gave rise to the nickname 'Chinese F-16' when information about the project leaked into the Internet much later. Anyway, the powerplant issue was never resolved and in May 1981 the government finally cancelled the J-13 program.
