Chengdu J-10 Information

Introduction:
After decades of purchasing Russian aircraft and weaponry to close the gap in aerospace technology, China has decided to participate in its own fighter jet programme. The programme began in 1984 and later when revealed in 2002, it became the aircraft known now as the J-10. The J-10 was developed by 611 Aircraft Design Institute and built by Chengdu Aircraft Industry Corporation The J-10 shows many similarities with the cancelled Israeli prototype Lavi and reports show that the Chinese could have very possibly purchased the Lavi designs from Israel. Nonetheless, the J-10 is claimed to be an indigenious product, designed by Chinese designers and for the PLAAF. The People's Liberation Army Air Force (PLAAF) expects 300 J-10, in single and two seats, to be built.

Specifications:

General Characteristics 

Crew: 1
* Length: 14.57 m (47.86 ft)
* Wingspan: 8.78 m (28.75 ft)
* Height: 4.80 m (15.75 ft)
* Wing area: 33.00 m² (355.2 ft²)
* Empty weight: 9,750 kg (21,500 lb) (some sources say 6,940 kg (15,300 lb))
* Useful load: 4,500 kg (9 920 lb)
* Maximum gross takeoff weight: 18,400 kg (40,565 lb)
* Powerplant: 1× Lyulka-Saturn AL-31FN turbofan, rated at 79.43 kN dry, 122.58 kN with afterburning (17,857 lbf, 27,557 lbf)

Performance

Maximum speed: Mach 1.2 at sea level; Mach 2.0 at altitude (1470 km/h, 913.4 mph; 2450 km/h, 1522 mph)
* g-Limits: +9/-3 g (+88/-29 m/s², +290/-97 ft/s²)
* Range:
o Combat radius: 550 km (300 nm, 340 mi)
o Maximum range: 1,850 km (1,000 nm, 1,150 mi)
* Service ceiling: 18,000 m (59,055 ft)
* Rate of climb: m/s (ft/min)
* Wing loading: kg/m² (lb/ft²)
* Thrust/weight: at least 1:1

Armanent

Guns: 1× 23 mm internal cannon
* Hardpoints: 11, 3 under each wing and 5 under the fuselage
* Missiles:
o Air-to-air: PL-8, PL-11, PL-12, R-73, R-77
o Air-to-surface: YJ-9, YJ-9K
* Bombs: laser-guided bombs, unguided bombs

Design:

The J-10 is a single-seat, delta winged aircraft powered by a single, Russian-designed AL-31FN turbofan (maximum static power output of 12,500 kgf (123 kN, 27,600 lbf)). The airframe possesses a large vertical tail, as well as canards placed near the cockpit. The air intake is rectangular in shape, and is located beneath the fuselage. Construction likely incorporates much use of composite materials, as well as more conventional metals. Performance is generally speculated to be within the class of a late-model F-16, although maneuverability is thought to be superior (possibly within the range of some early fifth generation Western fighters). A bubble canopy provides 360 degrees of visual coverage for the pilot.

It was reported in November 2005 that a first batch of AL-31FN thrust vectoring engines had already been received from Russia for use in J-10s. A second batch was supposed to arrive later that year, and the rest would arrive by mid-2006. On 9 January 2006, it was claimed that these new engines were actually termed AL-31FN M1, and would be used in a new advanced version of the J-10 called the "Super-10". Regardless of how they are eventually used, thrust vectoring will boost the J-10's maneuverability.

Avonics:

A digital, quadruplex fly-by-wire system aids the pilot in flying the aircraft. Information is provided visually to the pilot, in the form of three liquid crystal Multi-Functional Displays within the cockpit. Western-style HOTAS (Hands On Throttle And Stick) controls are incorporated in the J-10's design.

The radar type equipping the J-10 is not yet known; possible candidates include the Russian RP-35, the Israeli EL/M-2035, the Italian Grifo 2000 and the domestic JL-10A. A comprehensive Electronic countermeasures (ECM) package is likely to be present, including active jammers.

Note: As of 2005, the JL-10A fire control radar has been incorporated into the JH-7A (JH-7, the evaluation batch, uses Type 232H FCR). Some evidence suggests that a derivative of the Type 1421 on later J-8 models has been selected. This could be the KLJ-3 FCR.

Power Plant:
The initial low-rate production J-10s are powered by the 27,500lb-thrust (120kN) Russian Lyulka-Saturn AL-31F turbofan rated at 17,857 lb (79.43 kN) dry and 27,557 lb st (122.58 kN) with afterburning. The same powerplant is also being used by Chinese air force's Su-27s and Su-30s. Lyulka-Saturn reportedly delivered 54 AL-31F turbofan engines to China between 2002 and 2004. These are the AL-31FN model with special modifications to be fitted in the J-10.

China is also developing its own WS-10A turbofan powerplant, and it could be fitted on the later versions of the J-10. An all-aspect vectored-thrust version of the AL-31F was revealed for the first time at Zhuhai Air Show 1998, leading to speculation that this advanced engine may wind up on the J-10, potentially conferring phenomenal manoeuvrability.

Weaponary:
The fixed weapon on the J-10 is a 23mm internal cannon. The aircraft also has 11 stores stations - six under the wing and five under the fuselage. The inner wing and centre fuselage stations are plumped to carry external fuel tanks. Fixed weapon is a 23-mm inner cannon hidden inside fuselage.

In addition to the PL-8 short-range infrared-guided air-to-air missile reportedly derived from Israeli Rafael Python-3 technology, the J-10 could also carry Russian Vympel R-73 (AA-11) short-range and R-77 (AA-12) medium-range missiles equipped by Chinese Flankers. It may also be fitted with indigenously developed PL-11 or PL-12 medium-range AAM for BVR combat.

For ground attack missions, the J-10 will carry laser-guided bombs, YJ-8K anti-ship missile, as well as various unguided bombs and rockets. Some missiles currently under development such as the YJ-9 ramjet-powered anti-radiation missile may also be carried by the J-10.

Engine:

The Lyulka-Saturn Al-31 turbojet is the main Russian engine for modern fighter aircraft. Numerous modifications of the Al-31 have been produced, including the world's first supersonic jet engine with a thrust-vectoring nozzle. Various versions of this engine are used on Su-27, Su-27SK, Su-27UBK, Su-30MKK produced for China's PLAAF, Su-30MKI produced for the Indian Air Force and other fighter and fighter-bomber aircraft. The Al-31FN - a development of the Al-31F - was created in 1992-1994 and features increased thrust, fadec control with hydraulic fuel pressure-activated back-up and significantly improved fuel economy. The Al-31FN is used on Su-32 (Su-27IB), Su-27SM (Su-35) and Su-32FN permitting these aircraft to have a maximum range of well over 4,000 km on internal fuel. The initial delivery of Al-31FN engines to China took place in 2001-2002 and numbered some 54 non-thrust-vectoring engines. China's CEC is also believed to have successfully negotiated with Russia license production of Al-31 engines. Later models of the J-10 are likely to use the thrust-vectoring version of the Al-31FN.


The Al-31-series engines proved to be reliable, relatively simple to maintain and offering great performance. Design work on the Al-31 begun in 1963 and the first prototype of the engine was tested in 1974. In 1986 a P-42 (modified Su-27 prototype) powered by two Al-31F engines set 32 time-to-height records. Recent computer simulations conducted by the US Air Force and Boeing showed that an Al-31FP-equipped Su-30MK outperformed the F-15C in a diverse range of engagements. A basic comparison of the Al-31FN (developed in 1992-1994) and the F100-PW-232 (the ultimate version of the Pratt & Whitney F100 developed in 1999-2001 and designed to be retrofitted to the F-15 and F-16 fighter aircraft) reveals that the Russian engine provides near-identical performance while being more than 300 kg lighter (not to mention substantially less expensive). The next generation of Russian turbofan engines - the Al-41 - offers a dramatic increase in power and reliability. The Al-41 is currently being tested on Su-47, MiG MFI and Su-32FN. The Al-41F is planned as the future engine for the LFI project.

Programme History:

The program was conceived in the early 1980s, to counter new fourth generation fighters then being introduced by the USSR (namely, the MiG-29 and Su-27). Initially designed as a specialized counter-air fighter, it was later remade into a multirole aircraft capable of both anti-air combat and ground attack missions. It has been argued that the J-10 is based on the now cancelled Israeli Lavi. [1]

Having been designed under much secrecy, many details of the J-10 remain unknown and are subject to much speculation. The first flight of the J-10 took place sometime in 1996, but the program suffered a major delay due to a fatal accident which occurred in 1997. This incident was thought to be the result of errors in the J-10’s fly-by-wire system. A redesigned prototype flew in 1998, resuming flight testing of the aircraft. Service entry into the PLAAF occurred in late 2005.

It was reported by Jane's Defence Weekly on 9 January 2006, that a more advanced version of the J-10 is planned, "referred to as the Super-10, with a more powerful engine, thrust-vector control, stronger airframe and passive phased-array radar." [2]

So far the J-10 has been offered only to Pakistan for export as F-10. The President of Pakistan, General Pervez Musharraf, was shown the secret J-10 & JF-17 production facility in late February 2006. He also sat in the cockpit of both aircraft. On his way back he told the press that he had visited the J-10 production facility and that the Chinese had offered to sell the aircraft to Pakistan. He later said that Pakistan and its air force will certainly consider the offer. On April 12, 2006 the Pakistani cabinet approved the purchase of at least 36 J-10s under the designation "FC-10". Pakistan is the largest importer of Chinese military hardware. Its air force flies over 180 F-7 aircraft made by China. In addition, Pakistan is a 50% partner in the FC-1/JF-17 Thunder and K-8 Karakorum advanced jet trainer projects.

J-10B Fighter Trainer:
The J-10B is the two-seat fighter-trainer variant of the J-10 multirole fighter aircraft. The forward fuselage of the aircraft was stretched to accommodate an additional pilot seat. Two pilots sit in tandem in the two-seat cockpit with one single large bubble canopy. The aircraft also has an enlarged dorsal spine to accommodate additional avionic equipment or fuel. As well as serving as training aircraft, the J-10B may also be used for the ground attack role where the rear seat pilot acts as the weapon operator.

The J-10B development began in 2000 and the aircraft made its maiden flight on 26 December 2003. Flight tests of the aircraft completed in 2005 and the batch production of the aircraft possibly began in 2006.

                                                               Trainer Aircraft Photo
Deployment:

On 10 March 2003, six pre-production single-seater variant J-10s were delivered to the Flight Test & Training Centre, an experimental unit of the People’s Liberation Army Air Force (PLAAF) located in Cangzhou, Hebei Province. Carrying serial number 60X8X, these aircraft were used for operational test and evaluation.

In August 2004, the first operational J-10 regiment was formed within the PLAAF 44th Air Division based at Mengzi, Yunnan. The regiment was equipped with about 27 J-10 fighters, including at least one J-10S two-seater fighter-trainer. These aircraft carry serial number 50X5X.

In 2005, the second operational J-10 regiment was formed within the PLAAF 3rd Air Division based at Wuhu, Anhui Province. The regiment was equipped with 25~30 J-10 fighters in both single-seater and two-seater variants. The serial numbers for these aircraft are 10X4X.

A TV report by the Chinese state media in June 2007 confirmed that the PLAAF 2nd Air Division based at Suixi, Guangdong Province now also has a J-10 regiment, possibly using serial number 10X3X.