Made in China

Early development of the J-10, originally designed to be a high performance interceptor to replace large numbers of MiG-21-based J-7 and J-8 fighters and to counter fourth generation US teen-series fighters and the Soviet MiG-29, commenced in the mid 1980s. Changing requirements led to the J-10 becoming a true multi-role fighter with equal importance being given to the air-to-air and the ground attack/strike missions.

During the J-10’s development, new technological capabilities for Chinese industry were also developed, including in the fields of composite structures, advanced fly-by-wire flight controls and ‘glass’ cockpit avionics, engine design, and computer aided design and manufacturing techniques. Significant input is also believed to have come from Israeli and Russian scientists and industry, leading to the external similarities to the IAI Lavi, as well as the eventual use of NPO Saturn (Salyut) AL-31FN engines, developed from the engines used on the Sukhoi Su-27/Su-33 fighter. Israel is also reported to have supplied the Lavi’s fly-by-wire software to China for the J-10.

After a protracted development, the prototype J-10 reportedly flew for the first time in March 1998, and six pre-production aircraft entered limited service with the PLAAF’s 13th Test Regiment at the Cangzhou Airbase in Hebei Province in March 2003. After further tests and development, the final production configuration was frozen in early 2004, and the first unit to be equipped with production standard aircraft, the 44th Air Division / 132nd Fighter Regiment based at Luliang Airbase in Yuannan Province, was reportedly activated in July of that year.

Chinese media first officially revealed the J-10 in December 2006, presumably as a prelude to the aircraft being offered for export, revealing the aircraft had achieved an initial operational capability (IOC) with the PLAAF.

To date, it is thought about 100 J-10s have been built for the PLAAF out of a total requirement of about 300 aircraft.

The aircraft, which has more than a passing resemblance to the cancelled Israeli IAI Lavi of the late 1980s, retains many of the styling cues of the F-16 upon which the Lavi was based, albeit with a different wing planform and overall larger airframe. While the J-10’s nose, under chin air intake, large bubble canopy, and sloping mid and rear fuselage will be familiar to F-16 observers, the rear-set tail less delta wing and forward canards borrow heavily from both the Lavi and the Chengdu J-9 of the late 1960s which was cancelled in favour of the Shenyang J-8. The aircraft also has two ventral strakes on the lower rear fuselage, again reminiscent of both the Lavi and the F-16. The chin intake has movable intake ramp doors similar to those of the Eurofighter Typhoon, whereas both the F-16 and the Lavi have a fixed intake.

Chinese internet sources state the following dimensions for the J-10; a length of about 51 feet, a wingspan of about 32 feet, an empty weight of 21,490lbs, and an external load of 9900lbs. No numbers are given for maximum takeoff weight or any other tactically significant figures, although the basic numbers appear generally similar to those of early Block 30 F-16C/D models.

The J-10 is powered by a single Salyut AL-31F turbofan engine with reported ratings of 76.2kN (17,130 lb) dry, and 122.55kN (27,557 lb) with afterburning, putting the engine in a similar class to that of the P&W F100-220 which powers most Block 30 F-16s. Whilst a thrust-vectoring version of the AL-31FN has been developed, it is not known whether this engine has been tested on the J-10, despite vigorous marketing by Russia.

An indigenous development of the AL-31FN, designated the WS-10A was under development in the late 1990s and early 2000s by AVIC1 Aviation Engine Institute and the Shenyang Liming Aero-Engine Group, and was reportedly declared ready for production in late 2005. But the WS-10A is reported to produce less power than the Russian engine and so far has not been incorporated into the fleet.

A two-seat J-10S version has also been developed, and features a slightly longer forward fuselage to accommodate the second cockpit, and an enlarged dorsal spine for additional avionics.

The J-10 has 11 external hardpoints; five on the fuselage, and three on each wing. The aircraft can be armed with several types of short to medium range infra red air-to-air missile such as Chinese PL-8 (a licence built version of the Israeli Python 3), PL-11 (licenced MBDA Aspide), and the radar guided PL-12 which is reportedly a hybrid of a Russian R-77 seeker and a Chinese rocket engine.

Air-to-surface weapons include laser guided bombs, the YJ-9 anti-radiation missile, the C-802 land attack and anti-ship missile, and the older C-801K anti-ship missile. The aircraft is also fitted with an internal 23mm single barrel gun in the lower port forward fuselage, and can carry up to three external auxiliary drop tanks.

A laser targeting and designator pod can be carried on a port forward fuselage station below the intake lip, while photographs have shown what appears to be an externally carried navigation pod on the starboard forward fuselage station. Sources quote a variety of different types of radars have been trialled on the J-10, including Russian, Italian, Israeli and Chinese types. Many sources claim early production J-10s were equipped with a version of the Russian Phazotron Zhuk radar, similar to that fitted to the Su-27, while others state that a Chinese development of the Zhuk, the Type 1471 with improved air-to-surface modes, is now being incorporated in production.

Janes Defence Weekly reported in September 2006 that China was also developing a ‘Super 10’ version of the J-10 which would incorporate a more powerful, thrust vectoring engine, a stronger airframe, and a passive phased array radar.

OTHER DEVELOPMENTS

While the J-10 was in development, China was also modernising other elements of its air combat force structure.
Perhaps that which has received the most publicity in Australia was China’s acquisition of about 75 Sukhoi Su-27SK/USK Flanker B/Cs, followed by a subsequent licence build run of an additional 100 improved Su-27SKMs by the Shenyang company. Designated J-11 in PLAAF service and reportedly delivered with enhanced air-to-surface/strike capabilities, the locally built Su-27SKMs and the Russian built SKs are powered by AL-31F engines similar to those of the J-10. These aircraft replaced many older J-8 I/IIs and MiG-19-derived Q-5 attack aircraft in service, providing a huge leap in range and combat capability from these 1960s generation interceptors.

The PLAAF has also acquired about 50 Su-30MKK Flanker G strike fighters from KNAPPO, while the PLA-N operates 26 SU-30MK2 maritime strike aircraft which can employ the formidable radar guided Kh-59Mk anti-ship cruise missile. China is also reportedly developing a J-11B variant of the Su-30MKK which will be powered by the indigenous WS-10A engine, will have a Shedian-10 phased array radar, and will employ the PL-12 radar guided air-to-air missile in place of the Russian R-27 and R-77. No production details of this variant are available, although some reports put the total PLAAF/PLA-N requirement at about 400 Su-27/J-11/Bs.

China has also developed the Xian Jian Hong-7 (JH-7) maritime strike fighter, also known as the FBC-1, to replace numerous Q-5s in service. Powered by two 91.25kN (20,515lb) WS-9 engines which are reportedly reverse engineered copies of the Rolls-Royce Spey Mk.202 which was used in Hawker Siddeley Trident airliners in China, the JH-7 first flew in 1988 and, after a protracted development and test program, entered limited service with the PLA-N in the late 1990s. The JH-7 was replaced in production by the improved JH-7A in 2004, and most of the original aircraft have apparently been retrofitted with new radars, improved avionics and flight control systems, and additional weapons stations to bring them up the JH-7A standard. Loosely resembling an Sepecat Jaguar in configuration, albeit in a much larger airframe, the JH-7A has a reported maximum takeoff weight of more than 60,000lbs and a weapons load of precision bombs and anti-surface missiles in excess of 18,000lbs, although it is said to have relatively poor range and endurance thanks in part to its older engine design.

China has also been developing new and improved versions of the Soviet-era Xian H-6 bomber. The original H-6D/E, which was reverse engineered from the Tu-16 badger A/B and able to only employ dumb bombs, first generation anti-ship missiles or nuclear free fall weapons, was produced at a relatively slow rate between 1968 and 1990, with about 120 aircraft reportedly entering service with both the PLAAF and PLA-N during this period. Upgrades to the H-6D/E include the H-6H which was retrofitted to employ up to four KD-63 guided cruise missiles from wing stations, and an undisclosed number of H-6U air-to-air tanker conversions.

Perhaps of more interest are recent reports of a series of new build variants entering service. Reports indicate the H-6K is capable of carrying up to six cruise missiles on wing pylons and fitted with an auxiliary fuel tank in the bomb bay. Some analysts also claim this variant is fitted with much more efficient turbofan engines which would give the H-6K considerable improvements in range and endurance over its turbojet powered predecessors.

While China’s air forces have traditionally been associated with vast numbers of local versions of Soviet era combat aircraft with little autonomy or flexibility in their missions, since the end of the cold war there’s no doubt that, the tide has turned and China, like the west, has looked towards developing multi-role combat aircraft with the flexibility to be employed in air combat or strike missions, and supported by force multipliers such as tankers, AEW&C and precision weapons.

Whilst the J-10, J-11 and JH-7 appear to represent the current pinnacle of Chinese aerospace capabilities, there are reports that a fifth generation fighter dubbed ‘J-XX’ and employing F-22-like stealth shaping, advanced avionics and internal weapons bays, is also under development.