Flight fire control system
At first, the lion digital redundancy flight control software obtained by China was only a part of the whole software. In addition, the design requirements have been changing, so Cheng Fei has made great efforts in software design. The research on digital fly-by-wire flight control in China has already had a certain foundation, including 歼 6 stabilizer and 歼 8IIACT, all of which are important flight test aircraft for fly-by-wire flight control. 6 1 1 It took only three years to learn about Israel's fly-by-wire technology, and ADA was used to successfully develop the digital four-degree fly-by-wire control system software, which was praised by the outside world. Even the corresponding system of Russians is only being studied at the same time.
J-10 adopts digital wired transmission system and reasonable pneumatic design, which has considerable maneuverability. Might as well study it from some public articles. In the article "Study on the Anti-load Performance of an Airborne Molecular Sieve Oxygen Making System and Its Supporting Anti-load Equipment of a New Fighter", it is mentioned that "the physical performance test of the anti-load system was carried out with the airborne molecular sieve oxygen making machine and standby oxygen as oxygen sources respectively, and a total of 10 subjects participated, including dual-purpose pants with anti-load compensation, anti-load positive pressure breathing and anti-load system equipment". The key word is "anti-6.5G lasts 30 seconds, anti-9G lasts 10 seconds". In this system, the anti-load performance of dual-purpose pants with anti-load compensation, anti-load pressure regulator, anti-load positive pressure breathing and anti-load system equipment is 2.08G, 1.92G and 3.92G respectively. Six subjects who participated in the anti-6.5g/ 10s test and three subjects who participated in the anti-9g/ 10s test all passed successfully. The conclusion is that the system meets the maneuverability requirements of the new fighter. Hehe, it can be compared with F- 16 in terms of overload resistance.
As for radar, it is expected to adopt domestic pulse Doppler radar with the radar number of 149X, and domestic phased array radar will be adopted for a long time. According to general speculation, the search range of J-10 pulse Doppler radar is almost between 100 and 130 kilometers, and the attack range is about 80 to 90 kilometers, which can deal with at least two targets at the same time. Because radar is also the weakness of China's military industry, it is also very difficult to develop fire control radar for J-10. Only Nanjing 14 Electronics Research Institute can undertake this important task in China. Without a good radar, J-10, no matter how good its performance is, will only be unable to attack low-altitude targets, lacking the multi-purpose capability of previous types of combat aircraft. It is said that the J-10 is the first fighter plane successfully developed by China's matching radar before the aircraft itself. This radar is closely related to APG-66/68 radar adopted by F- 16 in the United States. In addition, domestic fighters such as J-7 and J-8 have begun to be equipped with self-designed missile warning devices and electronic warfare equipment. J-10 has significantly increased these equipment, and there are related radomes and photoelectric equipment fairings in many places on the fuselage. The corresponding radome technology also needs special research and manufacture, otherwise it will not give full play to the radar's due performance. During the period of 1987, the radome was researched by Nanjing glass fiber research and design institute, and finally woven with glass fiber copying fabric, which was successfully applied to TS missiles and other important supporting components of national defense and military industry.
At the level of electronic equipment, we can see some doorways from cockpit displays and instruments. It is estimated that J-10 will adopt the cockpit layout with three color downward displays and one head-up display. Two of them show the flight and weapon status, and a large down-looking display is used to output the digital map returned by pulse Doppler radar and switch the head-up display image. Because the layout scheme of J-10 display equipment was determined in the early 1990s, compared with the layout of FC- 1 "Xiaolong" cockpit display equipment that appeared after 2000, it is slightly outdated and still retains a large number of electromechanical instruments. However, it should be pointed out that the display equipment is only the output terminal of the whole flight fire control system and cannot fully represent the overall level of a fighter. At the initial stage of development, the possibility of introducing foreign HUD software was studied. Later, Cheng Fei developed his own software and solved the HUD problem. By around 2007, due to the progress of domestic research and production of diffractive head-up display, it is expected that J-10 fighter may be gradually converted into a new head-up display.
According to the usual layout of fighter cockpit in the world, the control of J-10 must be the way of the central joystick refueling door handle. In addition, the indispensable equipment in the cockpit also includes: spare electromechanical instruments and other various equipment control buttons. At present, it is basically certain that the LCD of J-10 adopts the products of Suzhou Changfeng Factory. This product is a cooperative product of Changfeng factory and American manufacturers, and its performance is the same as that of the existing LCD of the US military. Liquid crystal display is quite expensive, the price is100000 RMB.
Because J-10 is a fighter with the most electronic systems and the most complex functions in China, its electromagnetic compatibility is also a very worthy study. At present, J-10 has passed all the tests of Southwest EMC Supervision and Testing Center under Cheng Fei, and EMC is not a problem. The center has a complete set of electromagnetic interference automatic data acquisition system and a complete set of electromagnetic sensitivity automatic test system imported from the United States.
electric power system
Engine has always been the weakness of China aviation industry, and it is also a difficult problem that puzzles J-10. Before making bad friends with the West, it is said that China obtained the turbofan engine core engine of the third generation fighter of the United States and started the development of the domestic turbofan-10 engine. However, due to the poor foundation, the turbofan, like the development of turbofan -6 and turbofan -9, is extremely tortuous and difficult, which basically can not meet the requirements of the development progress of fighters. So in the 1990s, relevant departments began to turn to Russia for help. 1998 in March, a western military attache in Beijing revealed that the first J-10 equipped with Russian-made AL-3 1FN turbofan engine had been assembled and just made its maiden voyage. However, it is certain that J-10 will eventually adopt a turbofan engine specially improved for it, and its performance is similar to that of F- 100, F- 1 10 and other American third-generation fighter engines. The turbofan-10 is the first turbofan engine with thrust-to-weight ratio of 8- 1, large thrust, dual rotors, mixed exhaust and afterburner developed in China according to GJB24 1-87. Used as the power plant of J-10 and J-1series aircraft, following the core engine.
1987, based on the introduction of CFM56 core engine, Shenyang Aero-Engine Design and Research Institute took F 1 10 engine as the imitation object and developed it in a semi-research and semi-imitation way. In the 1990s, with the implementation of the 906 project, the Russian-made ал-31Ф series engines were introduced, and the research institutes also used the design technology of related models for reference. 1989 turbofan 10 verification machine was put into trial operation on the platform, and 1997 entered the PFRT stage. On June 6, 2002, J- 1 1WS made its first flight and entered the final flight test stage at the end of 2003. Because the development progress of turbofan-10 series is seriously lagging behind, it is necessary to introduce AL-3 1 series for emergency. Therefore, the design bureau of Russian AL-3 1 specially improved the model AL-3 1FN (pictured above) and changed the appearance of the casing to adapt to the existing design of J-10. The engine thrust 122.5kN, length 5m, diameter 1. 18m, inlet diameter 0.9 1m, fuel consumption 0.699kg/DaNh and weight 1759kg. These data are different from Al-3 1. In addition, Russia also demonstrated the improved vector nozzle model of AL-3 1FN at the 2002 air show.
As mentioned earlier, if J-10 wants to use different engines, it is necessary to change the fuselage design, and the shape of the rear fuselage is also strange. This kind of midway change will inevitably pay the price of performance, and its severity is incalculable. The internal structure of the fuselage is bound to change, and it is inevitable that there will be difficulties in "cutting the foot to fit the shoe". It is certain that the thrust-to-weight ratio of J-10 engine should reach about 8.5, and the thrust-to-weight ratio of the whole engine obviously exceeds 1. What needs to be emphasized here is that J-10 faced the embarrassing situation that only foreign engines were available for a long time after the first prototype was manufactured. By June 5438+ 10, 2004, Moscow Salute Company had completed a two-year contract to export AL-3 1FN engines to China, and * * * provided 54 AL-3 1FN engines. It was originally planned that the domestic turbofan was successfully finalized in 2002, but it was not until 2004 that good news came from the domestic turbofan engine, and J-10 was finally expected to get a "domestic heart".
In 2005, the turbofan-10A engine passed the initial life test, which indicated that the engine had successfully completed all the tests of design finalization. The development of this type of engine lasted 18 years, which condensed the hard work of two generations of aviation people. On May 27th, 2005, 1 1, the long-term test run of turbofan engine design was officially started on the 606 test bench. After 85 days of test run, the specified long-term test subjects were completed, and the long-term test run of turbofan design 10 successfully passed the assessment of the Navigation Department, and the final assessment project was planned to be completed in 2005. Especially after the establishment of China No.1 Airlines, this key engine was listed as a key project, and all participating research units made great efforts to break through many difficulties with enthusiasm and enterprising, and finally achieved a qualitative breakthrough in the development of aero-engines in China. China aero-engine manufacturing technology has reached a new level after Kunlun and Qinling engines. In order to solve the problem of fan surge margin, eight fan schemes have been demonstrated and designed, and the schemes currently used have been determined through many tests. Engine development 15 years, * * * trial-produced 24 engines, with an average of less than 2 engines per year. The machining cycle of turbine blades of this engine is 12~ 15 months, while the machining cycle of similar blades in Russia is only 4~6 months. The processing cycle of this engine 1 class fan blade (large blade with shoulder) is 10~ 12 months, while the processing cycle of similar blades of RR Company in Britain is 6~8 months. "
Two-seat ejection test chart
In February 2006, at the working meeting of the Engine Division of the First Aviation Group, the turbofan-10 project was finally officially declared successful, and all the ground test and flight test tasks were completed according to the relevant technical requirements, and the design was finalized. The turbofan-10 was named "Taihang". The chief designer is Zhang Enhe from the First Institute of Aeronautical Power.
In 2007, when interviewed, some experts and test pilots said that the performance of AL-3 1FN is better than that of turbofan-10A, and the acceleration, air starting envelope and ground starting time are better. At present, the ground start-up time of turbofan-10A is about 90 seconds, while that of AL-3 1FN is only one minute. To start the windmill after stopping in the air, the lower speed limit of turbofan-10A is about 600 km/h, and that of AL-3 1FN is only 450 km/h. In terms of acceleration performance, AL-3 1FN only needs to speed up for 5 seconds, while turbofan-1fn only needs to speed up. Among these shortcomings, the most important is the air start envelope, because J-10 is a single-engine aircraft. After stopping, you need to reduce the height to increase the speed. If the parking height is low, there may not be enough height to accelerate to 600 km/h, then the plane can only parachute and abandon the plane.
The following quotes the analysis of netizen aliasmaya.
What a family says is mostly speculation. Please criticize and correct me! I also very much hope that you can comment on the acceleration performance, windmill characteristics, starter and adjustment scheme of turbofan 10. Regarding the starting problem of turbofan 10 in air windmill, if you are interested, it is suggested to consult the paper published in a certain issue of Aeroengine in 2004. Zhang has a special discussion on this. Based on the improved fuel supply law, the engine ground starting test and air windmill starting test were carried out, and some data were obtained. The left boundary of air starting: H = 4 km, Ma=0.52, Vb = 500km/h ... The concept of engine "windmill" refers to that the engine stops running for various reasons, but it continues to rotate under the comprehensive action of aerodynamic force, rotor inertia and resistance moment, and it is stable at a certain speed in a short time. It is very important to start the engine in the air windmill.
ал-31Ф has good pungent property, large compressor surge margin, strong distortion resistance (temperature and pressure), and good combustion chamber ignition characteristics (remember that there are 28 nozzles and 20 in Taihang), which is very beneficial to improve the engine acceleration performance (but it needs to be exchanged for weight), and the acceleration line can be larger. Russian hybrid control system is considered as a model of hydraulic machinery-analog electronic control system design. I think the introduction of piecewise compound control law in the manual is really nerve-racking! I admire their designers' ingenious realization of engineering application. I think that transplanting ал-31Ф hybrid control system to turbofan 10 will cause many problems, and it is a process of continuous exposure and improvement in a certain period of time. At present, the acceleration, starting time and starting boundary of turbofan 10 are narrow, which seems to be related to the incompatibility and mismatch of the prototype adjustment scheme. The adaptive improvement needs to be developed on the basis of thoroughly understanding the design principle of the prototype and absorbing its essence (this tests the ability of 1 13 and 6 14, and it is estimated that the cost of inviting foreign aid is high.
In addition, the ignition characteristics of the main combustion chamber need to be improved (the ignition boundary between lean and rich oil is relatively narrow), which is a congenital problem and inherited from F 10 1. I have seen many papers talking about this aspect, and put forward improvement measures, such as improvement and optimization of acceleration control, analysis of starting characteristics of air windmill, improvement of ignition characteristics of combustion chamber and so on. As for the start-up time of turbofan 10 is longer than ал-31Ф, I guess there are several possible factors, such as the power of gas turbine starter is not strong enough, the ignition speed of turbofan 10 is relatively high, and the disengagement speed of starter may be higher than ал-3/kloc-0. 20%, ал-31Ф is about 15%. Because of the small air flow and low pressure in the main combustion chamber, the pneumatic atomization performance is poor during the start-up process and at low speed, and the boundary of lean oil flameout is narrow. I remember this is a "special problem in two-phase combustion" in the textbook, so I chose a higher speed point. The key is that the combustion chamber has an appropriate oil-gas ratio to ensure reliable ignition and stable operation, which also depends on the design of oil supply scheme. The turbofan 10 adopts the starter developed by 608 (I don't know if it means гтдэ-17, as shown in the figure), and the power-increasing type is still under development. I guess the gap in the start-up of the air windmill is still due to the adaptability between the ал-31Ф regulation scheme and the windmill characteristics of turbofan 10. At present, FADEC is not used in turbofan 10. In addition, it is necessary to improve the ignition characteristics of the main combustion chamber. It is one of the urgent measures to replace the domestic 6 14 electric modulation with turbofan 10 and give full play to the performance potential of the engine. The flame tube head of turbofan 10 is designed to be lean (the pursuit of high temperature rise can obtain high pre-turbine temperature, so it is necessary to increase the oil supply, but at the same time, to prevent smoking, it can only increase the air intake, resulting in a decrease in the oil-gas ratio, which is prone to lean flameout in low working conditions), and the ignition characteristics and stability are relatively strict.
Some measures to improve the starting performance of windmill can be added with the reliability of oxygen supplement system and ignition device. Maybe there is a ал-31Ф start-up oxygen supply system? I guess ал-31Ф has good acceleration, which may be largely due to the high surge margin. Shortening the acceleration time requires more turbine surplus power, that is, rapidly increasing the pre-turbine temperature T4. During the acceleration process, the oil supply needs to be increased rapidly (within the limit, the bigger the better), but the increased T4 will have an adverse effect on the stable operation of the high-pressure compressor (it tends to the surge boundary, because the inertia of the high-pressure rotor is large, and the increase of speed cannot keep up with the increase of T4). If the surge margin of the compressor is large, the acceleration line can deviate from the steady-state working line to a greater extent, that is to say, a shorter acceleration path can be taken. The high pressure ratio and stage load level of turbofan 10 high-pressure compressor may be one of the factors leading to poor engine acceleration.
Structural technology
In terms of airframe structure and manufacturing technology, J-10 is definitely the third generation fighter in the world. J-10 wing body fusion and large delta wing layout increase the volume of internal fuel tank, which is helpful to solve the short-range problem of China fighter. Due to the development of composite materials technology in China, it is believed that the dosage of J-10 composite materials should reach the level of the international third generation fighter. Beijing Institute of Aeronautical Manufacturing Engineering undertakes the tasks of J-10 composite parts manufacturing, titanium alloy thermoforming, frame and rib parts NC machining, wing panel shot peening, computer aided manufacturing (CAM) software development, honeycomb core modeling and so on, and also provides composite resin and honeycomb core. The above work has promoted the development of design and manufacturing technology of composite honeycomb sandwich components in China. After the first flight of 1998, the institute won the "first flight collective merit". At present, J-10 composite vertical tail and internal and external lift ailerons are still produced in small batches in this institute.
J-10 is equipped with a deceleration parachute cabin at the root of the vertical tail. Umbrella is developed by Hongwei Machinery Factory, which has long developed and produced deceleration umbrellas, parachutes and bomb umbrellas. It is a cross-shaped structure similar to Su -27. The nose landing gear of J-10 is two-wheeled, so it may be put back for landing or rough landing. The nose landing gear was three "new" products when it was developed. Cheng Fei Company organized four commandos and more than 80 people to tackle key problems. Machine tool modification, experiment and product trial-manufacture were carried out in parallel. Among them, the scientific research team headed by Zhang Lin, one of the top ten outstanding young job experts in China, transformed the company's ordinary lathe into a multi-purpose lathe, successfully realized the extrusion and thread rolling of the front landing gear, and achieved various technical indicators. Its tires were developed by Shuguang Rubber Industry Research and Design Institute of china rubber Group, which has rich experience in producing rubber tires for Boeing and other large passenger planes. The new main landing gear is under the fuselage and it is estimated that it needs to rotate at the same time. However, the hatch cover has a strange shape, which can be said to be ugly. The landing gear of J-10 adopts carbon brake wheel, carbon brake disc and anti-oxidation coating developed by our country. The above-mentioned equipment passed the technical appraisal organized by China Aviation Airborne Equipment Corporation, and was installed and tested on 9 1. In 1997, the whole aircraft successfully made its first flight.
weapon system
The landing gear layout above is similar to F- 16 and Gust, which gives up the precious space under the wing and is convenient for carrying more external weapons. It is estimated that the external points can reach 1 1. As far as we know, due to the change of fuselage design, the number of hanging points of J-10 is changed to ***9, 3 in the belly and 3 under the wing. The picture on the left shows the early pylon layout scheme of J-10. Speed brake is divided into four parts, which are located on the upper and lower surfaces of the rear part of the wing-body fusion body.
J-10 is still equipped with a fixed machine gun, which should be a 23-3 double-tube 23mm machine gun, arranged below the air inlet of the aircraft belly. With the development of air-to-air missile technology, the idea of canceling fixed guns is close to realization again. For example, some models in eurofighter typhoon are not equipped with fixed guns. On this premise, J-10 follows the 23-3 machine gun with backward performance, but it is stable and reliable and should be excused.
Air-to-air weapons include various types of "Thunderbolt" series air-to-air missiles. At present, the available combination is Thunderbolt -8 short-range air-to-air missile imitating Israel's strange snake -3, plus domestic Thunderbolt-1 1 medium-range semi-active radar guided missile. Domestic active radar guided missiles will be used in the future. The aiming helmet with off-axis emission angle of 120 degrees, which is often used on the road in public exhibitions, should also be applied. By 2004, J-10 did not have accurate ground attack capability. China's airborne photoelectric detection pod is mature, so in the near future, J-10 can use a variety of precision-guided air-to-surface weapons, including laser-guided bombs, and C-80 1 anti-ship missiles are expected to be few. Notice the projectile hanging under the wing in the picture below. What model does it look like? At the same time, the speed brake can be clearly seen in this picture.
With the release of the SD- 10 medium-range active radar guided missile carried by FC- 1, J-10 will have more powerful weapons. At present, the operational altitude of SD 10 has been determined to be 0 ~ 25km, the maximum launching distance is 70km, the maximum speed is Mach 4, and the maximum service overload is 38g. The bomb has a length of 3850mm, a diameter of 203mm, a wingspan of 674mm and a weight of 180kg. According to media reports, in August 2002, a regiment "made great contributions to the third generation aircraft developed by China with domestic air-to-air missiles", and the regiment "successfully completed the test mission of a certain type of missile again" with the characteristics of "no matter after launch". The third generation aircraft mentioned here probably refers to J-10, and the new air-to-air missile "no matter after launch" is presumed to be "Lightning-12", that is, the domestic number SD 10. The picture below shows SD- 10, the late chief designer of the air-to-air missile research institute, Comrade Dong Bingyin, who was in charge of the missile development.
In 2006, a picture of J-10 carrying lightning-12 air-to-air missile appeared in the magazine. As for the relationship between SD 10 and Thunderbolt-12, there is no authoritative statement so far.
It is also an interesting question to distinguish between thunderbolt-1 1 and thunderbolt-12. If we can see the original appearance of the missile, the difference between the two is very obvious. If you can only see part of it, you can pay attention to the position where the long cable fairing protrudes from the projectile. The fairing of Thunderbolt-1 1 is on the side, and the fairing of Thunderbolt-12 is directly below.
The production technology of J-10 is also a noteworthy problem. Although technology does not represent the performance of aircraft, it reflects the basic level of industry in the whole country. The fuselage of the 歼 7E is obviously much more beautiful and smoother than the previous domestic fighters, so it can be concluded that J-10 is not bad. In fact, J-10 also adopts the unique composite materials of the third generation machine, high-strength metal materials (mainly titanium alloys) and other technologies. Although not used much, I have mastered these technologies after all. Cheng Fei's J-7 is the first industrial product in China to adopt advanced design technologies such as CAD/CIMS. Starting from 1989, Cheng Fei took the lead in realizing the application of CIMS, a key project of 863, and made great contributions to the successful development of J-10, and won the first prize of scientific and technological progress of 1996 Aviation Industry Group Corporation and the second prize of 1997 National Technological Progress Award. At the same time, Cheng Fei has cooperated with Boeing and other foreign companies for a long time, outsourcing the production of Boeing passenger aircraft parts or cabins, accumulating a large number of advanced western production technologies, experience and management methods, and greatly improving the quality of personnel. This is conducive to the development of new fighters in Cheng Fei. The modern and beautiful Cheng Fei workshop is equipped with sophisticated CNC machine tools. Compared with the picture of J-8 workers holding hammers, alas. ...
At present, the main problems of J-10 are development cycle and engine. After all, J-10 was developed on the basis of the world fighter level in the 1970s. After the successful development, a large number of troops will be equipped. Compare the improvements of the third generation fighter (such as F- 16 BLOCK50, MIG -29SMT, etc.). ) and JSF, J-10, which will serve in 2008, will have no advantage or even lag behind. Compared with J-1 1 which is gradually and comprehensively localized in Shen Fei, J-10 has no advantages, even more expensive but worse performance. Engines are the achilles heel of PLA fighters and a disgrace to China Airlines. Even the turbojet -7 and Spey have been used for so long, and even Spey was localized today, so I really don't want to mention it. Despite AL-3 1FN, we still need our own good turbofan. According to some news at the end of 2002, the domestic new turbofan engine project has achieved good results, and the heart of J-10 will be strongly guaranteed.
The operational performance of 歼-10 will be better than 歼 -7 and 歼 -8, and it will be matched with Su -27SMK and Su -30 to form 歼-1,making great contributions to national defense. Perhaps we must place more hopes on the domestic J-1 1 for greatly improving the combat capability of our air force. After all, this kind of aircraft has a bigger platform than J-10.
Regarding the exposure of J-10, there was a famous "J-10 leak" on the Internet in China. One day in 2000, a netizen, who is said to be an aviation college, posted a picture on the famous heyday military forum in China. This photo caused the heyday military forum to be forced to think behind closed doors for a month, causing a heated discussion. The result is unknown, and fans express their opinions. Then there were other disturbances, including some people saying that the photo of J-10 was taken in Chengdu, and then there was the "J-X first flight commemorative medal" incident, which further sublimated J-10' s status as an immortal legend. By 200 1 and 2002, the leakage of J-10 was in full swing, and some people even made public the large photos taken by J-10 outside the airport fence, which made military fans hooked up.
For a long time, many netizens went to Chengdu 132 factory airport to wait for the test flight of J-10, FC- 1 and other new fighters. Many "candid photos" circulating on the Internet come from this place. There are even leaks that sell relevant information to Taiwan Province intelligence personnel.
At present, it is speculated that some J-10 prototypes should be tested for fire control and weapons in Xi 'an Yanliang Flight Test Institute. It is said that the air target has been successfully hit. In addition, there is a lot of talk about the new turbofan and AL-3 1FN, and the outside world thinks that this problem still puzzles J-10. In addition, according to the schedule, it is estimated that the export model of J-10 will be developed from 2005, and the price will be around 25-30 million US dollars. For example, cooperation with Russia and other parties to adopt mature and reliable fire control radar, air-to-ground weapons and other systems may promote exports. Another news confirmed by Yang Wei, the chief engineer of Cheng Fei, is that in 2003, the drawing work of J-10 two-seat model with the goal of air-to-ground comprehensive combat capability was officially started, and it is expected that it will be available soon. By 2004, the two-seat model had been tested successfully.
Through unremitting efforts, by March 2003 or so, J-10 had achieved small batch production and equipped troops. Interestingly, at this time, J-10 has not been finalized, and it needs to be improved while trying. The first batch of production models is also divided into several small batches with different details. Even if it is finalized, it will continue to carry out improvement tests and constantly verify new technologies and new designs. The drawing of the two-seat is also progressing smoothly. So far, the development of J-10 can be said to be basically successful. However, this type of aircraft will probably not be equipped with a large number of PLA, but will be used as an experimental platform to improve China's aviation technology and promote the development of more new domestic fighters. The following picture shows the J-10 two-seat diagram announced at the China Military Forum.
On March 10, 2003, two production prototypes of J-10 went to Beijing for demonstration. On the same day, Chief Song said, "18 years old, I finally joined the army today!" . On March 23rd, 6 1 1 held a press conference on key models, which fully affirmed and spoke highly of the J-10 project. Especially through the development of this model, the scientific research ability of China's aviation industry has been improved, and a high-quality and high-level talent team has been trained, which will play an important role in the further development of China's aviation industry. At present, J-10 has been delivered to the test flight force for further inspection. 2003 is the "decisive year" of the J-10 project, and it is estimated that J-10 will also be decrypted gradually.
In February, 2004, Cheng Fei said that under the leadership of AVIC No.1, he and related brother units jointly completed the application and approval of the next generation foreign trade machine. Cheng Fei is stepping up research and development of China's next-generation foreign trade aircraft, filling the gap of high-end foreign trade military aircraft, and forming a pattern of "three arrows at once" of China's high, medium and low-end foreign trade military aircraft. This obviously refers to the export model of J-10. If Cheng Fei can successfully export J-10, it will be an extremely important milestone for China's aviation industry, and it will also be an excellent way to solve the dilemma of the PLA's decreasing interest in J-10.
At the end of 2004, the new flight training simulator developed by 6 1 1 passed the user's acceptance and was officially delivered to the Air Force. I believe this simulator is the training simulator of J-10. Flight training simulator is the most advanced flight training simulator in China at present, reaching the international advanced technical level. It is mainly used for pilot modification training, special handling training, comprehensive combat subject training and tactical use research. The localization of important parts of the display system is realized, the operational technical performance index is improved, the maintainability is improved, and the requirements for users' use and maintenance are greatly reduced. During the acceptance process, the user representatives conducted more than 2,000 tests, all of which met the contract requirements. The scheduled delivery of the flight training simulator indicates that 6 1 1 has the ability to form a mass production training simulator, which is an important milestone for 6 1 1 to transform advanced simulation technology into products and develop into industrialization.
In the autumn of 2005, J-10 two-seat fighter/trainer passed the design approval. This model is the key model of China Air Force. It was formally established in 2000, and it was clearly stipulated that the troops must finalize the equipment within five years. Its successful development has filled the blank of a new generation of fighters with independent intellectual property rights in China, and it has become the first aircraft in the history of aviation weapons development in China, which completely meets the filing requirements, marking that the development of military aircraft in China has reached a new level in strategic deployment, major decision-making, organization and management, and combat/trainer development capabilities. In the past, due to various factors, the development of China's military aircraft was often seriously lagging behind, and even it was first equipped and then greatly modified, which directly affected the combat effectiveness. Generally speaking, when developing the third generation fighter, whether it is a single-seat fighter or a two-seat identical aircraft, international research will be carried out. The flight performance of the third generation fighter is better, and the general trainer can't let the pilot master its flight characteristics, so it will train new pilots on the two-seat aircraft. At the same time, the two-seat fighter generally has most of the combat capability of a single aircraft, and because of their advantages, it is more suitable for carrying out ground attack tasks. Therefore, many two-seater fighters also undertake attack tasks in wartime, such as F- 16D, F- 15E, Su -30 and so on.
There are some unconfirmed rumors about the prospect of J-10 recently. Here I quote the views of some netizens for reference only. Please click here to browse.
The following technical data are estimated values.
Captain:14.57m.
Machine height: 4.78m.
Wingspan: 8.78 meters
Maximum takeoff weight:19277kg
Engine: 1 AL-3 1FN turbofan engine or turbofan-10A turbofan engine.
Maximum thrust: 1 12.6 kn (AL-3 1FN)
Maximum flight speed: above Mach 2.
Transition voyage: more than 3000 kilometers
Maximum overload: 7g (continuous)/10G (instantaneous)