In 1981, PLAAF Commander
Zhang Tingfa submitted a proposal to
Deng Xiaoping for the development of a third-generation fighter for
RMB 500 million; it was accepted later that year by the
Central Military Commission (CMC). It was the first Chinese aircraft program to incorporate modern development and acquisition processes.[8] In one departure from the past, the supplier was now responsible directly to the customer; this allowed the PLAAF to communicate its requirements and ensure they were met; previously suppliers were responsible to their managing agency, which could produce products that failed to meet end user requirements.[8] Another difference was the selection of a design through competition, rather than allocating a project to an institute and using whatever design that institute created.[9]
Design proposals were made by the three major aircraft design institutes.
Shenyang's proposal was based on its cancelled
J-13 with a
F-16-like strake-wing.
Hongdu's proposal was
MiG-23/
Su-24-like with
variable-sweep wing.
Chengdu Aircraft Design Institute's (CADI) proposal was a
Saab 37 Viggen-like design based on its cancelled
J-9.[9] CADI's proposal was selected in February 1984. The following month, CADI and Chengdu Fighter Factory were formally directed to develop and manufacture the aircraft, respectively.[10]Song Wencong (宋文骢) became chief designer.[11]
The engine was selected during the design proposal stage.[8] Candidates were an improved
Woshan WS-6, the WP-15, or a new engine. The new engine, ultimately the
Shenyang WS-10, was chosen in 1983.[12]
The
State Council and the CMC approved the program in 1986,[10][8] code-naming it "No. 10 Project".[10] Interest waned in the following years which constrained funding and prolonged development. The
Gulf War renewed interest and brought adequate resourcing.[13] Unlike earlier programs, the J-10 avoided crippling
requirement creep.[13]
Technical development was slow and difficult. The J-10 represented a higher level of complexity than earlier generations of Chinese aircraft. About 60% of the aircraft required new technology and parts, instead of - according to Chengdu - the usual 30% for new aircraft; the high proportion reflected both requirements and limited domestic capability.[11] Development and modernization of China's aviation industry occurred alongside the J-10;[11][13] the program was an early Chinese user of digital design, modelling, and testing[14] including
computer-aided design (CAD) and
computational fluid dynamics.[11] The J-10 was the first Chinese aircraft to make major use of CAD for its structural design,[11] allowing the detailed design to be completed in 1994.[14][10] The hydraulics system was tested with physical models because of limited digital modelling capabilities.[11]
The first J-10 was assembled in June 1997.[10] Lei Qiang flew the first flight[11] on 23 March 1998;[1] Lei was chosen for his experience with modern, foreign, third-generation aircraft.[11] PLA training units received the J-10 ahead of schedule starting in 2003.[11] Weapons tests occurred in the fall of that year.[15] The design was finalized in 2004.[10] Rumors of crashes during flight testing were actually mishaps related to the AL-31 engine.[16]
According to the images posted by China National Radio of a PLAAF live-firing exercise at an unspecified location in May 2021, J-10C Vigorous Dragons were equipped with distinctive exhaust nozzles of the WS-10B Taihang turbofan engine.[18] This marks the first time the WS-10 has been officially seen on an operational J-10.[19]
Disputed origins
In 1988 Israel's defense minister denied a report by The Sunday Times that Israel and China had agreed to develop a fighter derived from the
IAI Lavi, a project based on the F-16.[20] In 2006, Russia's SibNIA engineers believed that the J-10 was "more or less a version" of the Lavi, incorporating "a melting pot of foreign technology and acquired design methods... but there are a number of other pieces of other aircraft or technologies that are part of the configuration that they have acquired from different sources."[17] In 2008,
Janes claimed that the J-10 benefited from technical information from the Israeli project, citing senior Russian engineers who said they had heard this from Chinese colleagues.[21]
The Chinese assert J-10's features claimed to be from the Lavi are from the manufacturer's own previous aircraft design, for example attributing the J-10's Lavi-like double canard configuration to Chengdu's work on the cancelled J-9[9] of the 1960s and 1970s;[10] this view is supported by Song Wencong,[22] who worked on the J-9 and became the J-10's chief designer,[11] and PLAAF Major General Zhang Weigang.[23]
The J-10 was designed and developed by the Chengdu Aircraft Design Institute (CADI), a subsidiary of
Chengdu Aircraft Corporation.
Airframe
The airframe is constructed from metal alloys and
composite materials for high strength and low weight, the
airframe's aerodynamic layout adopts a "tail-less canard delta"
wing configuration. A large
delta wing is mid-mounted towards the rear of the
fuselage, while a pair of
canards (or foreplanes) are mounted higher up and towards the front of the fuselage, behind and below the
cockpit. This configuration provides very high agility, especially at low speeds, and also reduces stall speed, allowing for a lower airspeed during instrument approaches. A large
vertical tail is present on top of the fuselage and small ventral fins underneath the fuselage provide further stability.[citation needed]
On J-10A, a rectangular air
intake ramp and a
splitter plate are located underneath the fuselage, providing the air supply to the engine.[24] Newer variants, including J-10B and J-10C use a diverterless intake that does not require a splitter plate, and may reduce radar cross signature.[24] Under the fuselage and wings are 11
hardpoints, used for carrying various types of weaponry and
drop-tanks containing extra fuel. The retractable
undercarriage comprises a steerable pair of nose-wheels underneath the air intake and two main gear wheels towards the rear of the fuselage.[citation needed]
The cockpit is covered by a two-piece
bubble canopy providing
360 degrees of visual coverage for the pilot. The canopy lifts upwards to permit cockpit entry and exit. The controls take the form of a conventional
centre stick and a throttle stick located to the left of the pilot. These also incorporate "hands on throttle and stick" (
HOTAS) controls.[citation needed] A zero-zero
ejection seat is provided for the pilot, permitting safe ejection in an emergency even at zero altitude and zero speed.[citation needed]
Due to the J-10's
aerodynamically unstable design, a digital quadruplex-redundant
fly-by-wire (FBW)
flight control system (FCS) aids the pilot in flying the aircraft. The FCS typically monitors pilot control inputs, preventing the pilot from accidentally exiting the flight envelope from applying too much control input during high performance flight situations.[citation needed] This is critical in canard wing aircraft, as they are capable of turning in a much tighter radius than conventional aircraft. The massive control surfaces are capable of moving so far that they can completely destroy the aircraft in flight at high airspeeds if not kept in check by the FCS.[citation needed]
According to Chengdu Aircraft Corporation officials the J-10 uses a multi-mode fire-control radar designed in China. The radar has a mechanically scanned
planar array antenna and is capable of tracking 10 targets. Of the 10 targets tracked, 2 can be engaged simultaneously with
semi-active radar homing missiles or 4 can be engaged with
active radar homing missiles.[27]
For J-10B, the nose cone is modified to accommodate an
active phased array airborne radar (AESA) radar.[28][29] The general designer of AESA for J-10B is Mr. Zhang Kunhui (张昆辉, 1963 -), the head of 607 Research Institute in
Neijiang,
Sichuan. Mr. Zhang Kunhui became the deputy head of 607th Research Institute in 1997, and four years later in 2001, he became the head of the institute, when the AESA program for J-10B started. The primary contractor of this AESA is the Radar and Electronic Equipment Research Academy of
Aviation Industry Corporation of China located in Sichuan, formed in March 2004 by combining the 607th Research Institute and 171st Factory together with Mr. Zhang Kunhui was named as the head of the research academy. According to Chinese governmental media, the AESA for J-10B took 8 years to develop, finally completed in 2008, and Chinese fighter radars hence achieved a quantum leap in that it went from mechanically scanned planar slotted array directly into AESA, skipping the passive
phased arrayPESA radar.[30] Many suspected the radar is a PESA, but during its brief debuts in the 7th China International Defense Electronics Exhibition (CIDEX) in May 2010 and the 6th International Conference on Radar held in
Beijing in Sept 2011, Chinese official sources have claimed it is an AESA.[31]
Propulsion
The J-10 is powered by a single
turbofan. The J-10A entered production with the Russian Salyut
AL-31FN.[24] The initial version generated a maximum static thrust of 12,500
kgf (123
kN; 28,000
lbf).[32] In December 2013, Salyut reported it was testing an upgraded AL-31FN Series 3 for China with 250 hours more life and 1000 kg/f more thrust; the Series 3 would be equipped on the improved J-10B.[33][34] Compared to the original Lyulka-Saturn AL-31F, the AL-31FN was fitted to the J-10 by rotating the gearbox and accessory pack to the underside.[24]
The J-10s intended engine is the Chinese Shenyang WS-10. The WS-10 suffered development difficulties and production of the aircraft went ahead with the Salyut AL-31FN as a substitute.[35] A pre-production J-10C flew with a WS-10 at the 2018
China International Aviation & Aerospace Exhibition; the engine nozzle was modified for stealth and
thrust vectoring (TVC).[24] In March 2020, a video from Chinese state media showed a J-10C in PLAAF livery equipped with the WS-10B;[33] WS-10B-powered aircraft were in service by November 2021.[36]
Weaponry and external loads
The aircraft's internal armament consists of a
Gryazev-Shipunov GSh-23twin-barrelcannon, located underneath the port side of the intake. Other weaponry and equipment is mounted externally on 11 hardpoints, to which 5,600 kg (12,300 lb) of either missiles and bombs, drop-tanks containing fuel, or other equipment such as avionics pods can be attached.[citation needed]
The first aircraft were delivered to the 13th Test
Regiment on 23 February 2003. The aircraft was declared 'operational' in December of the same year, after 18 years in development.[1][38]
The J-10C entered combat service in April 2018.[39]
Pakistan
Negotiations for acquisitions for J-10A were started in 2006 when offered by China,[40][41] but negotiations persisted into 2012 with the offer of the J-10B.[42]
In September 2020, it was reported that Pakistan was interested in the J-10C.[43] In December 2021, Pakistan announced the purchase of 25 J-10CEs, with an option for 11 more; they were expected to enter service in March 2022.[44][45] On 4 March 2022, the first batch of 6 J-10CEs for the
Pakistan Air Force (PAF) landed at
PAF Base Minhas (Kamra) after a ferry flight from Chengdu, China.[46] They were officially inducted into the PAF's
No. 15 Squadron Cobras based at PAF Base Minhas on 11 March 2022.[6][47][48]
On 18 January 2024, Pakistan launched a series of
air and artillery strikes inside Iran, targeting Baloch separatist groups, multiple
JF-17C and
Wing Loong II drones escorted by J-10CE launched attacks against
BLA and
BLF militant groups with GIDS B-REK Glidebombs. 9 terrorists were killed in the attack.[49]
Exports to other countries
In 2009, AVIC planned to offer the J-10 and the
CAC/PAC JF-17 Thunder for export. Flightglobal speculated an upgraded J-10B would be offered.[50]
In 2023,
Saudi Arabia is in talks with China to potentially buy J-10C fighter jets.[51]Egypt has also expressed interest in purchasing 12 J-10C jets.[52][53]
Variants
J-10A: Single seat variant. The export designation is F-10A[54] or FC-20.[55]
J-10S: Tandem-seated trainer variant of J-10A.[57]
J-10SH: Naval version of J-10S.
J-10B: An upgraded J-10, initially identified as "Super-10".[58] It features a lighter and stealthier
diverterless supersonic inlet, a longer nose radome possibly housing an
active electronically scanned array radar, an electro-optic targeting sensor (
IRST, and laser rangefinder,) and a new electronic warning or countermeasures pod atop the vertical stabiliser.[59] The aircraft is powered by the
AL-31FN M1;[59] one unit was flown with a
WS-10A in July 2011 but that engine was not selected for the initial production batch.[60] The aircraft's first flight occurred no later than December 2008.[61]
J-10B TVC Demonstrator: A prototype fighter based on J-10B that is equipped with
WS-10B thrust-vectoring control engine. The fighter has
supermaneuverability, capable of performing the
Cobra maneuver.[62]
J-10C: An upgraded version of J-10B, it is equipped with an indigenous AESA fire-control radar and is equipped with
imaging infrared seeker (IIR)PL-10,
WS-10B engine[63] and PL-15 air-to-air missiles.[64][65]
J-10CY:
Acrobatics variant of J-10C, replaced J-10AY.[56]
J-10D:
Electronic warfare variant with straight, protruding dorsal spine in the central airframe, containing electronic countermeasure and warfare systems.[67]
On 12 November 2016, an
August 1st Aerobatics Team training flight suffered a
mid-air collision in
Hebei. A twin-seat J-10 crashed. The pilot, Captain
Yu Xu, and the co-pilot ejected, but Yu was struck by another J-10 and killed. Yu was the first woman certified to fly the J-10.[76]
^Kopp, Carlo (10 July 2007).
"J-10S Dual Seat Variant". Air Power Australia. p. 1.
Archived from the original on 4 August 2018. Retrieved 4 August 2018.
^
abWeening, Alexander; Hardy, James (9 October 2014).
"New pictures of J-10B revealed". IHS Jane's 360.
Archived from the original on 29 April 2015. Retrieved 6 August 2015.