中国飞机-1

6 Boeing 737-300 airborne command post conversion Il'yushin IL-76MD engine testbed 7 Gates Learjet 35A136A ELiNT conversion First published in 2008 by Hikoki Publications Ltd 1a Ringway Trading Est Shadowmoss Rd Manchester M22 5LH England Email: enquiries@crecy.co.uk www.crecy.co.uk © Yefim Gordon, Dmitriy Komissarov Layout by Polygon Press Ltd., Moscow Colour profiles: © Andrey Yurgenson, the late Sergey Yershov, Valentin Vetlitskiy Line drawings: © Andrey Yurgenson ISBN 9 781902 109046 All rights reserved. No part of this book may be reproduced or transmitted in any form or by any means electronic or mechanical, including photocopying, recording or by any information storage without permission from the Publisher in writing. All enquiries should be directed to the Publisher. Printed in Singapore Acknowledgements Introduction 1 The Chinese Aircraft Industry 11 2 The Fighters 23 Shenyang JJ-2 (FT-2) advanced trainer 23 J-5 fighter family 24 J-6 fighter family 31 Shenyang Dongfeng-l 07 fighter (project) 47 Shenyang Dongfeng-l 04 fighter (project) 47 J-7 fighter family 48 HMEA Dongfeng-113 fighter (project) 48 Shenyang J-8 interceptor 75 Chengdu J-9 tactical fighter (project) 90 Shenyang J-1 0 heavy interceptor (project, first designation) 92 Shenyang J-ll light fighter (project, first designation) 92 Nanchang J-12 light fighter 93 Shenyang J-13 light fighter (project) 94 Chengdu J-l 0 (F-l 0) multi-role fighter (second designation) 95 Shenyang J-ll fighter (second designation) 104 Chengdu FC-l Xiaolong (JF-17 Thunder) fighter 106 XXJ (J-XX) future fighter projects 110 3 The Bombers 111 Tupolev Tu-4 - Chinese conversions 111 Harbin H-5 (B-5) tactical bomber 112 Xian H-6 medium bomber 118 Xian H-8 bomber (project) 137 Beriyev Be-6 flying boat - Chinese conversion (Qing-6) 138 Harbin SH-5 bomber/ASW flying boat 139 New stealth bomber programme7 142 4 The Strike Aircraft 143 Nanchang Q-5 (A-5) attack aircraft 143 Shenyang JH-8 fighter-bomber (project) 157 Nanchang Q-6 fighter-bomber (project) 160 Xian JH-7 (FBC-l Flying Leopard) fighter-bomber 164 5 The Trainers 173 Nanchang CJ-5 primary trainer 173 Nanchang CJ-6 (Hongzhuan 502) primary trainer 175 Shenyang JJ-l basic trainer 178 Nanchang K-8 (JL-8) Karakorum advanced trainer 179 Guizhou JL-9 (FTC-2000) Shan Ying combat trainer 184 CY-l combat trainer/ LFC-16 fighter (project) 188 Hongdu L15 Hunting Eagle combat trainer 188 6 Airliners and Transports 191 Nanchang/Shijiazhuang Y-5 191 Beijing-1 194 Harbin Song Hua Jiang-l 195 Capital-l 195 Nanchang Jing Gang Shan-4 196 Y6 airliner (project) 196 Xian Y7 family 196 Shaanxi Y8 family 207 Shanghai Y1 0 airliner 229 Harbin Yl1 utility aircraft 231 Harbin Y12 utility aircraft 233 McDonnell Douglas (Shanghai) MD-82/-83/-90 airliners 237 Shaanxi Y9 military transport (project) 238 HEAl Embraer ERJ-145 airliner 239 Y16 airliner (project) 239 ACAC ARJ21 Xiangfeng 240 Guangdong Changsheng China Star CS2000 airliner (project) 243 Xian WJ airliner/transport (project) 244 Guangdong Changsheng China Star CS201 0 airliner (project) 244 7 Special Mission Aircraft 245 Tupolev Tu-l 54M/D ELiNT aircraft 245 Xian KJ-2000 AWACS aircraft 247 8 Light Utility Aircraft Feilong-l Shen Hang-1 Yan'an-l Hongqi-l Heilongjiang-l The BIAA Mifeng series Huabei Qingting-5 NAilAdaso AD-l 00 Voyager Huabei Qingting-6 NAI/Adaso AD-200 Nanchang Haiyan SLAC HU-l Nanchang N5 Chengdu CA-l Sea Gull-l 00 (A 1) and Sea Gull-200 XADRI Small Eagle 100 NUAA FT300 NLA AC-500 Aircar GEAC EV-97 Shijiazhuang LE-500 Little Eagle cabin monoplane Shijiazhuang LE-800 executive aircraft (project) 9 Helicopters Harbin Z5 multi-role helicopter Harbin/CHRDI Z6 multi-role helicopter NPU/NAI Yan'an-2 light helicopter Harbin Model 701 light helicopter CHRDI/CAE Z7 heavy transport helicopter Changhe Z8 heavy helicopter Harbin Z9 family Changhe Z11 multi-role helicopter Wuhan Helicopter Industry Co. CHRDI Zl 0 multi-role helicopter (project) CHRDI/Changhe WZl 0 attack helicopter Hongdu MD Helicopters Shanghai-Sikorsky Shen utility helicopters Changhe-Agusta CA109 utility helicopter Lantian-Mil' Mi-171 transport/utility helicopter Harbin HC 120 multi-role helicopter Harbin Z15 multi-role helicopter (project) 10 TheUAVs NAI CK-l drone WZ-5 (Chang Hong-l) reconnaissance .drone BJ71 04 target drone Ba-2 target drone 04 research/survey/reconnaissance UAV Ba-6 target drone Ba-7 (ASN-7) target drone Ba-9 (ASN-9) target drone ASN-15 reconnaissance UAV ASN-l 04 reconnaissance UAV ASN-l 05B reconnaissance UAV ASN-206 reconnaissance UAV ASN-207 reconnaissance system ASN-209 reconnaissance UAV TJ-l target drone CK-2 drone Guizhou WZ-9 reconnaissance UAV Guizhou WZ-2000 reconnaissance UAV Shenyang Anjian UCAV Chengdu Xianglong reconnaissance UAV BUAA Haiou reconnaissance VTUAV Hua Ying reconnaissance UAV Unidentified UAVs Index 251 251 251 253 253 253 253 254 254 254 256 257 257 258 258 258 259 259 260 260 260 261 261 262 262 263 263 267 268 268 269 270 274 283 286 287 288 290 290 291 291 291 291 293 293 297 298 298 299 300 300 300 300 301 301 302 303 304 304 304 305 305 305 306 307 307 307 309 5 An air-to-air of a Hongdu L15 advanced trainer prototype. The authors would like to thank friends and photographers who kindly supplied the photos used in the making of this book: Peter Davison, Neil Lewis, Helmut Walther, Victor Drushlyakov, Lindsay Peacock, Chris Lofting. Apart from official company advertising materials, printed sources used in the making of this book include China Today: Aviation Industry published by the Chinese Social Science Press in Beijing in 1989 and China Aircraft 1951-1997 published by Aviation Industry Press. The book also includes information and photos by the Xinhua News Agency and from the following internet sources: wwwsinodefence.com, wwwtop81.cn, wwwchinaviewcn, www.sh.eastday.com.wwwcjdby.net. 6 wwwwpcjs.com, wwwaf.126.com, wwwdefencetalk.com, wwwskyscraperlife.com, www.fyjs.cn.wwwtop81bbs.126.com. wwwent.sino.com.cn, wwwaviationnowcom.cn, wwwpic.tiexue.net, wwwscol.com.cn, wwwstormpages.com, wwwweaponeu.com, wwwcrienglish.com, wwwdefence.pk, wwwpakdef.info, wwwsonicmodel.com, wwwsonic.bbs.com, wwwjczs.sina.com.cn, www.mm.xxinfo.ha.cn.wwwmil.jschina.com.cn. www.bbs.beareges.com.cn. wwwmilitary.people.com.cn, wwwchinamil.com, wwwconcentric.net, wwwmil.21dnn.com, wwwmil.sohu.com, wwwchina.com, wwwglobalsecurity.org, wwwavia.ru, www.aviaportru.wwwniieap.ru. \ In the first half of the 20th century the Chinese aircraft industry was non-existent. Chinese avi- ation was established in 1910 under the Qing Dynasty when the government set up a small air wing. Until 1949, progress was slow True, aviation departments were set up at several universities but China's aircraft fleet consisted entirely of imported types; there were a few aircraft repair workshops (the first of these was set up in 1913) but no manufacturing facilities. This is unsurprising, considering that the country was perpetually torn apart by rev- olutions (the Xinhai Revolution of 1911 which ended the rule of the emperors in China, the failed anti-imperialist revolution of 1925-27) and wars. With Japanese occupation of China in 1937-45, any indigenous aircraft production was out of the question. It was not until the last Chinese civil war of 1949 (alias the socialist revolution) and the establishment of the People's Republic of China (PRC) on 1st October 1949 that the sit- uation began to change. It took several years to overcome the aftermath of the wars; among other things, China had to rebuild its armed forces, now known as the People's Liberation Army (PLA). In the meantime, war broke out next door in Korea in 1950, and China sided with the communist government of North Korea, extending military assistance. Apart from the tell-tale '1,000,000 Chinese volunteers', some of whom flew Soviet-sup- plied combat aircraft, the Chinese aircraft repair plants refurbished and repaired a total of 473 aircraft and 2,627 aero engines of var- ious types, making a sizeable contribution to the cause of the war. The birth of the Chinese aircraft industry dates back to 17th April 1951 when the Central Military Commission and Government Administration Council promulgated the 'Resolution on Building an Aviation Industry'. This was a bold decision, considering that China was an agrarian country at the time, with a low level of industrial development. It was decided to turn to the Soviet Union (which was interested in turning the PRC into a strong and well-armed ally) for help in set- ting up aircraft production. The Bureau of Aviation Industry (BAI) was set up in 1951 as the first authority supervising aircraft production in China. In 1953, follow- ing the example of the Soviet Union, the PRC launched its first five-year economic develop- ment plan. The latter included the construc- tion of several aircraft factories which were to produce primarily military aircraft for the People's Liberation Army Air Force (PLAAF) and the air component of the PLA Navy (PLANAF). With Soviet assistance, aircraft factories were built and commissioned in Nanchang, Shenyang (formerly Mukden), Chengdu, Harbin and Xian (formerly Chang'an). Actual production, however, did not commence until 1954, a year after the Korean War had ended. Starting virtually from scratch, the Chinese aircraft industry appeared to be making rapid progress. The mastering of the CJ-5 primary trainer - the first aircraft to achieve quantity production in China - at Nanchang in 1954 was followed in short order by the introduction of the J-5 swept-wing subsonic jet fighter, a state-of-the-art design, at Shenyang in 1955, followed by the supersonic J-6 in 1959 and the even faster J-7 in 1961. Transport and utility aircraft production was launched at Nanchang with the Y-5 biplane in 1957, and preparations to build the Y7 twin-turboprop airliner at Xian began in 1966. Also in 1959, the Harbin Aircraft Factory began pro,duction of China's first rotary-wing aircraft, the Z5 medium heli- copter. Aero engine production was also begun, the plant in Zhuzhou leading the way. As the scope of national aircraft production grew, the BAI was 'upgraded' to become the Third Ministry of Machine-Building. However, domestic and international polit- ical developments soon had a profound influ- ence on the Chinese aircraft industry. In May 1958, inspired by the successful fulfilment of the first five-year plan, Mao Zedong's govern- ment grew bullish and launched an ambitious plan of accelerated industrial development known as the 'Great Leap Forward'. In all areas 7 Chairman Mao Zedong (centre) inspects a J-6 fighter at the Shenyang plant. Test pilot Wu Kerning receives congratulations after a successful flight in a J-5. CHINESE AIRCRAFT of the economy, cranking out as much as pos- sible within the shortest time was considered the prime target; things like quality control, fundamental research and (in the case of the aircraft industry) the laws of aerodynamics, knowledge of structural materials and even the basic design principles were brushed aside. As a result, the industry was effectively dis- organised; the indigenously built aircraft pro- duced between 1958 and 1960 turned out to be of such inferior workmanship that the PLAAF refused to accept them and the Air Force's re-equipment plans were derailed. None of the new factories built within this time frame could be commissioned until 1962, and more than 70% of the Chinese aircraft industry's pro- duction facilities (this amounts to a shop floor area of approximately 1.02 million square metres) had to be rebuilt. Politically motivated decisions (such as the transfer of production from one factory to another, with the resulting need to move personnel and materiel) often proved damaging to aircraft production. Besides, the Chinese military kept setting design goals that were beyond the capabilities of the national aircraft industry - even with Soviet assistance. As a result, indigenous com- bat aircraft projects (notably supersonic fight- ers) were cancelled after running into serious development problems - only to be replaced by even more ambitious ones. Sino-Soviet relations had been deteriorat- ing since the early 1960s, with China accusing the Soviet Union of 'revisionism' and 'moving towards imperialism'. There was also a territo- rial dispute between the two nations concern- ing some islands on the Ussuri River (which culminated in a border conflict in March 1969). As a result, Sino-Soviet relations dropped to a freezing point in 1965. As if that weren't enough, enter the so- called Cultural Revolution - Chairman Mao's 8 last attempt to assert himself over his more pragmatically minded comrades-in-arms who were trying to introduce elements of market economy in China and restore his position which was faltering after the failure of the 'Great Leap Forward'. Using the widespread discontent caused by this failure, Mao and his so-called Gang of Four did their best to shift the blame to the opposition inside the Communist Party of China, launching a mas- sive attack against it. This was the birth of Maoism, a period of intensive power struggle in the nation's leadership and ideological 'cleansing' at all levels. The nationwide politi- cal debate quickly escalated into fierce con- frontation between various clans and repres- sions against those who refused to follow the new 'party line'. The existing science and cul- ture were declared 'bourgeois' and 'harmful', a course towards confrontation with the Soviet Union was taken, the Communist Party was effectively decapitated, the nation was totally militarised and found itself in almost complete political isolation. This period lasted from 1966 to Mao's death in 1976, leading to untold chaos and devastation in the national economy and the country's life as a whole. Above all, it caused a large loss of life - an estimated 1 million peo- ple were killed in the course of the 'Cultural Revolution'. The resulting shortage of special- ists was a further blow to the aircraft industry. As a result, China's aircraft industry was forced to go it alone. Gradually the industry developed from reproduction of existing air- craft types to development of indigenous ver- sions and aircraft of entirely indigenous design. Subsequently the Third Ministry of Machine- Building was transformed into the Ministry of Aviation Industry and, later still, the Ministry of Aerospace Industry when China started manu- facturing and launching space vehicles. \ Sino-Soviet relations remained strained even after the end of the 'Cultural Revolution' - they did not improve until the mid-1980s. Hence, acting in accordance with the principle 'my enemy's enemy is my friend', the People's Republic of China established diplomatic and economic relations with the western world. (Until then, since 1949 China had been repre- sented on the international arena solely by the Republic of China (RoC) - that is, the break- away Taiwan.) As a result, the PRC was now able to import US and West European aircraft and gain limited access to western aircraft technologies, including aero engines. There were several implications of this; for one thing, China again resorted to licence production or reverse-engineering - this time of western air- craft (specifically, French helicopters and the McDonnell Douglas MD-82/83 airliner). For another, new Chinese civil aircraft were now developed with US Federal Airworthiness Regulations (FAR) in mind (later the domestic civil aircraft airworthiness regulations were harmonised with FAR). Also, more often than not they were built around western engines, which improved their export potential - in the- ory at least. In 1993 the Chinese aircraft industry underwent further reforms. The Ministry of Aerospace Industry was disbanded, giving place to the Aviation Industries of China (AVIC) state-owned corporation established on 26th June 1993 to develop the market econo- my and expand international collaboration in aviation programmes. AVIC, which was head- quartered in Beijing, exercised control over all INTRODUCTION national aircraft, aero engine and component manufacturing plants. The CATIC Group (China National Aero-Technology Import and Export Corporation, or Zhongguo Hangkong Jishu Jinchukou ZonggongsJ) was formed on 26th August 1993, with CATIC (founded in January 1979) as its core company, to be responsible for import and export of aero and non-aero products, subcontract work and joint ventures. In line with the new policy concerning the national aerospace industry, Chinese aircraft factories forming part of AVIC now manufac- tured airframe components for western air- craft - the Boeing 747 long-haul airliner, the Airbus Industrie A300 and Boeing 757 medi- um-haul airliners, the Airbus Industrie A318/ A320 and Boeing 737 short/medium-haul air- liners, the ATR72 and Bombardier Dash 8Q regional turboprops and the Bombardier 415 fire-fighting aircraft. The Chinese aerospace industry suffered from the Asian slump of 1998. That year the total workforce of the industry was reduced to about 500,000, when about 34,000 workers were laid off and some 14,000 others trans- ferred to non-aerospace activities. On 1st July 1999, in an effort to become more competitive, China established ten new state-owned aviation corporations. Thus the AVIC behemoth, which then had 560,000 employees, was divided into two 'competing but co-operating' entities - AVIC I and AVIC II. They are equal economic entities authorised by the state to make investments, operating as state holding companies under the direct 9 An aerial view of the Shenyang Aero Engine Factory. CHINESE AIRCRAFT supervision of the Central Government. The two groups have a similar scope of business (aircraft, aero engines, avionics and equip- ment, plus non-aviation products such as automobiles) but have a different specialisa- tion. AVIC I focuses on large and medium- sized aircraft while AVIC II gives priority to feeder aircraft and helicopters. In June 2008, however, it was announced that AVIC I and AVIC II are to re-merge. According to the merger commission formed at AVIC I, the united company will be formally incorporated in July. No further details of the forthcoming merger have been released so far. *** A few words have to be said about the Chinese aircraft designation system. The origi- nal system used by the manufacturers consist- ed of a fancy-sounding and sometimes ideo- logically flavoured codename in typical Chinese style - DongFeng (East Wind) for fighters, FeiLong (Flying Dragon) for bombers, XionYing (Mighty Eagle) for attack aircraft, HongZhuan (Red Craftsman) for trainers - and a three-digit number. The first digit was again a code for the aircraft class (1 = fighter, 2 = bomber, 3 =attack aircraft, 5 = trainer; 4 pos- sibly denoted transport aircraft) and the other two ran consecutively (for example, Dongfeng-1 01 through Dongfeng-l13). The military, however, used two-digit service desig- nations matching the last two of the year when the type was accepted for service, with an occasional version designator letter added; thus, the Dongfeng-1 02/-1 03/-1 05 family that completed tests in 1959 became the Type 59, Type 59A and Type 59B respectively. In 1964 China switched to a new system used by the manufacturers and the PLAAF/ PLANAF alike which designated the aircraft by role. The Chinese word(s) denoting this role were usually abbreviated to a one- or two-let- ter prefix followed by a sequential number within each class of aircraft: BA (target drone), CJ (Chuji Jiaolianji - primary trainer), H (Hongzhaji - bomber), J (Jianjiji - fighter), JH (Jianjiji Hongzhaji - fighter-bomber), JL (Jiaolianji - [advanced] trainer), Q (Qiangjiji - attack aircraft), SH (Shuishangji Hongzhaji - maritime bomber, ie, flying boat), WZ (Wuren Zhenchaji - unmanned reconnaissance aerial vehicle), X (Xiangji - glider)