J/F-10 (Project 10/Project 8810?) is a multi-role single-engine fighter being developed by Chengdu Aircraft Corporation (CAC) and 611 Institute. It has been selected by PLAAF as the next generation fighter to replace the obsolete J-7 fighter and Q-5 attack aircraft. Shown here is the 03 prototype approaching the runway at CAC/Factory 132 before landing, with its landing gears fully extended. The aircraft appears to have an Su-27 style nose and retangular air intake, an AL-31F type engine, twin nosewheels, and a distinct low-visibility camouflage color scheme. The aircraft also has a large vertical tail plus twin F-16 style ventral stablizers believed to provide greater stability at high AoA. Its fuselage looks considerably longer compared to Israeli Lavi. However its bubble canopy appears less elevated than that of F-16, suggesting the pilot has yet to possess a true 360° view. Unlike J-7E with double-delta wings, it appears to have a pair of inverted gull wings (i.e. the inner portion extends slightly downward, while the outer portion extends flat). Two red dummy PL-8 AAMs are regularly seen carried under the wing as well. The J-10 project was started in the mid-80s based on the experience (tailless delta wing and canard foreplanes) with J-9 which was cancelled earlier in favor of the less risky J-7C/MIG-21MF project. An early model of J-10 revealed a Mirage 2000 style intake with a center shock cone for better high speed performance and a Lavi style tail section, suggesting a possible connection with the cancelled Israeli fighter (however this was firmly denied by both parties). The change indicates that J-10 has gone through at least one major redesign in its 10-year development period from the initial conventional layout (as an air-superiority fighter) to the latest semi-stealthy design (as a multi-role fighter). This change may reflect a shift of its potential adversaries from former Soviet Mig-29/Su-27 to current American F-15/F-16 after end of the Cold War. The new design will certainly be fitted with advanced avionics including a "glass cockpit" (1 wide-angle HUD + 2 monochrome MFD + 1 color MFD), HMS, HOTAS, GPS/INS, air data computer, RWR, digital quadruplex FBW, digital fuel management system, 1553B databus, and a new PD fire-control radar (search distance 52~148km, track 4-8 targets simutaneously), which can be either Israeli Elta EL/M 2035, Russian Phazotron Zhuk derivative (Zhemchug?), or the indigenous JL-10A from LETRI (with technical assistance from Phazotron?). A variety of newly developed air-to-air (e.g. PL-8 short-range IR-guided AAM and PL-11/PL-12/SD-10 medium-range radar-guided AAM) and air-to-surface weapons (e.g. C-701 TV-guided ASM & LGBs) are also expected to be carried under 11 hardpoints. Although it was believed to be powered initially by a 27,560lb/12,500kg thrust AL-31FN turbofan, a modified AL-31F which itself powers Su-27/J-11, Russia reportedly had denied China the license to produce the engine locally. As the result, an indigenous engine (WS-10A?) may be fitted later when the serial production starts. Some US military analysts believe that J-10 could pose a serious challenge to F/A-18E in terms of maneuverability. Some specifications of J-10 are (estimated): empty weight 9,750kg, max TO weight 18,500kg, internal fuel 4,500kg, external load 4,500kg, g load -3~+9, max speed Mach 2.0 (high altitude)/Mach 1.2 (sea level), TO distance <500m, combat radius 463~566km. The development of J-10 has proven to be tortuous. The prototype was rumored to have first flown in 1996, but the project suffered a serious setback in late 1997 when the 02 prototype lost control and crashed, as the result of certain system failure, presumably with either the FBW system or the engine. After careful redesign and extensive ground test, the successful flight of the new prototype (J-10A?) took place on March 23, 1998, which put the project back on the track. Initially 6 prototypes (serial numbers 1001-1006) were built undergoing various static and flight tests at CAC in Chengdu and at the CFTE in Yanliang. Subsequently 3 more prototypes were built (1007, 1008, & 1009) as the project is moving to the pre-production phase while PLAAF remains fully committed. A carrier based version (J-10B?) was rumored but never confirmed. The earliest service date was expected to be 2005. The latest news suggested that the test flight of J-10 is near completion and the full scale production will start in 2003 while 300 are planned. The first J-10 in production standard first flew on June 28, 2002.

A multi-role fighter. The Lavi never did make it to operational service, but nonetheless forms an important milestone in the development of the IAF, and even more so - of the IAI. The independent development of a state-of-the-art plane was a first in the annals of Israeli technology. True - the IAI had previously produced the Nesher, Kfir and Tzukit, but those had essentially been upgrades - whereas this was a plane planned and manufactured in Israel from scratch.
The Lavi was intended to become the IAF's standard-bearer and Israel's first line plane. It was to be one of the world's most advanced planes at the turn of the millennium.
The Lavi's development program began in February 1980, when the Israeli government authorized the IAF to present it with a list of technical specifications for the development of the IAF's future fighter. 18 months later, in October of 1982, the process of developing the plane began at IAI, after the Lavi's engine had been picked - a Pratt & Whitney model.
The single-seat Lavi was intended to replace the Skyhawks, and carry out a variety of air-to-ground attacks at close to medium range, as well as protecting the skies over Israel. The tandem seat model of the Lavi was to serve as an advanced stage training plane, and occasionally carry out combat missions as well.
The Lavi was a small, smart, highly robust fighter, that was to be the IAF's solution for the future battlefield. Its uniqueness lay in the combination of a physically small plane with very sophisticated, software-rich systems. This meant lower purchase, usage and maintenance costs, compared to other planes. Technically, the Lavi was a very advanced plane, with a modern aerodynamic shape that gave it excellent maneuverability, low armed drag, and the ability to carry a large payload at high speed to long distances. The Lavi could carry and deploy the most advanced weapons systems in existence.
The functional features of the plane - and especially of its cockpit - were planned by active IAF fighter pilots, in a way that let the pilot handle the tactical aspects of the battle, without having to worry about monitoring and controlling the various sub-systems. The avionics of the Lavi were considered to be innovative and groundbreaking, and included self-analysis equipment, to make maintenance easier. On December 31st 1986, the first prototype of the plane took off on its maiden flight, in the first of the Lavi's numerous test flights. The test pilot, Menachem Shimol, who headed the IAI's Air Operations Section, took off at 13:21 and stayed in the air for 26 minutes, during which he checked the engine and controls.
About three months later, a second prototype took to the air. In its maiden flight, the engine systems, flight control, electrical system, hydraulics and air conditioning were evaluated. The second prototype had some improvements over the first, with a belly-mounted fuel tank, a special midair refuelling pipe and several avionic systems that were not employed in the first prototype. The IAI had produced three prototypes, out of the five originally planned, when the Israeli government decided to cancel the project, on August 30th 1987, because of budgetary problems and bickering among various economic and political pressure groups.
The decision was met with violent demonstrations by the IAI workers - but to no avail. The IAI had no choice but to lay off close to 5,000 employees.
The third Lavi prototype, the B-3 "Technology Demonstrator", was built two years after the project had been cancelled. It serves the IAI to this day for testing and evaluating avionics intended for sale overseas.  





Multi-task fighter  
Israel  
Wingspan: 8.78 m
Length: 14.57 m
Height: 4.78 m
Wing area: 33.05 sq. m  
Maximum speed: Mach 1.85
Max. payload capacity: 7,200 kg
Operational range: 2,100 km  
Basic takeoff weight: 9,990 kg  
Pratt & Whitney PW1120 engine with a thrust of 9,344 kg