J-8 (Family)

Description

The Shenyang J-8 is a jet interceptor designed and developed by the People's Republic of China. The project started in the early 1960s as a low-risk initiative to create a larger and more powerful version of the Mikoyan-Gurevich MiG-21F for air-defense missions against new US/Soviet bombers.

J-8 Nicknames
NATO	Finback
␗ SAC Designers	烤鸭 (Roast duck; by Huang Zhiqian)
␗ Official	空中美男子 (Handsome in Air; by PLAAF and comment of Singaporean pilot )
␗ Public	八爷 (Grandpa Eight; by Chinese military enthusiasts)

Vehicles

Rank VII

• J-8B - Block 2 J-8II, the first serial production J-8II series

Rank VIII

• J-8F - Upgraded with Type 1493 radar and new FCS for advanced missiles, the last serial production J-8II series

History

(Based on CCTV-7's 4-part “Chinese Fighters- The Soaring J-8 中国战机·歼八奋飞" and two-part "Gu Songfen 顾诵芬" documentary with comprised information from Wikipedia and Baidu Baike) - by User:Sakaban_Sharkigu

Prologue

Across the Chinese skies, before the 1960s, it was still ruled by imported Soviet jets and its domestic (un)licensed builds, J-4/5/6/7; although it was fairly an achievement that an agriculture country for centuries could built some of the latest jets of the era, but those were still non-indigenous design. The dream of all Mainland Chinese aircraft designers were building a totally indigenous Chinese jet (in terms of overall design), which was still rather difficult due to lack of experience; the dawn of this idea was from a obsolete yet sufficient design of JJ-1 歼教-1, designed and built by Factory 112 (today's AVIC Shenyang). The now -inspired team of designers included a legendary designer in China, Mr. Gu Songfen 顾诵芬 （1932/2/4-）, CAS and CAE member, recipient of 2020 Highest Science and Technology Award 最高科学技术奖 and 2021 Touching China 感动中国. The design that was led by him was the legendary (for the Chinese) J-8 歼-8 (NATO: Finback 长须鲸).

The Inspiration

In 1962, the ROCAF ganged up with CIA for high-altitude recon mission over Mainland China for its defense facilities and most of all, the nuclear weapon program, the infamous 34th "Black Cat" Squadron; although PLAAF scored 5 kills over their state-of-the-art U-2 with SAMs, most of the time PLAAF would need to send J-6 and the new comer J-7 for fruitless interception of those 20km-high recon planes. A quote from Gu Songfen, "The biggest flaw of J-7 was its short flight time; it could only stay at high-altitude for around 2-3 minutes and it climbs slowly." Aircraft designers in Mainland were furious yet they could do nothing to those U-2s. With the test flights of XB-70 that was aimed to launch sudden strikes on Mainland's nuclear facilities (also Soviet ones as well), PLAAF was in dire for a new high-altitude interceptor. Two of the chief designers of JJ-1, Xu Shunshou 徐舜寿 （1917/8/21-1968/1/6, died during the 10-year havoc of Cultural Revolution) and Huang Zhiqian 黄志千 (1914/1/24-1965/5/20, died with all 121 passenger and crew of PIA 705 AP-AMH at Cairo) went for the design of a new interceptor, 22 schemes single or twin engine designs. For the Chinese at that time, "If we can build an atomic bomb, how hard could it be making a jet engine?" So the early design of new interceptor was a single-engine design while Huang Zhiqian kept on the alternative twin-engine design in case of the new engine hindered development progress. On the theorize meeting of the new interceptor, the pro-single engine designers couldn't ensure how long it takes to develop a new engine; so the model brought by Huang Zhiqian, aka "Roast Duck 烤鸭" with twin WP-7 engine became the go-to design for the interceptor before the single engine version could ever be build.

On 1965/5/17, the Central Military Commission has given the green light to the twin engine version of the interceptor; the J-8.

Development

J-8I (J-8 "Daytime"; J-8A and J-8E)

The plan for J-8 was a twin-jet with a low aspect-ratio, delta wings and came with a nose intake that could flew at 20 km at M2.25 based of the earlier aerodynamic design of MiG-21F-13/J-7 (J-8I series). For this jet, 10 thousand of new parts have to be made and many of these parts were brand new parts. Surprisingly, J-8I's prototype was assembled in one-take albeit the inexperienced assemble crew; on 1968/6/23, J-8I's prototype rolled of the production line of SAC Dongling Airfield. Although some minor incidents, the 1st prototype made its maiden flight at 1969/7/5 while the second static test airframe was also built for ground tests. A major problem was found during the static tests of the 2nd prototype- during a pressure test of the airframe, when the overall structural pressure has reached 92%, the airframe broke into two half; Sun Shaokong (孙绍孔), chief test-flight manager mentioned that "The passing standard was 95%; but when the gauge hit 92%, no one clapped for the 'success' and we were felt rather sad for that." While the 2nd airframe suffer total structural loss, the airworthy 1st airframe was also affected by severe vibration during ground tests; the structural problem of the static test airframe was proved to be installation problem (3.5 mm bolts instead of the planned 4 mm bolts; fewer installed bolts than the required 64 bolts at read airframe), and vibration of airworthy prototype was due to landing gear.

While manufacture flaws have been solved, the maiden flight has been delayed for a year until the late June in 1969, where Cao Lihuai (曹里怀, PLAAF second-in command) has been persuaded that the design of J-8I was safe for test flights. He was then later given the green light for the maiden flight at midnight of 1969/7/5, Yun Yuhuan (尹玉焕) was the chief test pilot of the jet (this airframe, J-8I 69705 is now at SAC's main factory at Shenyang for outdoor exhibition) . With the successful test flight on that date, it started its 15 year long journey before it could enter PLAAF service.

At the 9th test flight conducted by the vice test pilot, 鹿鸣东 (Lu Mingdong) reported "...at 8000m, mach 0.86; my plane has experienced severe vibration," a rather ridiculous problem for a supersonic jet, "like riding on a fishing rod" as described by the test pilot. With the question opinion within Factory 112, the J-8 team kept on finding out the culprit of the vibration. Gu Songfen then used a rod and some ropes which proved that the rear part of J-8 has some aerodynamic flaws; it was then installed a fairing which fixed the vibration (the iconic long exhaust tail of J-8 series; but it couldn't go supersonic in this case). "It was a improvised idea to test flow separation at the rear, yet it did gave him (Gu Songfen) an impression that the culprit was there and it's severe during the ignition process," as mentioned by Jiang Zuofan (姜作范), another test flight manager of J-8. In later flights, J-8 could reach M 0.96; albeit very embarrassing for a supersonic jet.

Later, the exhaust tail (aka the fairing aforementioned, the skirt as called by the engineers) was reduced by 260 mm; at 10:00 am, 1970/3/10, J-8 has finally passed the supersonic barrier and reached M 1.2 at 10:04:05; the prototype was then transferred to Yanliang, Xi'an for tests in 1970/6/24. Due to the political turmoil and economical reform, it was until the late 1970s when J-8 could went for extensive tests; where it has faced engine stalls and fire alarms. For the designers, fortunately, both prototypes in deep trouble were managed to recovered/saved from catastrophic loss; although the vibration at higher speed still persist. So SAC has brought 100kg of wool yarn for flow separation tests; where Gu Songfen has rode onto a JJ-6 歼教-6 3 times lying to his wife (the couple made a promise not to board planes due to the demise of Huang Zhiqian) and he eventually found the culprit was the triangular area formed by the vertical stabilizator and the fairing. The revised design of this area eventually helped J-8 passed the M 2.0 barrier and met the requirements of PLAAF.

J-8I was then certificated in 1979/12/31, the day before 1980; and little was knew that was also the very first time Gu Songfen was drunk in his life.

J-8II (J-8II Block 1/2[B], J-8C, D, G, H, F and export F-8IIM)

After the pre-production J-8Is has enter PLAAF in the 1980s, they did a test with J-7; although J-8I shone at acceleration, but it was as well rather not nimble; meanwhile PLAAF has aimed for a MiG-23 as their new interceptor. Estimation was that J-8I could not compete with Flogger at all; where the variable swept-wing and advanced avionics shone over the nose-intake J-8I. Option A was reverse-engineer a MiG-23SM (No. 9501, obtained from Egypt, now stored in Chinese Aviation Museum 中国航空博物馆) while the other one was enhance the original J-8I airframe with a more aerodynamic design with side intakes. This was also the very first time Mainland China used composite material on aircrafts which made J-8II more nimble. Due to the overall redesign of, it was estimated to take 6 years before maiden flight, yet J-8II made it within 3 1/2 year. J-8II (J-8B Block 1) made its first flight at 1984/6/12 (No. 84612, stored at Shenyang Aerospace University沈阳航空航天大学), earning its nickname of "Handsome in Air 空中美男子" with revised airframe with side intakes and latest mono-pulse radar.

However, when Israel Air Force mascaraed the Lebanon Air Force who flew Floggers in 1983, SAC knew that they need quite some upgrades to kept J-8II on-par with the latest 3rd generation jets. Luckily, Sino-American relationship was better during the early 1980s and US pilots said that J-8II accelerate rather quick yet the avionics was a generation behind; Grumman became the handling company for the development of J-8II “Peace Pearl 和平珍珠” with F-16 avionics. Although the 1989 Beijing crackdown halted this program, SAC and Grumman continued the program till the 1990s when the Chinese decided to built J-8C but in vain as they opted for Russian Su-27SK Flankers instead, as well as multiple crashes during tests; they eventually built an aerial-refuel variant (J-8D), an pulse-doppler equipped one (J-8H) and the latest one with ARH missiles (J-8F). SAC also planned for an export version, dubbed F-8IIM with Russian avionics and weaponries but fail to earn any contracts.

The J-8II series, albeit its rather long time before fully commissioned (2002), it had become the cornerstone as the test platform of new technologies for PLAAF jets; but also one of the victim of post-cold war regional disputes. Only JZ-8F recon is still in service while the very last combat variants of J-8II would have been decommissioned by June 2022.

J-8I 歼-8I （I pronounced as Yi, 一 in Chinese）

It looks like "a Fishbed on steroids" , the major difference between it from a Fishbed is a side aux intake and a prolonged fairing on its tail, lower pair of fin-tail like Q-5.

Name	Chinese name	Fixed armaments	In-service upgrades	Remarks
J-8 Daytime; J-8R	歼-8白/日间型；歼侦-8	2x Type 30-1	Yes	The very first block of J-8 manufactured by SAC with a pair WP-7B engines and also a pair of 30-1 cannon; a Marconi Model 226 rangefinder in its shock-cone. Distinguish by a front-opened canopy. The Recon version has a West German KA-112A recon pod installed.
J-8A	歼-8A	2x Type 23-3	Yes	Armed with Model 204 (SL-4 射雷-4) search radar and twin 23-3 cannons (GSh-23L); could be converted from Daytime model, certificated at 1985.
J-8E	歼-8E	1x Type 23-3	N/A	Armed with SL-7A radar and counter-measurements, RWR, new railing for PL-5 missiles. Certificated in 1993; all J-8As were then upgraded under this standard.

Specification of J-8I series (Daytime/A/E):

*courtesy of John_JIANG's suggestion page; as shown in People's Revolution Military Museum

• Wingspan: 9.34 m
• Length: 19.25 m w/o pitot tube
• Height: 5.41 m
• Powerplant: 2x AECC Shenyang Liming WP-7A turbojet engine
  • Thrust w/o afterburner: 43.15kN
  • Thrust w/ afterburner: 56.3kN
• Maximum Speed: M 2.18/ 2,693 km/h at >13,600 m
• Service ceiling: 20,500 m
• Climb Rate: >150 m/s
• Crew: 1
• Radar equipment: Marconi Model 226 (Daytime); SL-4 (A) ; SL-7A(E)
• Fixed weaponry: 2x Type 30-1 30mm autocannon (Daytime),120 rounds? or 2x Type 23-3 autocannon, 2x 200 rounds (GSh-23L; J-8A and beyond)
• Other weaponry: 4x Rocket pods (but uncertain about the exact model); 4x PL-2B or PL-5B IR missiles

J-8II 歼-8II （II, er 二）

A more MiG-23 like side intakes with radar up front; the fin tail was redesigned into a single, foldable fin.

Name	Chinese name	Fixed armaments	In-service upgrades	Introduced	Remarks
J-8II Block 1	歼-8II	1x Type 23-3	Unknown	N/A	The revised J-8II has new side intakes and a pair of WP-13B (upgraded R-13-300F), new Type 208 (SL-5) monopulse radar, intended to launch new PL-4A SRAH missile; certificated but not commissioned in PLAAF.
J-8II Block 2/B	歼-8II 02批次 (歼-8B)		To BH	Wind of Change	J-8II airframes with SL-5A (Model 208A) molo-pulse radar with capabilities of using Aspide (aka A-missile A弹) or later PL-11 SRAH missile and new railing for PL-8 霹雳-8 (Israeli Raffel Python 3). Certified at 1995 and the system tests was completed in 2003.
J-8II Project 8-2/Peace Pearl	八二工程/和平珍珠		N/A	N/A	Upgraded with a modified F-16C HUD from Marconi Avionics, Honeywell MFD and Westinghouse AN/APG-66V radar; project started in February 1987; cancelled due to 1989 Beijing Crackdown and the introduction of Su-27SK Flankers. A mock-up front section of Peace Pearl is still a exhibit in an US aviation museum but only the analogue mock-up gauges were intact; while the only known modified airframe, numbered 0001 at Chinese Aviation Museum oddly retained the AN/APG-66V from Grumman, helping NIRET on radar production line and technological advances.
J-8C; J-8III	歼-8C；八三工程；争气机		N/A	N/A	Before the joint-development with Grumman and SAC, SAC started their overhaul upgrade on J-8II with new, domestic powerplants and avionics; the project would enhance the overall speed, overload and payload. After the cancelation of Project 8-2 and the dire need for a new jet against more advanced jets of the era in parallel with the imported Su-27SK from Soviet Union/Russia, thus the 03 and 04 prototype of J-8II became the test platform of J-8C which both took off by December of 1994/1995 respectively; the 04 prototype was written off in early 1997 due to miscommunication on runway repairs at Yanliang, Xi'an (CFTE, Chinese Flight Test Establishment 中国飞行试验研究院), SAC then built No. 05 (513) prototype for further tests along with the remaining 03 prototype. But the 05 prototype also crashed due to fire onboard during test flight on May 1995; due to the successful test flights of CAC's J-10 and introduction of Su-27SK for domestic production (as J-11), this project was then ultimately ditched in early 2000s.
F-8IIM	歼-8IIM		N/A	N/A	Export version with MiG-29 equivalent avionics; capable of launching R-27 and R-73. First shown in 1998's Zhuhai Airshow but received no order.
J-8D	歼-8D		To DH/DF	N/A	Part of the Project 8911 (八九一一工程, named from its intended test dates by November 1989)as a J-8II with aerial refuel capabilities; the plans for an aerial-refuel capable jet and tanker have been a long-lasting issue for PLAAF and PLANAF as the threat from US aviation forces in South China Sea emerged, where only J-8 has the nearly sufficient combat radius of 800 km (distance between the nearest PLANAF base to the Nationalist-controlled Taiping Island 太平島 is at around 1000 km). Originally planned to introduce British MK.32 refueling pods but failed due to late 1980s political turmoil, XAC and SAC started their development on a domestic system that utilize H-6 as the tanker while J-8II being the receiving end. The system finished its installation on their respective platforms and testing started by November 1991, the system experienced some major flaws and it was until 19th December when the factory finally delivered a revised probe for J-8D, which was tested successfully at 11:30 am, 1991/12/23 by test pilot Chang Qingxian(常庆贤). The baseline later J-8IIs; aerial-refuel demonstrations has become a part of Mainland's military parades since 1999.Aside from refuel probes, J-8D replaced its RWR systems with an all-aspect systems which has multiple sensors scattered around the airframe (4 on vertical stabilizer, 2 on rear-aspect and front-aspect respectively) and additional avionics in cockpit.
J-8H	歼-8H		N/A	N/A	Upgraded J-8II with Type 1491 PD radar and new radar display; certificated on 2004/1/20 with a dual-target test; could be upgraded from J-8B or J-8D.
J-8G	歼-8G		N/A	N/A	Capable of launching KD-88 AGM or YJ-91 ASM; didn't go into commission.
J-8F/J-8RF	歼-8F/歼侦-8F		N/A	La Royale	New Type 1492 PD radar, WP-13B-II engines and capable of launching PL-12 ARH missile or other guided weaponry. Certificated in 2005; while J-8RF is the high-altitude recon based of F series with removed guns and WP-14, later reinstalled WP-13B-II for reliability.

I/II ACT

J-8I and II's based FBW test platform as the back-up for CAC J-10. The former crashed during a test to a software bug; the latter survived as J-8II 99913 with a pair of canard, kept in SAC Museum as outdoor exhibition item, right next to J-8I 69705.

Specification of J-8II series (B/C/D/G/H/F/IIM):

• Wingspan: 9.34 m
• Length: 21.6 m
• Height: 5.41 m
• Powerplant: 2x AECC Shenyang Liming WP-13A-II turbojet engine (All but J-8C and J-8F[R]) ;2x AECC Shenyang Liming WP-13B-II turbojet engine (J-8F[R]); 2x AECC Shenyang Liming WP-14 "Kunlun" turbojet engine (J-8C; JZ-8F before refit)
  • Thrust w/o afterburner: 42.7kN (WP-13B-II)/51.65 kN (WP-14)
  • Thrust w/ afterburner: 65.9kN (WP-13B-II)/73.5 kN (WP-14)
• Maximum Speed: M 2.2-2.4 (no exact number)
• Service ceiling: 20,500 m
• Climb Rate: 200 m/s
• Crew: 1
• Radar equipment: Changhong SL-5(A) (J-8II; J-8B;J-8D); NRIET Type 1471 (J-8C); Type 1491 (J-8H/DH) / Type 1492 (J-8F/DF)-Monopulse-PD; Westinghouse AN/APG-66V (J-8II Project 8-2) PD; Phazotron-NIIR Zhuk-8II PD (F-8IIM)
• Fixed weaponry: 1x Type 23-3 autocannon (GSh-23L), 200 rounds
• Other weaponry: IR AAM: PL-5B/C/E, PL-8, R-73[IIM]; (S)ARH AAM: Aspide-1A, PL-11, PL-12[F], R-27[IIM]; 8x 250-3 low-drag bombs; 4x Type 90-1 or 57-1 rocket pods; ASh(G)M KD-88[G], YJ-91[G] [Note: J-8II to J-8D and their upgrades to later standards only supported 4 missiles at once due to limitations on main bus; new airframes of F-8IIM or beyond J-8H supported 6]