Difference between revisions of "J-8 (Family)"

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==Vehicles==
 
==Vehicles==
 
===Rank VII===
 
===Rank VII===
* [[J-8B]] - Block 2 J-8II, the first serial production J-8II series  
+
* [[J-8B]] - Block 2 J-8II, the first serial production J-8II series
  
 
===Rank VIII===
 
===Rank VIII===
* [[J-8F]] - Upgraded with Type 1493 radar and new FCS for advanced missiles, the last serial production J-8II series
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* [[J-8F]] - Upgraded with Type 1493 radar and new FCS for advanced missiles, the last serial production J-8II series
  
==History==  
+
==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:U4656018]]
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=== Prologue ===
 +
Before the 1960s, the Chinese skies were still ruled by imported Soviet jets and their domestically produced (unlicensed) models: the J-4 through 7. While it was indeed an accomplishment for an agricultural country to manufacture some of the latest jets of the era, these aircraft were still of non-indigenous design. The aspiration of all Mainland Chinese aircraft designers was to create a completely indigenous Chinese jet in terms of overall design. However, this was quite challenging due to a lack of experience.
 +
 
 +
The inception of this idea can be traced back to an obsolete yet sufficient design, the JJ-1 歼教-1, which was created and built by Factory 112, now known as AVIC Shenyang. Inspired by this project, a team of designers led by Gu Songfen (顾诵芬), a legendary figure in China (member of both the CAS (Chinese Academy of Sciences) and CAE (Chinese Academy of Engineering), awarded the Highest Science and Technology Award (最高科学技术奖) in 2020 and the Touching China Award (感动中国) in 2021), would set out on a new venture: what would eventually become the J-8 (歼-8; NATO reporting name: Finback 长须鲸).
 +
 
 +
=== Inspiration ===
 +
In 1962, the ROCAF collaborated with the CIA for high-altitude reconnaissance missions over Mainland China, primarily to gather intelligence on its defense facilities and, most importantly, its nuclear weapons program. This mission was undertaken by the infamous 34th "Black Cat" Squadron. While the PLAAF managed to down 5 U-2 reconnaissance aircraft with state-of-the-art SAMs, most of the time, they had to deploy the J-6 and newly introduced J-7 fighters for fruitless interceptions of these reconnaissance planes flying at altitudes of up to 20 kilometres.
 +
 
 +
As Gu Songfen once remarked, "The biggest flaw of the J-7 was its limited flight time; it could only remain at high altitudes for approximately 2-3 minutes and had a slow rate of climb." This frustrated Mainland Chinese aircraft designers, as they were unable to effectively counter the U-2s. Additionally, with the testing of the XB-70, which was intended for sudden strikes on Mainland China's nuclear facilities (as well as Soviet ones), the PLAAF urgently needed a new high-altitude interceptor.
  
=== Prologue ===
+
Two of the chief designers of the JJ-1, Xu Shunshou and Huang Zhiqian, embarked on the design of a new interceptor. They considered 22 different proposals, including both single and twin-engine designs. At that time, the prevailing sentiment in China was, "If we can build an atomic bomb, how difficult could it be to develop a jet engine?" Consequently, the early design of the new interceptor featured a single engine, while Huang Zhiqian continued to work on an alternative twin-engine design in case engine development posed challenges.
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 ===
+
During the theoretical discussions on the new interceptor, the pro-single engine designers couldn't guarantee the timeline for developing a new engine. As a result, Huang Zhiqian's model, known as the "Roast Duck 烤鸭" due to its twin WP-7 engines, became the preferred design for the interceptor, while the single-engine version remained unrealized.
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.
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On May 17, 1965, the Central Military Commission approved the development of the twin-engine version of the interceptor, which would become the J-8.
  
 
=== Development ===
 
=== Development ===
  
 
==== J-8I (J-8 "Daytime"; J-8A and J-8E) ====
 
==== 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.
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The plan for the J-8 was to create a twin-engined jet with low aspect-ratio, delta wings and a nose intake, capable of flying at 20 kilometres at a speed of Mach 2.25. This design was based on earlier aerodynamic principles from the [[MiG-21F-13]]/[[J-7II|J-7]]. Developing this aircraft required the production of thousands of new parts, many of which were entirely new components.
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.
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 +
Surprisingly, the prototype for the J-8I was assembled in a single attempt, despite the inexperienced assembly crew. On June 23, 1968, the J-8I prototype rolled off the production line at SAC Dongling Airfield. Although there were some minor incidents during the process, the first prototype successfully made its maiden flight on July 5, 1969, while a second static test airframe was also constructed for ground tests.
 +
 
 +
A significant issue arose during the static tests of the second prototype. During a pressure test of the airframe, at 92% of the required overall structural pressure, the airframe broke into two halves. Sun Shaokong (孙绍孔), the chief test-flight manager, mentioned, "The passing standard was 95%, but when the gauge hit 92%, no one clapped for the 'success', and we felt rather sad for that." The second airframe suffered a total structural failure, while the airworthy first airframe also experienced severe vibrations during ground tests. The structural problem of the static test airframe was attributed to an installation error (3.5 mm bolts instead of the planned 4 mm bolts and fewer bolts installed than the required 64 at the rear airframe). The vibration in the airworthy prototype was related to the 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.
+
After addressing the manufacturing flaws, the maiden flight was delayed by a year until late June 1969. Cao Lihuai (曹里怀), the second-in-command of the PLAAF, was eventually persuaded that the J-8I design was safe for test flights. He granted permission for the maiden flight at midnight on July 5, 1969, with Yun Yuhuan (尹玉焕) serving as the chief test pilot. This specific airframe, J-8I 69705, is now on display at SAC's main factory in Shenyang.
  
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.
+
During the 9th test flight, conducted by the vice test pilot 鹿鸣东 (Lu Mingdong), he reported, "At 8,000 m, Mach 0.86; my plane experienced severe vibration," which was quite unusual for a supersonic jet, described as "like riding on a fishing rod" by the test pilot. Faced with this problem, the J-8 team at Factory 112 diligently sought to identify the cause of the vibration. Gu Songfen used a rod and some ropes and determined that the rear part of the J-8 had aerodynamic flaws. A fairing was then installed, which resolved the vibration issue (resulting in the iconic long exhaust tail of the J-8 series, although it couldn't achieve supersonic speeds in this case). Jiang Zuofan (姜作范), another test flight manager of the J-8, mentioned, "It was an improvised idea to test flow separation at the rear, yet it did give him (Gu Songfen) an impression that the culprit was there, and it's severe during the ignition process."
  
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.
+
Subsequently, the exhaust tail (the aforementioned fairing, or known as the "skirt" by the engineers) was reduced by 260 mm. At 10:00 am on March 10, 1970, the J-8 finally broke the supersonic barrier, reaching Mach 1.2 at precisely 10:04:05. The prototype was then transferred to Yanliang, Xi'an, for further tests on June 24, 1970. Due to political turmoil and economic reform, it wasn't until the late 1970s that the J-8 underwent extensive testing, during which it experienced engine stalls and fire alarms. Fortunately, both prototypes were saved from catastrophic loss, though the vibration issue at higher speeds persisted.
  
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.''
+
To address this, SAC brought in 100 kg of wool yarn for flow separation tests. Gu Songfen personally conducted tests by riding in a JJ-6 歼教-6 three times, concealing this from his wife, as they had made a promise not to fly due to the loss of Huang Zhiqian (who had died in a passenger air accident in 1965). He eventually identified the culprit as the triangular area formed by the vertical stabilizer and the fairing. The revised design in this area allowed the J-8 to break the Mach 2.0 barrier and meet the PLAAF's requirements.
 +
 
 +
The J-8I was finally certified on December 31, 1979, just before 1980.
  
 
==== J-8II (J-8II Block 1/2[B], J-8C, D, G, H, F and export F-8IIM) ====
 
==== 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.  
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After the pre-production J-8Is entered service with the PLAAF in the 1980s, a comparative test was conducted with the J-7. While the J-8I showcased impressive acceleration, it was found to be lacking in agility. Around this time, the PLAAF had set its sights on acquiring the MiG-23 as their new interceptor. Estimates suggested that the J-8I would not be able to compete with the MiG-23, given the latter's variable swept-wing design and advanced avionics, which outperformed the J-8I's nose-intake configuration.
 +
 
 +
Two options were considered: one was to reverse-engineer a MiG-23SM (No. 9501, obtained from Egypt, now housed in the Chinese Aviation Museum (中国航空博物馆)), and the other was to enhance the original J-8I airframe with a more aerodynamic design featuring side intakes. This marked the first time that Mainland China used composite materials in aircraft, resulting in the more nimble J-8II. Due to the extensive redesign, it was initially estimated to take six years before the maiden flight. However, the J-8II achieved its first flight within just 3 and a half years. The J-8II (J-8B Block 1) made its debut flight on June 12, 1984 (No. 84612, now stored at Shenyang Aerospace University (沈阳航空航天大学)), earning the nickname "Handsome in Air" (空中美男子) due to its revised airframe with side intakes and state-of-the-art monopulse 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.
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Nevertheless, after the Israeli Air Force massacred the Lebanese Air Force, which flew MiG-23 Floggers, in 1983, SAC recognised the need for significant upgrades to keep the J-8II competitive with the latest 3rd generation jets. Fortunately, Sino-American relations were relatively stable in the early 1980s, and US pilots noted that the J-8II had impressive acceleration but lagged behind in avionics. Grumman was brought in to handle the development of the J-8II "Peace Pearl" (和平珍珠) with F-16 avionics. However, this program was halted due to the 1989 Beijing crackdown. SAC and Grumman resumed the program in the 1990s, but the Chinese eventually opted for Russian Su-27SK Flankers instead. They also encountered multiple crashes during tests. As a result, they developed an aerial-refueling variant (J-8D), a pulse-Doppler equipped one (J-8H), and the latest version with ARH missiles (J-8F). SAC also planned an export version called the F-8IIM with Russian avionics and weaponry but failed to secure 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 [[wikipedia:Hainan_Island_incident|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.
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Despite the relatively long time it took to become fully commissioned (not until 2002), the J-8II series became a cornerstone as a test platform for new technologies for PLAAF jets. It also played a role in post-Cold War regional disputes, including the Hainan Island incident. Only the JZ-8F reconnaissance variant remains in service, while the last combat variants of the J-8II were scheduled to be decommissioned by June 2022.
  
 
=== Variants ===
 
=== Variants ===
  
=== <u>J-8I 歼-8I (I pronounced as Yi, 一 in Chinese)</u> ===
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==== 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.
 
 
{| class="wikitable"
 
{| class="wikitable"
 
!Name
 
!Name
Line 62: Line 74:
 
!Remarks
 
!Remarks
 
|-
 
|-
|J-8 Daytime; J-8R
+
|'''J-8 Daytime; J-8R'''
 
|歼-8白/日间型;歼侦-8
 
|歼-8白/日间型;歼侦-8
|2x Type 30-1
+
|2 x Type 30-1
 
|Yes
 
|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.
+
|The first block of the J-8, manufactured by SAC with a pair WP-7B engines, a pair of Type 30-1 cannons, and a Marconi Model 226 rangefinder in its nose cone. Distinguish by a front-opened canopy. The reconnaissance version has a West German KA-112A recon pod installed.
 
|-
 
|-
|J-8A  
+
|'''J-8A'''
 
|歼-8A
 
|歼-8A
|2x Type 23-3
+
|2 x Type 23-3
 
|Yes
 
|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.
+
|Armed with Model 204 (SL-4 射雷-4) search radar and twin 23-3 cannons (GSh-23L); could be converted from the Daytime model, certified in 1985.
 
|-
 
|-
|J-8E  
+
|'''J-8E'''
 
|歼-8E
 
|歼-8E
|1x Type 23-3
+
|1 x Type 23-3
 
|N/A
 
|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.
+
|Armed with SL-7A radar and countermeasures, RWR, new rails for PL-5 missiles. Certified in 1993; all J-8As were then upgraded under this standard.
 
|}
 
|}
  
 
=====Specification of J-8I series (Daytime/A/E): =====
 
=====Specification of J-8I series (Daytime/A/E): =====
<nowiki>*</nowiki>courtesy of John_JIANG's suggestion page; as shown in People's Revolution Military Museum
 
  
 
* Wingspan: 9.34 m
 
* Wingspan: 9.34 m
 
* Length: 19.25 m w/o pitot tube
 
* Length: 19.25 m w/o pitot tube
 
* Height: 5.41 m
 
* Height: 5.41 m
* Powerplant: 2x AECC Shenyang Liming WP-7A turbojet engine
+
* Powerplant: 2 x AECC Shenyang Liming WP-7A turbojet engine
 
** Thrust w/o afterburner: 43.15kN
 
** Thrust w/o afterburner: 43.15kN
 
** Thrust w/ afterburner: 56.3kN
 
** Thrust w/ afterburner: 56.3kN
Line 94: Line 105:
 
* Climb Rate: >150 m/s
 
* Climb Rate: >150 m/s
 
* Crew: 1
 
* Crew: 1
* Radar equipment: Marconi Model 226 (Daytime); SL-4 (A) ; SL-7A(E)
+
* 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)
+
* Fixed weaponry: 2 x Type 30-1 30mm autocannon (Daytime), 120 rounds or 2 x Type 23-3 autocannon, 2 x 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
+
* Other weaponry: 4 x rocket pods; 4 x PL-2B or PL-5B IR missiles
 
 
===<u>J-8II 歼-8II (II, er 二)</u> ===
 
A more MiG-23 like side intakes with radar up front; the fin tail was redesigned into a single, foldable fin.
 
  
 +
==== J-8II 歼-8II (II, "Er" 二) ====
 
{| class="wikitable"
 
{| class="wikitable"
 
!Name
 
!Name
Line 106: Line 115:
 
!Fixed armaments
 
!Fixed armaments
 
!In-service upgrades
 
!In-service upgrades
!Introduced
 
 
!Remarks
 
!Remarks
 
|-
 
|-
|J-8II Block 1
+
|'''J-8II Block 1'''
 
|歼-8II
 
|歼-8II
| rowspan="9" |1x Type 23-3
+
| rowspan="9" |1 x Type 23-3
 
|Unknown
 
|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 the new PL-4A SARH missile; certified but not commissioned in the PLAAF.
|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-8B|'''J-8II Block 2/B''']]
+
|[[J-8B|J-8II Block 2/B]]
|'''歼-8II 02批次 (歼-8B)'''
+
|歼-8II 02批次 (歼-8B)
 
|To BH
 
|To BH
|[[Update "Wind of Change"|Wind of Change]]
+
|J-8II airframes with SL-5A (Model 208A) monopulse radar with capabilities of using Aspide (aka A-missile A弹) or later PL-11 SARH missiles and new rails for PL-8 霹雳-8 (Israeli Rafael Python 3). Certified in 1995 and system tests were completed in 2003.
|J-8II airframes with '''SL-5A (Model 208A)''' molo-pulse radar with capabilities of using '''Aspide (aka A-missile A弹)''' or l'''ater 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
+
|'''J-8II Project 8-2/Peace Pearl'''
 
|八二工程/和平珍珠
 
|八二工程/和平珍珠
 
|N/A
 
|N/A
|N/A
+
|Upgraded with a modified F-16C HUD from Marconi Avionics, Honeywell MFD, and Westinghouse AN/APG-66V radar. A mock-up front section of the Peace Pearl is an [http://www.combatairmuseum.org/exhibits/shenyang.html exhibit at Forbes Field Combat Air Museum, Kansas, US] but only the analogue mock-up gauges are intact. The only known modified airframe, numbered 0001 at the Chinese Aviation Museum, oddly retained the AN/APG-66V from Grumman, helping NIRET on radar production line and technological advances.
|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 [http://www.combatairmuseum.org/exhibits/shenyang.html 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
+
|'''J-8C; J-8III'''
 
|歼-8C;八三工程;争气机
 
|歼-8C;八三工程;争气机
 
|N/A
 
|N/A
|N/A
+
|Before entering into a joint development agreement with Grumman, SAC initiated a comprehensive upgrade of the J-8II. This upgrade involved the installation of new domestic powerplants and avionics, with the goal of improving the aircraft's speed, overload capacity, and payload. However, following the cancellation of Project 8-2 and the urgent need for a new jet to contend with more advanced aircraft of the era, the 03 and 04 prototypes of the J-8II were repurposed as test platforms for the J-8C. These conversions were completed by December of 1994 and 1995, respectively.
|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'''.
+
 
 +
Unfortunately, the 04 prototype was written off in early 1997 due to a miscommunication regarding runway repairs at Yanliang, Xi'an (CFTE, Chinese Flight Test Establishment (中国飞行试验研究院)). In response, SAC proceeded to construct the No. 05 (513) prototype for further testing, alongside the remaining 03 prototype. However, the 05 prototype met a similar fate, as it crashed during a test flight in May 1995 due to an onboard fire.
 +
 
 +
As a result of these setbacks, coupled with the successful test flights of CAC's J-10 and the introduction of the Su-27SK for domestic production as the J-11, this project was ultimately abandoned in the early 2000s.
 
|-
 
|-
|F-8IIM
+
|'''F-8IIM'''
 
|歼-8IIM
 
|歼-8IIM
 
|N/A
 
|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 orders.
|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  
+
|'''J-8D'''
 
|歼-8D
 
|歼-8D
 
|To DH/DF
 
|To DH/DF
|N/A
+
|As part of Project 8911 (named after its intended test dates in November 1989), the J-8II was equipped with aerial refuelling capabilities. The development of an aerial-refuelling capable aircraft and tanker had been a long-standing concern for the PLAAF and PLANAF, especially given the emerging threat from US aviation forces in the South China Sea. In this region, only the J-8 had anywhere near the combat radius necessary (800 km), whereas the distance between the nearest PLANAF base and the Nationalist-controlled Taiping Island 太平島 was roughly 1,000 km.
|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.
+
 
 +
Originally, the plan was to introduce British MK.32 refuelling pods, but this idea fell through due to the political turmoil of the late 1980s. Subsequently, both XAC and SAC began developing a domestic system that utilized the H-6 as the tanker, with the J-8II serving as the receiving aircraft. The installation of this system on their respective platforms was completed, and testing commenced by November 1991. However, the system encountered significant flaws, and it wasn't until December 19 that the factory delivered a revised probe for the J-8D. This revised probe was successfully tested at 11:30 am on December 23, 1991, with test pilot Chang Qingxian(常庆贤) at the helm.
 +
 
 +
Subsequently, aerial-refuelling demonstrations became a regular part of Mainland China's military parades, starting in 1999. In addition to the refuelling probes, the J-8D also replaced its RWR (Radar Warning Receiver) systems with an all-aspect system, featuring multiple sensors scattered around the airframe, including four on the vertical stabilizer and two each on the rear-aspect and front-aspect, along with additional avionics in the cockpit.
 
|-
 
|-
|J-8H
+
|'''J-8H'''
 
|歼-8H
 
|歼-8H
 
|N/A
 
|N/A
|N/A
+
|Upgraded J-8II with Type 1491 PD radar and new radar display; certified on January 20, 2004 with a dual-target test; could be upgraded from J-8B or J-8D.
|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
 
|J-8G
 
|歼-8G
 
|歼-8G
 
|N/A
 
|N/A
 +
|Capable of launching KD-88 AGM or YJ-91 ASM; was not commissioned.
 +
|-
 +
|'''[[J-8F]]/J-8RF'''
 +
|歼-8F/歼侦-8F
 
|N/A
 
|N/A
|Capable of '''launching KD-88 AGM or YJ-91 ASM'''; didn't go into commission.
+
|New Type 1492 PD radar, WP-13B-II engines, and capable of launching the PL-12 ARH missile or other guided weaponry. Certified in 2005. J-8RF is the high-altitude reconnaissance variant based on the F series with removed guns and WP-14 engines (WP-13B-II was later reinstalled for reliability).
|-
 
|'''[[J-8F]]'''/J-8RF
 
|'''歼-8F'''/歼侦-8F
 
|'''N/A'''
 
|[[Update "La Royale"|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 ===
+
==== 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.
+
Fly-by-write test platform based on the J-8I and II as back-up for the CAC J-10. The former crashed during a test to a software bug; the latter survived as J-8II 99913 with a pair of canards, kept at the SAC Museum as outdoor exhibition item, right next to J-8I 69705.
  
 
==== Specification of J-8II series (B/C/D/G/H/F/IIM): ====
 
==== Specification of J-8II series (B/C/D/G/H/F/IIM): ====
 
* Wingspan: 9.34 m
 
* Wingspan: 9.34 m
* Length: 21.6 m  
+
* Length: 21.6 m
 
* Height: 5.41 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)
+
* Powerplant: 2 x AECC Shenyang Liming WP-13A-II turbojet engine (All but J-8C and J-8F[R]) ;2 x AECC Shenyang Liming WP-13B-II turbojet engine (J-8F[R]); 2 x 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/o afterburner: 42.7 kN (WP-13B-II)/51.65 kN (WP-14)
** Thrust w/ afterburner: '''65.9kN'''  (WP-13B-II)/'''73.5 kN''' (WP-14)
+
** Thrust w/ afterburner: 65.9 kN (WP-13B-II)/73.5 kN (WP-14)
* Maximum Speed: '''M 2.2-2.4''' ''(no exact number)''
+
* Maximum Speed: M 2.2-2.4
* Service ceiling: '''20,500 m'''
+
* Service ceiling: 20,500 m
* Climb Rate: '''200 m/s'''
+
* Climb Rate: 200 m/s
 
* Crew: 1
 
* 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)  
+
* 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  
+
* Fixed weaponry: 1 x 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]''' ''<u>[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]</u>''
+
* Other weaponry: IR AAMs: PL-5B/C/E, PL-8, R-73 (IIM); (S)ARH AAMs: Aspide-1A, PL-11, PL-12 (F), R-27 (IIM); 8 x 250-3 low-drag bombs; 4 x 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)''
  
 
[[Category:Family pages]]
 
[[Category:Family pages]]

Revision as of 11:44, 12 September 2023

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

Prologue

Before the 1960s, the Chinese skies were still ruled by imported Soviet jets and their domestically produced (unlicensed) models: the J-4 through 7. While it was indeed an accomplishment for an agricultural country to manufacture some of the latest jets of the era, these aircraft were still of non-indigenous design. The aspiration of all Mainland Chinese aircraft designers was to create a completely indigenous Chinese jet in terms of overall design. However, this was quite challenging due to a lack of experience.

The inception of this idea can be traced back to an obsolete yet sufficient design, the JJ-1 歼教-1, which was created and built by Factory 112, now known as AVIC Shenyang. Inspired by this project, a team of designers led by Gu Songfen (顾诵芬), a legendary figure in China (member of both the CAS (Chinese Academy of Sciences) and CAE (Chinese Academy of Engineering), awarded the Highest Science and Technology Award (最高科学技术奖) in 2020 and the Touching China Award (感动中国) in 2021), would set out on a new venture: what would eventually become the J-8 (歼-8; NATO reporting name: Finback 长须鲸).

Inspiration

In 1962, the ROCAF collaborated with the CIA for high-altitude reconnaissance missions over Mainland China, primarily to gather intelligence on its defense facilities and, most importantly, its nuclear weapons program. This mission was undertaken by the infamous 34th "Black Cat" Squadron. While the PLAAF managed to down 5 U-2 reconnaissance aircraft with state-of-the-art SAMs, most of the time, they had to deploy the J-6 and newly introduced J-7 fighters for fruitless interceptions of these reconnaissance planes flying at altitudes of up to 20 kilometres.

As Gu Songfen once remarked, "The biggest flaw of the J-7 was its limited flight time; it could only remain at high altitudes for approximately 2-3 minutes and had a slow rate of climb." This frustrated Mainland Chinese aircraft designers, as they were unable to effectively counter the U-2s. Additionally, with the testing of the XB-70, which was intended for sudden strikes on Mainland China's nuclear facilities (as well as Soviet ones), the PLAAF urgently needed a new high-altitude interceptor.

Two of the chief designers of the JJ-1, Xu Shunshou and Huang Zhiqian, embarked on the design of a new interceptor. They considered 22 different proposals, including both single and twin-engine designs. At that time, the prevailing sentiment in China was, "If we can build an atomic bomb, how difficult could it be to develop a jet engine?" Consequently, the early design of the new interceptor featured a single engine, while Huang Zhiqian continued to work on an alternative twin-engine design in case engine development posed challenges.

During the theoretical discussions on the new interceptor, the pro-single engine designers couldn't guarantee the timeline for developing a new engine. As a result, Huang Zhiqian's model, known as the "Roast Duck 烤鸭" due to its twin WP-7 engines, became the preferred design for the interceptor, while the single-engine version remained unrealized.

On May 17, 1965, the Central Military Commission approved the development of the twin-engine version of the interceptor, which would become the J-8.

Development

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

The plan for the J-8 was to create a twin-engined jet with low aspect-ratio, delta wings and a nose intake, capable of flying at 20 kilometres at a speed of Mach 2.25. This design was based on earlier aerodynamic principles from the MiG-21F-13/J-7. Developing this aircraft required the production of thousands of new parts, many of which were entirely new components.

Surprisingly, the prototype for the J-8I was assembled in a single attempt, despite the inexperienced assembly crew. On June 23, 1968, the J-8I prototype rolled off the production line at SAC Dongling Airfield. Although there were some minor incidents during the process, the first prototype successfully made its maiden flight on July 5, 1969, while a second static test airframe was also constructed for ground tests.

A significant issue arose during the static tests of the second prototype. During a pressure test of the airframe, at 92% of the required overall structural pressure, the airframe broke into two halves. Sun Shaokong (孙绍孔), the chief test-flight manager, mentioned, "The passing standard was 95%, but when the gauge hit 92%, no one clapped for the 'success', and we felt rather sad for that." The second airframe suffered a total structural failure, while the airworthy first airframe also experienced severe vibrations during ground tests. The structural problem of the static test airframe was attributed to an installation error (3.5 mm bolts instead of the planned 4 mm bolts and fewer bolts installed than the required 64 at the rear airframe). The vibration in the airworthy prototype was related to the landing gear.

After addressing the manufacturing flaws, the maiden flight was delayed by a year until late June 1969. Cao Lihuai (曹里怀), the second-in-command of the PLAAF, was eventually persuaded that the J-8I design was safe for test flights. He granted permission for the maiden flight at midnight on July 5, 1969, with Yun Yuhuan (尹玉焕) serving as the chief test pilot. This specific airframe, J-8I 69705, is now on display at SAC's main factory in Shenyang.

During the 9th test flight, conducted by the vice test pilot 鹿鸣东 (Lu Mingdong), he reported, "At 8,000 m, Mach 0.86; my plane experienced severe vibration," which was quite unusual for a supersonic jet, described as "like riding on a fishing rod" by the test pilot. Faced with this problem, the J-8 team at Factory 112 diligently sought to identify the cause of the vibration. Gu Songfen used a rod and some ropes and determined that the rear part of the J-8 had aerodynamic flaws. A fairing was then installed, which resolved the vibration issue (resulting in the iconic long exhaust tail of the J-8 series, although it couldn't achieve supersonic speeds in this case). Jiang Zuofan (姜作范), another test flight manager of the J-8, mentioned, "It was an improvised idea to test flow separation at the rear, yet it did give him (Gu Songfen) an impression that the culprit was there, and it's severe during the ignition process."

Subsequently, the exhaust tail (the aforementioned fairing, or known as the "skirt" by the engineers) was reduced by 260 mm. At 10:00 am on March 10, 1970, the J-8 finally broke the supersonic barrier, reaching Mach 1.2 at precisely 10:04:05. The prototype was then transferred to Yanliang, Xi'an, for further tests on June 24, 1970. Due to political turmoil and economic reform, it wasn't until the late 1970s that the J-8 underwent extensive testing, during which it experienced engine stalls and fire alarms. Fortunately, both prototypes were saved from catastrophic loss, though the vibration issue at higher speeds persisted.

To address this, SAC brought in 100 kg of wool yarn for flow separation tests. Gu Songfen personally conducted tests by riding in a JJ-6 歼教-6 three times, concealing this from his wife, as they had made a promise not to fly due to the loss of Huang Zhiqian (who had died in a passenger air accident in 1965). He eventually identified the culprit as the triangular area formed by the vertical stabilizer and the fairing. The revised design in this area allowed the J-8 to break the Mach 2.0 barrier and meet the PLAAF's requirements.

The J-8I was finally certified on December 31, 1979, just before 1980.

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

After the pre-production J-8Is entered service with the PLAAF in the 1980s, a comparative test was conducted with the J-7. While the J-8I showcased impressive acceleration, it was found to be lacking in agility. Around this time, the PLAAF had set its sights on acquiring the MiG-23 as their new interceptor. Estimates suggested that the J-8I would not be able to compete with the MiG-23, given the latter's variable swept-wing design and advanced avionics, which outperformed the J-8I's nose-intake configuration.

Two options were considered: one was to reverse-engineer a MiG-23SM (No. 9501, obtained from Egypt, now housed in the Chinese Aviation Museum (中国航空博物馆)), and the other was to enhance the original J-8I airframe with a more aerodynamic design featuring side intakes. This marked the first time that Mainland China used composite materials in aircraft, resulting in the more nimble J-8II. Due to the extensive redesign, it was initially estimated to take six years before the maiden flight. However, the J-8II achieved its first flight within just 3 and a half years. The J-8II (J-8B Block 1) made its debut flight on June 12, 1984 (No. 84612, now stored at Shenyang Aerospace University (沈阳航空航天大学)), earning the nickname "Handsome in Air" (空中美男子) due to its revised airframe with side intakes and state-of-the-art monopulse radar.

Nevertheless, after the Israeli Air Force massacred the Lebanese Air Force, which flew MiG-23 Floggers, in 1983, SAC recognised the need for significant upgrades to keep the J-8II competitive with the latest 3rd generation jets. Fortunately, Sino-American relations were relatively stable in the early 1980s, and US pilots noted that the J-8II had impressive acceleration but lagged behind in avionics. Grumman was brought in to handle the development of the J-8II "Peace Pearl" (和平珍珠) with F-16 avionics. However, this program was halted due to the 1989 Beijing crackdown. SAC and Grumman resumed the program in the 1990s, but the Chinese eventually opted for Russian Su-27SK Flankers instead. They also encountered multiple crashes during tests. As a result, they developed an aerial-refueling variant (J-8D), a pulse-Doppler equipped one (J-8H), and the latest version with ARH missiles (J-8F). SAC also planned an export version called the F-8IIM with Russian avionics and weaponry but failed to secure any contracts.

Despite the relatively long time it took to become fully commissioned (not until 2002), the J-8II series became a cornerstone as a test platform for new technologies for PLAAF jets. It also played a role in post-Cold War regional disputes, including the Hainan Island incident. Only the JZ-8F reconnaissance variant remains in service, while the last combat variants of the J-8II were scheduled to be decommissioned by June 2022.

Variants

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

Name Chinese name Fixed armaments In-service upgrades Remarks
J-8 Daytime; J-8R 歼-8白/日间型;歼侦-8 2 x Type 30-1 Yes The first block of the J-8, manufactured by SAC with a pair WP-7B engines, a pair of Type 30-1 cannons, and a Marconi Model 226 rangefinder in its nose cone. Distinguish by a front-opened canopy. The reconnaissance version has a West German KA-112A recon pod installed.
J-8A 歼-8A 2 x 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 the Daytime model, certified in 1985.
J-8E 歼-8E 1 x Type 23-3 N/A Armed with SL-7A radar and countermeasures, RWR, new rails for PL-5 missiles. Certified in 1993; all J-8As were then upgraded under this standard.
Specification of J-8I series (Daytime/A/E):
  • Wingspan: 9.34 m
  • Length: 19.25 m w/o pitot tube
  • Height: 5.41 m
  • Powerplant: 2 x 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: 2 x Type 30-1 30mm autocannon (Daytime), 120 rounds or 2 x Type 23-3 autocannon, 2 x 200 rounds (GSh-23L; J-8A and beyond)
  • Other weaponry: 4 x rocket pods; 4 x PL-2B or PL-5B IR missiles

J-8II 歼-8II (II, "Er" 二)

Name Chinese name Fixed armaments In-service upgrades Remarks
J-8II Block 1 歼-8II 1 x Type 23-3 Unknown 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 the new PL-4A SARH missile; certified but not commissioned in the PLAAF.
J-8II Block 2/B 歼-8II 02批次 (歼-8B) To BH J-8II airframes with SL-5A (Model 208A) monopulse radar with capabilities of using Aspide (aka A-missile A弹) or later PL-11 SARH missiles and new rails for PL-8 霹雳-8 (Israeli Rafael Python 3). Certified in 1995 and system tests were completed in 2003.
J-8II Project 8-2/Peace Pearl 八二工程/和平珍珠 N/A Upgraded with a modified F-16C HUD from Marconi Avionics, Honeywell MFD, and Westinghouse AN/APG-66V radar. A mock-up front section of the Peace Pearl is an exhibit at Forbes Field Combat Air Museum, Kansas, US but only the analogue mock-up gauges are intact. The only known modified airframe, numbered 0001 at the 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 Before entering into a joint development agreement with Grumman, SAC initiated a comprehensive upgrade of the J-8II. This upgrade involved the installation of new domestic powerplants and avionics, with the goal of improving the aircraft's speed, overload capacity, and payload. However, following the cancellation of Project 8-2 and the urgent need for a new jet to contend with more advanced aircraft of the era, the 03 and 04 prototypes of the J-8II were repurposed as test platforms for the J-8C. These conversions were completed by December of 1994 and 1995, respectively.

Unfortunately, the 04 prototype was written off in early 1997 due to a miscommunication regarding runway repairs at Yanliang, Xi'an (CFTE, Chinese Flight Test Establishment (中国飞行试验研究院)). In response, SAC proceeded to construct the No. 05 (513) prototype for further testing, alongside the remaining 03 prototype. However, the 05 prototype met a similar fate, as it crashed during a test flight in May 1995 due to an onboard fire.

As a result of these setbacks, coupled with the successful test flights of CAC's J-10 and the introduction of the Su-27SK for domestic production as the J-11, this project was ultimately abandoned in the early 2000s.

F-8IIM 歼-8IIM 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 orders.
J-8D 歼-8D To DH/DF As part of Project 8911 (named after its intended test dates in November 1989), the J-8II was equipped with aerial refuelling capabilities. The development of an aerial-refuelling capable aircraft and tanker had been a long-standing concern for the PLAAF and PLANAF, especially given the emerging threat from US aviation forces in the South China Sea. In this region, only the J-8 had anywhere near the combat radius necessary (800 km), whereas the distance between the nearest PLANAF base and the Nationalist-controlled Taiping Island 太平島 was roughly 1,000 km.

Originally, the plan was to introduce British MK.32 refuelling pods, but this idea fell through due to the political turmoil of the late 1980s. Subsequently, both XAC and SAC began developing a domestic system that utilized the H-6 as the tanker, with the J-8II serving as the receiving aircraft. The installation of this system on their respective platforms was completed, and testing commenced by November 1991. However, the system encountered significant flaws, and it wasn't until December 19 that the factory delivered a revised probe for the J-8D. This revised probe was successfully tested at 11:30 am on December 23, 1991, with test pilot Chang Qingxian(常庆贤) at the helm.

Subsequently, aerial-refuelling demonstrations became a regular part of Mainland China's military parades, starting in 1999. In addition to the refuelling probes, the J-8D also replaced its RWR (Radar Warning Receiver) systems with an all-aspect system, featuring multiple sensors scattered around the airframe, including four on the vertical stabilizer and two each on the rear-aspect and front-aspect, along with additional avionics in the cockpit.

J-8H 歼-8H N/A Upgraded J-8II with Type 1491 PD radar and new radar display; certified on January 20, 2004 with a dual-target test; could be upgraded from J-8B or J-8D.
J-8G 歼-8G N/A Capable of launching KD-88 AGM or YJ-91 ASM; was not commissioned.
J-8F/J-8RF 歼-8F/歼侦-8F N/A New Type 1492 PD radar, WP-13B-II engines, and capable of launching the PL-12 ARH missile or other guided weaponry. Certified in 2005. J-8RF is the high-altitude reconnaissance variant based on the F series with removed guns and WP-14 engines (WP-13B-II was later reinstalled for reliability).

I/II ACT

Fly-by-write test platform based on the J-8I and II as back-up for the CAC J-10. The former crashed during a test to a software bug; the latter survived as J-8II 99913 with a pair of canards, kept at the 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: 2 x AECC Shenyang Liming WP-13A-II turbojet engine (All but J-8C and J-8F[R]) ;2 x AECC Shenyang Liming WP-13B-II turbojet engine (J-8F[R]); 2 x AECC Shenyang Liming WP-14 "Kunlun" turbojet engine (J-8C; JZ-8F before refit)
    • Thrust w/o afterburner: 42.7 kN (WP-13B-II)/51.65 kN (WP-14)
    • Thrust w/ afterburner: 65.9 kN (WP-13B-II)/73.5 kN (WP-14)
  • Maximum Speed: M 2.2-2.4
  • 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: 1 x Type 23-3 autocannon (GSh-23L), 200 rounds
  • Other weaponry: IR AAMs: PL-5B/C/E, PL-8, R-73 (IIM); (S)ARH AAMs: Aspide-1A, PL-11, PL-12 (F), R-27 (IIM); 8 x 250-3 low-drag bombs; 4 x 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)