Originally posted by kya bidu
The CATIC site does not mention it has FBW – so I guess the manufacturer is not saying this. It is the internet posters who make guesses based on a box and a few wires. When challenged they do not respond with reason but angry abusive language.

I guess since the manufacturer themselves are not touting the FC1 to have FBW – it does not have FBW – whining speculation and abuse laden rebuttals by posters does not count as truth.

SOC; the T10 had 4 wing fences not 2. AFAIK they were installed to direct airflow away from the twin tails due to vibration problems. I think it was later sorted out by increasing the tail’s surface area in production models as well as adding ventral fins. Therefore the theory still does not stand disproved since the wing fences were for installed for reasons other than to prevent tip stall, Indian theories or otherwise. In fact the removal of the wing fences along with the addition of ventral fins gave the production models greater logitudinal control than the 4 overwing fences.

these pictures are from veniks site.

The T10 from the 1st public video – notice the 4 fences?

another clearer picture of the T10

production Su27

notice the ventral fins and the increased tail area in the produciton models.

crobato;

a box and a few wires are not unambiguous proof. A statement by the manufacturer is considered proof. I am sorry you are reduced to name calling to try and prove your point, but it only makes you sound juevenile and immature if you call me names and still insist your conjecture based on a photo of a box and a few wires is proof – while the manufacturers site itself does not mention anything about FBW at all.

Physical evidence the manufacturers site and common sense tells us the FC1 does not sport FBW. It may or may not in the future. When it does and unabiguous proof is available I will be glad to accept your theories. Till then they remain in the realm of what “could be”.

Pete_sj;

I believe the site you quote is confusing boosted mechanical controls with FBW. There is a difference between the 2.

Official site doesnot mention Radar, EW suite, Exact Engine thrust etc. It is China policy not to publish exact data. The same is the case with SD-10 missle.

Dragon Trainer; Chinese industries vie for air force trainer needs amid search for international partners

Michael A. Taverna Douglas Barrie
956 words
22 December 2003
Aviation Week & Space Technology
41
Volume 159, No. 25
English
© 2003 McGraw-Hill, Inc.

China’s two consolidated aerospace enterprises are squaring off over the air force’s future trainer needs, with one of the two camps attempting to court European aerospace giant EADS as a potential partner.

The first flight of the FTC-2000/JL-9, the China Aviation Industry Corp. I’s (AVIC I’s) fast-jet trainer contender, was reportedly made on Dec. 13. Meanwhile, AVIC II is scouting around for teammates for its candidate, the L-15/JL-15. The latter is slated to fly no earlier than 2005.

Shi Jian Zhong, a vice president of AVIC II, said the company wants partners to help design and build the aircraft, notably EADS. The two recently inked a framework agreement covering potential cooperation (AW&ST Oct. 27, p. 20).

EADS officials, however, say there has been no formal approach over jet trainer collaboration.

Shi, attending the Dubai air show, argued that AVIC II could develop the L-15 for barely $900 million, which he claimed was half the cost of EADS’ proposed Mako. There is more than a passing resemblance between the two aircraft.

EADS has long touted the United Arab Emirates as a key partner in the Mako advanced jet trainer program, but the project had a low profile at the show.

While China is still subject to an arms embargo, the result of its brutal crackdown on pro-democracy demonstrators in 1989, there are moves from within the European Union (EU) to have this lifted. Vocal in calling for the policy to be reviewed have been German Chancellor Gerhard Schroeder and French President Jacques Chirac. This culminated on Dec. 12 with a request that EU foreign ministers review the policy.

The L-15 will be powered by two Motor Sich AI-222K-25F turbojets, with initial deliveries projected for 2007. The aircraft has a strake wing design and will have digital fly-by-wire and hands-on-throttle stick control, along with a glass cockpit comprising multifunction and head-up displays.

Wang Tiesong, deputy director for development planning at the China National Aero-Technology Import & Export Corp. (Catic), suggested the People’s Liberation Army Air Force (Plaaf) would likely hold a fly-off between the L-15 and the FTC-2000 to determine which aircraft, if any, it intends to acquire.

The two aircraft designs reflect the Chinese preference for a high-low mix of technology development. While the L-15 is an ambitious all-new platform, the FTC-2000/JL-9 is a considerably modified variant of its JJ-7 jet trainer. This aircraft, which is based on the Mikoyan MiG-21 airframe, entered service with the Plaaf in the late 1980s.

As well as pushing the FTC-2000/JL-9 to meet Plaaf needs, AVIC I will probably also be looking to the likes of Pakistan as a potential customer. AVIC I has already supplied the JJ-7P to the Pakistan air force, and no doubt sees the FTC-2000 as the lead-in trainer for the JF-17/FC-1 light fighter it is jointly developing with the Pakistan Aeronautical Complex.

Designated JF-17 Thunder in Pakistan, the aircraft is advertised as a multirole program. However, Liu Yonghui, director of international marketing and cooperation for AVIC I, said the joint program is being driven by Pakistani requirements, which are initially for an air-superiority platform. Therefore, the first batch of aircraft earmarked for Pakistan will be for this role, Liu indicated. Pakistan is looking for an initial operating capability in 2006 for the first of its 150 of the type.

Key to providing the air-superiority capability is the Chinese SD-10/PL-12 active radar-guided beyond-visual-range air-to-air missile now in the final stages of development.

Liu said fully guided tests of the SD-10/PL-12 are set for early 2004, with an early production batch to be available by midyear. Chinese officials had previously indicated that engagement trials against target drones would be carried out in 2003, following captive carry and launch trials from a J-8 testbed during 2002. The cause of the delay is not known.

The missile, which is being developed with considerable technical assistance from Russia, will also form part of the air-to-air weapons fit of the Chengdu J-10 fighter. The SD-10/PL-12 has a maximum speed of Mach 4 and a maximum head-on engagement range of 70 km. (43 mi.).

The Plaaf, which is interested in a full multirole variant, has yet to formalize its requirement, Liu said. The Chinese navy is also showing interest in the program.

Currently, the cockpit design is basically Chinese, with three multifunction displays, a head-up display and a night-vision-goggle-compatible environment. It is expected to be offered with an Italian Fiar Grifo fire control radar and a Sagem inertial navigation system–provided an export license is obtained–and a Martin Baker 16 or Chinese FY5B ejection seat. Pakistan may opt for a different avionics suite with Western or Russian components.

Liu said the flight-test program would include two prototypes for structural and engine tests, and two for avionics. All flight-testing will be done in China. The first prototype is already flying and will be joined by the second at year’s end. The third will take to the air in late 2005.