FC-1 / JL-17 / JF -17

ESE AVION LO COMPRAN Y LA AVIACION SE TIRA UN GOLPE DE ESTADO XD

Xamber escribió:ESE AVION LO COMPRAN Y LA AVIACION SE TIRA UN GOLPE DE ESTADO XD

Berga Xamber tampoco así que el avión no es tan malo, no se lo tiraron con los K-8 y lo van a hacer con este, no jodas, de que esta mas de pinga que el CF-5 esta, por lo menos tiene un buen radar para sus funciones, buena capacidad de armas, y desde luego puede servir como entrenador avanzado LIFT quieres mas, que no sea tan rápido si es verdad sin embargo como interceptor intermedio podría cumplir a cabalidad. además es supersónico mientras que el L-15 no "por ahora"

jf-17 como entrenador avanzado ??? en que parte del mundo ????

americo22 escribió:jf-17 como entrenador avanzado ??? en que parte del mundo ????

Amigo, si lees bien dije " puede servir como entrenador avanzado LIFT " veras nuestros pilos practican en los SU-30 no es mejor que practiquen en estos JF-17 que son mucho pero mucho mas baratos de operar, el L-15 es un excelente avión sin embargo esta el problemita de que este no es supersónico " por ahora " también escribí, en fin,si viene el L-15 también lo voy a celebrar el punto es que el avión si no es una verga de Triana, tampoco es una mier... como por ejemplo los KFIR del vecino.

Yo se que Venezuela la estan convirtiendo en un estado fallido y bananero pero tampoco compremos un avion para paises africanos...

ese avion esta bueno para bolivia o uruguay

Gerardo escribió:Yo se que Venezuela la estan convirtiendo en un estado fallido y bananero pero tampoco compremos un avion para paises africanos...

Empecemos a comprar mig-21 y mirage f1

Primer contrato para el JF-17
9-11-2016

Oficiales de la Fuerza Aérea de Birmania han confirmado la compra (1). Según fuentes israelíes el contrato es de 12 aviones a 35 millones de $ la unidad.

http://alejandro-8.blogspot.com/2016/11/primer-contrato-para-el-jf-17.html

El 1 de noviembre por la tarde, periodistas de medios de comunicación chinos se reunieron con los oficiales militares del aire de Birmania , confirmaron "con certeza" la compra de aviones caza pakistaníes-chino FC-1 .

En cuanto a la cantidad cubierta por esta adquisición, los oficiales birmanos se negaron a responder. Sin embargo, según una fuente israelí que data de enero de este año , habla que un pedido de 16 aviones se colocó con un precio de 35 millones de dólares estadounidenses por unidad.


En cuanto a los aviones de combate, el ejército birmano del aire tiene hoy diseños de la década de los '50 viejos cazas chinos J-7M , MiG-29 y el avión de ataque Q-5 .

Sus pilotos también entrenan con el jet de entrenamiento chino Nanghang K-8.
La llegada del FC-1 de diseño chino debe facilitarse por el  manejo de los pilotos birmanos que ya han utilizado para volar los dispositivos de entrenamiento fabricados en China.

Cuando se le preguntó acerca de sus opiniones sobre otros dos aeronaves chinas de combate J-10 y J-20 , los oficiales birmanos indican del "amor" hacia esas aeronaves , pero el país no necesita ese tipo de aviones.

http://www.eastpendulum.com/airshow-china-2016-birmanie-confirme-achat-fc-1

JF-17 BLOCK-2 AND BLOCK-3 DETAILS CONFIRMED

Two-seat JF-17 on the way
The twin-seat variant of the JF-17 is under development and will be available as an operational conversion or training unit for prospective customers. However, AC Mahmood did not have much more to say about this variant. In other words, the two-seater is just poised be a training unit, not a specialized system for strike or dedicated electronic warfare. I imagine the reason, again, has to do with the reality that the JF-17 (at least the Block-1 and Block-2) is a lightweight fighter.

What is JF-17 Block-2?
The JF-17 Block-2 airframe is virtually identical to that of the Block-1.

The only external difference between the two is the Block-2’s incorporation of a fixed in-flight refuelling probe (which will be in effect from the 24th or 26th Block-2 aircraft produced). According to AC Mahmood, the JF-17 did not have enough room for a retractable probe.

The probe is being sourced from a South African company and is being integrated onto the starboard (i.e. right) side of the fuselage. In-flight refuelling is an important addition, it will enable the JF-17 to loiter for extended periods of time, utilize hard-points otherwise used for fuel pods for weapons, and travel without having to land and refuel on the ground as frequently as today (for reference the JF-17 unit made a total of six stops on their way to the Paris Air Show). The PAF’s current aerial refuelling cadre is composed of 4 IL-78 Midas tankers.
Although the refueling probe was the only external addition, the PAF is contemplating the idea of adding hardpoints under the fuselage chin area, which would be used for dedicated targeting pods such as the WMD-7.

Internally the Block-2 is equipped with an improved electronics suite. This includes the avionics and electronics warfare (EW) suite (which may involve the Spanish firm Indra) as well as an updated version of the KLJ-7 radar known as KLJ-7 V2. That is right, AC Mahmood explicitly mentioned the KLJ-7 V2. If you have been following the JF-17 through defence enthusiast circles you will have come across the V2 quite a bit, but mostly through independent defence news sources. It is not entirely clear exactly what range improvements were wrought with the KLJ-7 V2, but it could be (though not confirmed officially) in excess of 100km at 3m2 RCS.

Block-3 AESA, HMD/S and IRST studies confirmed
Although the JF-17 Block-3 has been discussed in detail, including on this very website, it helps to know exactly what has been confirmed and what has not.

P.A.F has confirmed that an Active Electronically Scanned Array (AESA) radar is being pursued, with the Chinese vendor Nanjing Research of Electronic Technology (NRIET) among the options being studied. The inclusion of an AESA radar would be a significant jump for the JF-17 (see here as to how and why), but a few important assumptions need to be made about the JF-17 Block-3, especially if the PAF intends to make it a substantive improvement over Block-2.

One of the general challenges with AESA radars is the impact these radars can have on weight and power consumption in the fighter. If the PAF intends to include AESA radars with the intention of maintaining or even improving the radar detection and engagement range of the Block-2, it will need a lighter airframe and more powerful engine.

While P.A.F did not confirm that a new engine will be used on JF-17, he did confirm that the PAF was studying its options, and that “the best equipment will find its way into the aircraft.” I think in the end the PAF would choose either the Russian RD-93MA or Chinese WS-13.

In any case, I firmly hope the Block-3 makes much greater use of composite materials and a new engine, these essentials would set up the Thunder to be up to task for most of the aerial threats facing the PAF. A larger and more powerful aircraft might also open up the doors to special warfare variants, such as strike and electronic warfare.
Although the refueling probe was the only external addition, the PAF is contemplating the idea of adding hardpoints under the fuselage chin area, which would be used for dedicated targeting pods such as the WMD-7.

Internally the Block-2 is equipped with an improved electronics suite. This includes the avionics and electronics warfare (EW) suite (which may involve the Spanish firm Indra) as well as an updated version of the KLJ-7 radar known as KLJ-7 V2. That is right, AC Mahmood explicitly mentioned the KLJ-7 V2. If you have been following the JF-17 through defence enthusiast circles you will have come across the V2 quite a bit, but mostly through independent defence news sources. It is not entirely clear exactly what range improvements were wrought with the KLJ-7 V2, but it could be (though not confirmed officially) in excess of 100km at 3m2 RCS.

Block-3 AESA, HMD/S and IRST studies confirmed
Although the JF-17 Block-3 has been discussed in detail, including on this very website, it helps to know exactly what has been confirmed and what has not.

P.A.C has confirmed that an Active Electronically Scanned Array (AESA) radar is being pursued, with the Chinese vendor Nanjing Research of Electronic Technology (NRIET) among the options being studied. The inclusion of an AESA radar would be a significant jump for the JF-17 (see here as to how and why), but a few important assumptions need to be made about the JF-17 Block-3, especially if the PAF intends to make it a substantive improvement over Block-2.

One of the general challenges with AESA radars is the impact these radars can have on weight and power consumption in the fighter. If the PAF intends to include AESA radars with the intention of maintaining or even improving the radar detection and engagement range of the Block-2, it will need a lighter airframe and more powerful engine.

While P.A.C did not confirm that a new engine will be used on JF-17, he did confirm that the PAF was studying its options, and that “the best equipment will find its way into the aircraft.” We can think in the end the PAF would choose either the Russian RD-93MA or Chinese WS-13.

In any case, P.A.F firmly hope the Block-3 makes much greater use of composite materials and a new engine, these essentials would set up the Thunder to be up to task for most of the aerial threats facing the PAF. A larger and more powerful aircraft might also open up the doors to special warfare variants, such as strike and electronic warfare.

http://quwa.org/2015/10/17/jf-17-block-2-and-block-3-details-confirmed/

        A JF-17 Block-2 unit, fresh off of the production line.

Twin-seat JF-17B/FC-1B fighter makes first flight

Richard D Fisher Jr, Washington DC - IHS Jane's Defence Weekly
28 April 2017

The twin-seat Pakistan Aeronautical Complex/Chengdu Aircraft Industry Corporation (PAC/CAC) JF-17B Thunder/FC-1B Xiaolong combat aircraft has made its maiden flight, according to images posted on Chinese online forums on 27 April.

The new variant of the JF-17/FC-1 fighter is believed to have completed its first flight from the CAC's airfield in Chengdu, where just a few days before it had been photographed conducting taxiing tests since at least 24 April.

The recently posted images confirm that the fighter has a larger swept-back vertical stabiliser as seen in a model of the aircraft shown at Airshow China in November 2016. They also confirm that the variant has a deeper dorsal spine, which adds fuel capacity to compensate for the additional weight.

Specifications provided by the Aviation Industry Corporation of China (AVIC) state the 'FC-1 Tandem Seat Trainer' has a larger wing span (9.465 m) than that of the single-seat variant (8.5 m) as well as a slightly modified nose section.

An AVIC official told Jane's at the 2017 IDEX show in Abu Dhabi that a new fly-by-wire system has helped reduce the weight of the new variant.

According to Jane's All the World's Aircraft: Development & Production , a Chinese display card emerged a few years ago quoting dimensions of the new variant that differed slightly from those of the single-seater, including height (4.6 m instead of 4.7 for the single seater) and length (14.5 m instead of 14.2 m).

A model of a tandem-seat FC-1 was first exhibited at the Paris Air Show in June 2013 by the China National Aero-Technology Import & Export Corporation (CATIC).

Chinese reports indicate the first prototype of the twin-seater was completed by late 2016.

Before its maiden flight the JF-17B/FC-1B was seen conducting taxiing tests at the CAC's airfield in Chengdu.
http://www.janes.com/article/69915/twin-seat-jf-17b-fc-1b-fighter-makes-first-flight

En mucho tiempo acá no se comprará nada que no se pueda mantener o reparar acá con nuestros técnicos y talleres existentes.

Aqui no se van a comprar aviones por un largo rato

Xamber te lo comente hace mas de un año si se compraron y si llegaran es todo

Es mas Xamber mira esto y si puedes interpretarlo no podrás ver tu rostro si no lo ves frente un espejo, esa es la respuesta a que no vendrán mas aviones, SI y de una manera inedita

Pakistan inches closer to JF-17 Block-III
In 2017, the Pakistan Air Force (PAF) is expected to order the Block-III variant of the JF-17, which is co-produced by Pakistan Aeronautical Complex (PAC) and the Aviation Industry Corporation of China (AVIC). It seems that specific details regarding the JF-17 Block-III’s subsystems and design attributes are emerging, and the forthcoming JF-17B, the dual-seat variant of the Thunder, could inform much of it.

The JF-17 Block-III is the first major update of the Thunder, a lightweight multi-role fighter positioned as a cost-effective successor to legacy Cold War-era combat aircraft, such as the MiG-21, Mirage III/5, F-7, F-5 Tiger II and others. Currently, the PAF has more than 70 JF-17 Block-I and Block-II fighters, which are in service with five fighter units – four squadrons and a training unit at the PAF Combat Commanders School.

In 2015, the PAF revealed that the JF-17 Block-III would be equipped with an active electronically-scanned array (AESA) radar, helmet-mounted display and sight (HMD/S) system, updated avionics and electronic warfare (EW) and electronic countermeasures (ECM) systems, and potentially an infrared search and track (IRST) system (see: “Major changes ahead on JF-17 Block-III” for an understanding of how an AESA radar, HMD/S, etc, would improve the JF-17). However, specific details regarding the airframe and engine were not provided, leaving observers curious as to how the Thunder would manage the requisite cooling and weight requirements of the new subsystems, especially the AESA radar.

However, the dual-seat JF-17B might have incorporated those critical airframe changes. Alan Warnes (via AirForces Monthly) reports that the JF-17B has a taller tail, a larger nose and new internal spaces for fuel (to compensate for the space lost from the second seat). The JF-17B’s tail houses components for a new three-axis fly-by-wire (FBW) system. The larger nose was designed for an AESA radar (though the initial builds of the JF-17B will be equipped with the KLJ-7). If one factors out the second-seat, the single-seat JF-17 Block-III could possibly retain the JF-17B’s added internal fuel space.

It is not known if the JF-17B and/or JF-17 Block-III will incorporate a higher proportion of composites, which would help with reducing the weight of the airframe. At the 2016 Defence Services Asia exhibition, PAF officials had told IHS Jane’s that PAC was exploring new engines for the JF-17. The RD-33MK and WS-13 were cited as the leading options. The RD-33MK is marginally heavier than the RD-93 (dry weight: 1,099 kg vs. 1,055 kg) but has a higher afterburning thrust output (9,000 kgf vs. 8,300 kgf). There are clear thrust-to-weight ratio gains to be had, but it is not known if the PAF will pursue them with the Block-III.

Cost, regulatory ease and technical compatibility with existing weapons will likely push the PAF to select a Chinese AESA radar for the Block-III. The Nanjing Research Institute of Electronics Technology (NRIET) KLJ-7A reportedly promises a range of 170 km for targets with a radar cross-section (RCS) of 5 m2 and capacity to track and engage 15 and 4 targets, respectively (East West Pendulum). Pakistan will likely sole-source the EW/ECM as well, which would ideally use active phased-array transceiver modules (TRM).

The HMD/S-selection and inclusion of IRST are not known. At Air Show China 2016, AVIC displayed what appeared to be an HMD/S concept, but it has yet to showcase a marketable HMD/S product. The HMD/S market is confined to a handful of suppliers, with Elbit, BAE Systems and Thales accounting for practically all fighter-use HMD/S systems outside of Russia. Regarding IRST. It is possible, though unconfirmed, that the enlarged nose could potentially have room for an integrated IRST system. Otherwise, the PAF could dedicate a specialist hardpoint on the airframe for special mission equipment, be it IRST, targeting pods or EW/ECM pods.

Assuming PAC and CAC succeed in pushing the JF-17 Block-III into production from 2019, the 2020s should amount to an eventful period for the PAF. Unless the PAF secures another platform, the JF-17 Block-III is basically the PAF’s next qualitative driver, introducing contemporary technologies – such as AESA radars – to the fighter fleet.
http://quwa.org/2017/03/20/pakistan-inches-closer-jf-17-block-iii/

The JF-17B could be the foundation of the Block-III

Last week, the dual-seat variant of the JF-17 – i.e. the JF-17B – conducted a successful maiden flight at Chengdu Aerospace Corporation’s (CAC) testing facility. CAC began manufacturing the JF-17B prototype last year in April; of the three prototypes planned, two will join the Pakistan Air Force (PAF). The PAF itself was satisfied with using simulators to convert its pilots to the JF-17, hence it did not plan for a twin-seater in the beginning.[1] The principal driver of the JF-17B was on improving the Thunder’s exportability, but in time, the PAF itself had expressed interest in the platform, potentially as a lead-in-fighter-trainer (LIFT).[2]

The Aviation Industry Corporation of China (AVIC) is excited about the JF-17B’s market prospects, especially as an affordable and combat-ready LIFT. The general manager of China National Aero-Technology Import and Export Corporation Yang Ying reportedly claimed that the JF-17B secured overseas orders before its maiden test flight. However, the excitement could be stemming from more than just the second seat – it could be a result of implementing much-anticipated improvements to the JF-17.

In its current form (i.e. Block-I and Block-II), the JF-17 is a result of the core requirements set by the PAF in the 1990s. At that time, the goal was to primarily have an affordable lightweight fighter capable of firing beyond-visual-range (BVR) air-to-air missiles (AAM) and, in turn, quickly phase-out ageing Nanchang A-5, Chengdu F-7P and Dassault Mirage III/5 fighters. The JF-17 achieved those goals: the PAF has more than 70 JF-17s in use with five squadrons – with the latest being No. 14 – and is on-track to supplanting its entire F-7P and most of its Mirage III/5 units by the end of 2019.

However, these achievements do not change the reality that the JF-17 is powered by a variant (i.e. RD-93) of the early generation Klimov RD-33 turbofan engine, which does not possess the fuel efficiency and maintenance friendliness of its modern-day counterparts, such as the RD-33MK. Nor does it alter the fact that initial builds of the JF-17’s flight control system were built using a hybrid system reliant on mechanical controls for bank and yaw (with the pitch managed electronically).[3] Wide-scale induction does not take away from the fact that initial JF-17 batches did not have enough space to store an internal electronic warfare (EW) jamming system.[4] While the JF-17 has a modern human-machine interface (HMI), one built upon a glass cockpit and hands-on-throttle-and-stick (HOTAS) system, the JF-17 does not yet benefit from a helmet-mounted display and sight (HMD/S) system. These deficiencies are major gaps relative to the JF-17’s competitors, such as the JAS-39C/D Gripen and Hindustan Aeronautics Limited (HAL) Tejas.[5]

It would be erroneous to argue that the JF-17 is not hampered by its drawbacks, but it would be equally disingenuous to argue that there were feasible and accessible alternatives. The JF-17’s baseline design – i.e. the Super-7 – was frozen at a time when Pakistan was sanctioned by the U.S., which in turn resulted in the non-delivery of 71 Lockheed Martin F-16A/B Block-15s. In the absence of accessible alternatives, the only alternate avenue for the PAF would have been to retire aging A-5s, F-7Ps and Mirage III and 5s without enough replacements, thereby causing a sharp downfall in fleet size.

The JF-17 was to return to the drawing board anyways (to accommodate for emerging technology trends – i.e. Block-III), but the cost of its absence would have been buying costlier imports. Since 18 F-16 Block-52+ cost $1.4 billion U.S., the alternative (in the 2000s and 2010s) would have, at best, been another one or two new F-16 squadrons. The PAF tried to offset the design limitations with relatively good Western subsystems and avionics, most notably from Thales, but this too fell through due to cost as well as Paris’ desire to reinforce its efforts to sell the Dassault Rafale to India.

Ultimately, the PAF proceeded with the JF-17 as-is, and successfully supplanted its A-5s, F-7Ps and Mirages. In addition, the JF-17 emerged as a credible air defence compliment to the F-16s, resulting a doubling of network-enabled and BVRAAM-capable fighters in the PAF (to 150+ fighters). It also increased the number of fighters capable of deploying stand-off range air-to-surface munitions, especially since the F-16s have yet to be equipped with such munitions. In 2015, the PAF confirmed that the JF-17 was cleared for using the C-802 anti-ship missile and Mectron MAR-1 anti-radiation missile (for engaging ground-based radars).[6] In March 2017, the PAF celebrated the successful integration of the Global Industrial & Defence Solutions Range Extension Kit, a precision-guided glide-bomb kit (providing 50-60 km in range) for Mk-8x-series general purpose bombs.

The JF-17 was also accompanied by other important gains. Besides being a fighter the PAF could freely equip and configure, it also enabled Pakistan Aeronautical Complex (PAC) to build a strong local supply channel to support the fighter. This began with merely assembling kits from China, but by 2015, PAC was responsible for manufacturing 58% of the fighter (with AVIC providing the remaining 42% under the original workshare agreement).[7]

The local channel also enables the PAF to support the JF-17 using domestic currency and labour costs, enabling the fighter’s operational costs to be more affordable than imports. PAC is also serving a vital role in being the supplier of the JF-17’s electronics, which it is manufacturing under co-production or licensing agreements. Not only are Chinese systems being produced under license, but several Western subsystems are also being built at PAC (under co-production deals).

While the PAF opted to induct the JF-17 Block-I and Block-II, it was fully cognizant of the capabilities found on and expected of contemporary high-technology fighters. For the JF-17, the PAF may have pushed the bulk of those requirements to the forthcoming JF-17 Block-III. Granted, the slated subsystems – such as the active electronically-scanned array (AESA) radar and HMD/S – would be significant upgrades, but the JF-17B seems to suggest that the Block-III will be more than just tacking new equipment to an existing design. The design itself may see several key alterations.

The swept-back vertical stabilizer of the JF-17B is housing components for a new three-axis fly-by-wire system.[8] If this is replacing the hybrid flight control system of the Block-I/II, then it may mean a reduction in weight as well as added net internal space. Interestingly, a CAC representative (Zhu Zeng) was quoted saying in 2013 that while the JF-17 Block-I was using a hybrid flight control system, CAC did have a fully digital flight control system it could develop in two years.[9] This may have been put into the JF-17B.

Externally, the JF-17B is larger than the JF-17 Block-I/II. The JF-17B has an enlarged nose to accommodate an AESA radar, but there are other airframe changes as well. AVIC’s purported JF-17B brochure states that the JF-17B’s wingspan is a half-metre longer than that of the JF-17 Block-I/II (9.5 m vs. 9.0 m[10]). It is also slightly longer than the Block-I/II (14.5 m vs. 14.26 m[11]). The lengthened wingspan may indicate an increase in payload, which is one of the JF-17 Block-III’s additions (Aviation Week – subscription required). The JF-17B airframe may also been built differently than the Block-I/II, at least in terms of materials (see below).
If this is a representation of greater composite materials usage, then this could be indicative of further weight reduction. It will be interesting to see if relaxed stability and lower wing loading were also incorporated into the design, especially with the presence of a digital fly-by-wire system. This would help improve the JF-17’s maneuverability.

The tail/engine exhaust area has also been altered, though it is unlikely that this is indicative of an engine switch at this time. The PAF did express interest in a new turbofan engine – the RD-33MK and WS-13. Either one of these engines would improve the JF-17’s fuel efficiency, maintenance costs, and thrust-to-weight ratio (TWR). As per Alan Warnes (via Aviation Week – subscription required), an engine switch will likely happen, though it is not known if this is slotted for the JF-17 Block-III or for later builds.

The PAF was finalizing the Block-III’s design in 2015, which was also around the time the PAF confirmed that the JF-17B will be developed and produced. Since the JF-17B itself was a new program, it is possible that the JF-17B and JF-17 Block-III are connected. Seeing the additional changes, the JF-17B is evidently a separate stream from the JF-17 Block-I/II, and it would make sense to scale the cost of developing the JF-17B to the JF-17 Block-III. Not scaling the JF-17B’s development to the Block-III would mean isolating the JF-17B as a different aircraft, which would not be cost-effective for end-users.

[1] Alan Warnes. “JF-17 Thunder: Pakistan’s Multi-Role Fighter.” June 2015.
[2] Alan Warnes. “Exclusive Interview with the new Pakistan Air Force Chief. PAF’s Cutting Edge Grows.” AirForces Monthly. June 2015
[3] Tomislav Mesaric. “JF-17 Thunder: Pride of Pakistan.” December 2013.
[4] Ibid.
[5] Ibid.
[6] Alan Warnes. “JF-17 Thunder: Pakistan’s Multi-Role Fighter.” June 2015.
[7] Ibid.
[8] Alan Warnes. “Two-seat JF-17B progresses.” AirForces Monthly. April 2017
[9] Tomislav Mesaric. “JF-17 Thunder: Pride of Pakistan.” December 2013.
[10] Alan Warnes. “JF-17 Thunder: Pakistan’s Multi-Role Fighter.” June 2015.
[11] Ibid.
http://quwa.org/2017/04/30/jf-17b-foundation-jf-17-block-iii/

AVIC pitches air-cooled AESA radar for JF-17

The Aviation Industry Corporation of China (AVIC) 607 research institute announced that it successfully completed the development of an air-cooled active electronically-scanned array (AESA) radar, which AVIC will pitch for the Pakistan Air Force’s (PAF) JF-17 Block-III as part of the fighter’s AESA fighter requirement.

The 607 institute, officially known as the China Leihua Electronic Technology Research Institute (LETRI), reportedly announced the news through WeChat.  LETRI is also the developer of the SD-10 beyond visual-range active radar-homing air-to-air missile in service with the PAF.

As per LETRI, its air-cooled AESA radar is a first of its kind. LETRI believes that its AESA radar will help offset the internal space and power limitations of many in-service fighters, providing these aircraft with an AESA radar that is easier to integrate than liquid-cooled systems, such as the competing KLJ-7A offered by the Nanjing Research Institute of Electronics Technology (NRIET).

Notes & Comments:

The transceiver modules (TRM) of an AESA radar generate considerable heat that must be dissipated for the TRMs to function reliably (and not incur damage). This is currently done through liquid cooling, which necessitates additional space for the cooling system and additional electrical power. In contrast, the LETRI AESA radar draws from the cooling methods of current pulse-Doppler radars, which implies that this AESA radar can be fit to small aircraft with relative ease and at low-cost.

In Air Forces Monthly’s April 2017 issue, British aviation journalist Alan Warnes reported that two Chinese radars are competing for the PAF JF-17 Block-III contract – NRIET with its KLJ-7A and AVIC with LETRI’s radar. Space (for cooling) may not be a challenge for the JF-17 Block-III given that the JF-17B, embodies several of the JF-17 Block-III’s design attributes, most notably greater internal space through an enlarged nose and conversion to a triplex fly-by-wire flight control system (from the Block-I/II’s hybrid system).

The LETRI radar could potentially be a simpler affordable avenue for upgrading serving Block-I and Block-II. In fact, AVIC appears to be banking on that reality to secure orders – losing the Block-III to bid to NRIET or Leonardo would not preclude it from selling radars to the PAF. The PAF’s JF-17 Block-I/IIs would benefit from the benefits of an AESA radar without necessitating significant structural changes.
http://quwa.org/2017/05/22/avic-completes-development-air-cooled-aesa-radar/

KLJ-7A: PROPOSED AESA RADAR FOR THE JF-17 BLOCK-III

The Nanjing Research Institute of Electronics Technology (NRIET) has unveiled a new active electronically-scanned array (AESA) radar at the Zhuhai Air Show, reportedly for use with the JF-17 Block-III.

Designated the KLJ-7A, it appears that NRIET will market the new AESA radar as a replacement to the KLJ-7 and KLJ-7V2 currently onboard the JF-17 Block-I and Block-II, respectively.

The KLJ-7A’s feature list includes track while scan, multi-object targeting and multi-target engagement, and synthetic aperture radar with ground moving target identification (among others).

Specific details, such as the materials or number of transceiver modules (TRM), were not listed. According to Henri Kenhmann (via East Pendulum), NRIET’s deputy director Wang Hongzhe stated that the radar has a maximum range of 170 km (likely in reference to a radar cross-section of 5m2).

Kenhmann also reported that the KLJ-7A can simultaneously track 15 targets and engage four.

Notes & Comments:

Based on the photos being circulated on several online discussion mediums, the KLJ-7A appears to be a small radar suite, one appropriate for the JF-17’s limited internal space. The name may indicate that the KLJ-7A is a direct development of the KLJ-7, but the images suggest that the KLJ-7A is a distinct design. In other words, it does not appear that the KLJ-7A and KLJ-7/V2 share anything beyond the name.

The inclusion of an AESA radar is the centerpiece of the JF-17 Block-III program, the first major iterative update of the JF-17 Thunder lightweight multi-role fighter.

In general, an AESA radar would provide greatly improved electronic counter-countermeasure (ECCM) capabilities, meaning, higher resistance to enemy active electronic warfare (EW) jamming.

This is achieved using hundreds of solid-state TRMs, each serving as a ‘micro-radar’ of sorts transmitting a unique signal simultaneously. For jamming pods, this makes the task of identifying, recording and re-transmitting all those signals, which change with each pulse, difficult.

This method also helps with shielding the radar from being detected by enemy radar warning receivers – i.e. giving it a ‘low-probability-of-intercept.’

Although Leonardo-Finmeccanica’s Vixen AESA radar line was identified as an option by PAF officials (during the 2015 Paris Air Show), NRIET’s KLJ-7A seems like it was designed with the JF-17 directly in mind, and as such, could potentially offer a superior balance of performance, integration complexity, and price.
http://quwa.org/2016/10/31/klj-7a-proposed-aesa-radar-jf-17-block-iii/