1971 - J-13 Shenyang Aircraft Design Institute (601 Institute)
The design of the J-13 fighter was brewing at the end of 1971. At that time, according to the instructions of the China Aviation Technology Research Institute, the Shenyang Aircraft Design Institute began research on the next-generation fighter plane. 601 decided to develop the next-generation fighter aircraft to replace the J--6. The design of the J-13 has two aerodynamic shapes, one for the belly and one for the air intake on the outside of the fuselage. The former is similar in height to the F-16.
According to the situation that the J-6, which is the main force of Chinese air force fighters, had fallen behind, it was believed that the air combat fighters that replaced the J-6 should be developed as the main air force fighters of the 1980s. With this idea in mind, 601 sent people in 1972 and 1974, and the forces conducted investigations and studies. At the beginning of 1974, the Air Force fully proposed the tactical technical requirements of the J-6 successor. In the winter of 1975, the relevant departments of the Air Force and the design department repeatedly discussed the tactical technical requirements of the J-6 successor. It was reported in 1976, and on April 24 of the same year, the conventional equipment development leading group officially approved the text.
In the course of the program demonstration, the biggest problem is the lack of a suitable engine. The technicians had different opinions on the engines that may be selected. To this end, in June 1976, the Ministry of Three Machines specially held the J-6 successor power plant selection demonstration meeting. At the end of 1976, the General Equipment Development Leading Group officially approved the use of a Turbofan-6 afterburner fan engine.
In September 1976, the Third Ministry of Machine Building held a symposium on the J-6 successor weapon fire control system in Shenyang, and informed the air, navy, Fourth Machine Department, Fifth Machine Department and related factories, departments, departments to discuss and initially determined the J-6 replacement weapon, fire control system configuration. At a meeting in November 1976, airborne electronic devices were discussed.
In the course of the demonstration and review process, wind tunnel tests of various aerodynamic layouts had been carried out since 1973, with more than 3,000 times; since 1974, strength and aeroelastic calculations have been carried out on more than 20 types of wing structure designs. Since 1975, the factory has been consulted by technicians and workers, and the program has been adjusted and revised. Since 1976, material selection and process planning have been discussed with 621, 625 Institutes and the Ministry of Metallurgy.
From June 1st to 11th, 1977, the Third Ministry of Machine Building held the J-13 Aircraft Argument in Beijing. The State Planning Commission, the National Defense Planning Office, the General Staff Equipment Department, the Air Force, the Navy, the Navigation Committee, the Ministry of Metallurgy, Petroleum, Light Industry, and the General Administration of Building Materials, and other representatives attended the meeting. Wang Zhen also attended the meeting. After carefully reviewing the plan, the meeting considered that "the overall plan of the aircraft is advanced and feasible, and it can be achieved through hard work."
In August 1978, the MiG-23MS Flogger E was introduced to the world, and a comprehensive technical analysis was carried out with 601 Instittue and 112 Plant. The engine P-29 was mainly analyzed by 410 Plant. On March 10, 1979, the Third Ministry of Machine Building issued a notice to carry out the demonstration of the selection of the turbojet 15 (P-29) engine for the J-13 aircraft. After calculation of 601, J-13 switched to turbojet 15 engine, which is some performance improvement of the aircraft, and the reality and graspability of the engine is also relatively large. On October 9th of the same year, the demonstration meeting of the J-13 "Turbojet 15" engine was held in Shenyang. In May 1980, the General Staff and the National Defense Office officially approved the J-13 switch to the "Turbojet 15" engine. However, due to the adjustment of the air force equipment development plan and the shortening of the new machine development front, etc., after March 1981, the development was stopped after the direct development cost of 12.21 million yuan.
The aerodynamic shape of the J-13 fighter was very clever. First, as an absolute air superiority fighter, the J-13 needs to have the largest possible Mach number as possible to pursue or evade enemy aircraft, and also needs to be able to fly at subsonic or transonic speed. In order to balance the contradiction, the main wing of the aircraft adopts the form of a side wing. Because of the side strip front wing, the effective sweep angle of the entire aircraft is increased, and the relative thickness is reduced, so the shock resistance is small, which is suitable for the requirement of supersonic flight. The existence of the basic wing increases the effective aspect ratio of the entire wing, which can reduce the induced drag at low subsonic and transonic speeds, especially when flying at large elevation angles. Conducive interference increases the lift. In addition, the trailing vortex can also add kinetic energy to the upper airfoil, delaying the separation on the basic wing, and thus can generate considerable additional lift, which is very beneficial for the aircraft to be highly maneuvered at high subsonic or transonic speed. Flight (requires the highest possible lift available).
At the same time, the new fighters of the same magnitude were also developed with the American F-16. This type of aircraft was very successful in design and has been continuously improved to become the main equipment of NATO countries. Although in the same two worlds, ideology is completely different. The difference between the shape of the J-13 and the F-16 is also very large, but it is strikingly similar in the design of the main wing. The same is the use of the side wing form. Although this wing configuration is now very common, it was unique in the late 1960s. And after all, the United States had at least the experience of World War II and Jet Age fighter design, and China has nothing. The only reference is the MiG-19. However, in the case of complete independence, without any experience, it can be designed. Such an advanced and clever wing configuration is a miracle in itself.
Not only that, but to make the resistance as small as possible, the J-13 uses the upper wing. However, the upper single-wing form has good stability and is not conducive to high maneuvering. Therefore, the machine skillfully makes the main wing reverse, which increases the axial instability of the aircraft and solves this contradiction.
Moreover, this type of machine is the first Chinese fighter aircraft to use the leading edge motorized flaps. Although the deflection speed is now unknown, it is enough to match the attitude of the aircraft's pitch attitude and match the flight Mach number and elevation angle of the aircraft. What's more, at that time, China did not have the technology of “relaxing static stability” in the layout of the control. The aircraft could not automatically control the rudder surface by the “stability system”, so the design is very bold.
The main constraint of the fighter is its engine. At the beginning, J-13 intends to use a domestic-made "vortex fan-9" (WS-9) with an imperial MK.202 turbofan engine (9,300 kg of thrust), but the thrust is not satisfied due to the thrust. It is a 12,200 kg force turbofan-6 (WS-6) engine.
at the beginning the j-13 decision was to use the imitation of the Spey, indeed the Spey MK.202 military-type engine boost ratio (ie, the ratio of afterburner to non-energizing thrust), Low fuel consumption and long service life (this is the Achilles heel of Soviet-style engines). But as the West has commented, it is, after all, a product of the late 1960s, with a complex structure, a low thrust-to-weight ratio (ratio of thrust to self-weight) and poor high-altitude performance. At that time, the model was the only possible good engine to be introduced by China.
The Chinese model of Spey is a turbofan 9, which is scheduled to be produced at Xi'an Engine Factory. The country had spent hundreds of millions of yuan to introduce the aircraft and attached great importance to it. Vice Premier Wang Zhen inspected the Xi'an factory three times and took care of the trial production. Vice Minister of Aviation Mo Wenxiang led the team and many factories, institutes and universities in Shaanxi cooperated. In addition to the use of imported raw materials, the state has specially arranged the domestic production of metal materials, non-metallic materials, finished accessories and large forgings.
In 1976, the trial production of the Xi'an plant was fully launched. Fortunately, the “Gang of Four” was crushed, and four "turbofan 9" engines were installed in just three years. The engine test in 1979 was successful. In 1980, the engine was successfully tested in complex conditions in the UK and passed the cyclic fatigue strength test. The Chinese and British representatives signed the successful document of the turbofan 9 engine test, and the Chinese "Spey" engine was finally born. However, the afterburner thrust is only 9,300 kg, how can it drive a huge fuselage 13 with a single thrust. The F-16 weighs less than F-13, but uses an engine afterburner thrust of up to 12,400 kg. So it was decided to change the Chinese-produced "turbofan 6".
Soon after the introduction of the MiG-23 from abroad, it was decided to modify the P-29 used in the MiG-23. The domestic type was also called the turbojet engine of the turbojet-15. But then they failed to implement it.
The 601 Institute undertook mature technology for the development of a new generation of ship-based F-13. The F-13 was originally with the 611 new F-9 competition three generations of machine program, side wing normal layout. In 1984, the third generation design won the competition, and was approved in 1986, code "10 project".
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