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J-9B-VI-II - 1974

The news of the suspension of the development of the J-9 aircraft spread, and the whole office shook. For this reason, some comrades wrote reports to Premier Zhou Enlai and Vice Chairman Ye Jianying, reporting on the sudden emergence of the J-9 aircraft. The Central Government immediately instructed the Air Force to question this matter, and 611 reported the F-9 plan again. In November 1974, the three aircraft department held a review meeting of the J-9 aircraft in Nanjing. After adjusting unrealistic indicators, the 611 and 132 factories continued to develop the J-9.

This is actually the third launch of the J-9. On February 18, 1975, under the personal intervention of Comrade Deng Xiaoping, who was in charge of the work of the State Council at that time, the State Council and the Central Military Commission replied with Guofa [75] 34 and agreed to continue the development of the J-9 aircraft. On December 23, 1975, the State Planning Commission and the National Defense Industry Office of the State Council approved Gongbanzi No. 395 to approve the development and implementation plan of the J-9 aircraft reported by the Third Ministry. Five prototypes were approved for trial production. The "Central Military Committee" resolution for a development program consisting of a test series of 5 machines with a first flight around 1980/81, leading to the start of mass production in 1983. In principle, it agreed to allocate 400 million yuan for research and development by 1983.

At the beginning 1976 the final layout of the J-9 in the version J-9B-VI-II was specified briefly: delta-canard-layout with a 60° leading edge sweep, 50m2 wing area, canard wings with 55° leading edge sweep and each 2,85m2 area, as well as two lateral air intakes. The inlets would be equipped with variable inlets providing a Type-910 turbofan engine with a thrust of 12.4 klbst with afterburner. One Type-205 multi-mode radar with a maximum search range of 60-70 km and a pursuit range of 45-52 km for the new PL-4 medium-range missile was intended.

In 1978 the priority of the J-9 program was scaled back once again. Some sources assume that still unresolved technical problems existed, others suggested that the parallel development of the improved J-7III (= J-7C/D) and the Shenyang J-8B promised better chances of success and earlier in service dates. The result was in any case that the development of the Chengdu J-9 finally ended at the end of 1980.

From 1964 to 1978, after a total of 14 years, after three or three major changes and five major changes in combat indicators, the result was still aborted. In 1980, the J-9 project was completely terminated.

Therefore, in this state of mind, although the 611 Institute has ceased the design work of the J-9 in 1978 and turned to the design of the J-73 fighter aircraft, the design institute itself has not put aside research on advanced fighters, based on information obtained abroad, and other units. Brought back to the experience of many overseas inspections, like 611, the 611 used the J-9 plan to make an aircraft plan based on the design needs of advanced fighters in Europe in the 1990s, and used the remaining funds of the J-9 and the wind tunnel time to carry out basic Exploratory research on performance, it is these research that contributed to the birth of the J-10.

In the development of military aircraft, the choice of the engine is the key to the success of the machine. In the aviation development process around the world, too often engines clip the wings of combat aircraft. Because of the performanc of the new domestic AL-31 advanced turbofan enginee, use on the J-10 fighter, the flight performance is better than the earlier models.