J-9V - 1969
In July 1969, the Central Government established the Aviation Industry Leading Group, and the Sixth Academy was placed under the leadership of the Air Force. The aviation industry conference was held in August of the same year, at which the decision was made to launch a J-9 aircraft as soon as possible. Afterwards, the Military Management Committee of the Third Military Department and the Military Management Committee of the Sixth Academy issued a joint notice and re-deployed, requesting that the J-9 aircraft "go to heaven" in 1971, strive to advance, and at the same time change the trial production plant from 320 to 132. As a result, Chengdu's 601 branch was born.
Just after the meeting in 1969, the Sixth Academy cooperated with the 132 plant to implement the 601 (the Sixth Academy was renamed as 601 after the Sixth Academy returned to the National Defense Science and Technology Commission), and jointly developed the J-9 aircraft. Director Yang Jin led several 601 comrades to Chengdu and contacted the Chengdu Military Region Air Force Command to discuss the residence of the 601 visitors. On October 30, the Sixth Academy submitted a report to the Air Force Party Committee, requesting that the original 13th aviation school site in Chengdu be used as the third-line address of 601 and 606 schools. The Air Force Party Committee approved the request of the Sixth Academy. According to the notice of the ministry and the institute, the 601 institute formed the J-9 model brigade (called the 4th brigade), and sent people to Chengdu three times to arrange residence. In October 1969, the aviation industry leadership team heard the report of the J-9 design plan and decided to resume the development of the J-9 plan with air intake, delta wings, and normal layout on both sides. This indicates that the J-9 was launched as the aircraft model for the second time after the first suspension of research and continued development.
The J-9 project was transferred from Shenyang to Chengdu in 1969. However, after actual testing in the wind tunnel, it was found that the mobility of the J-9IV scheme was not ideal. Therefore, the relevant units soon designed the J-9V scheme with a tailless delta wing layout based on the J-9IV scheme. Because the design of the J-9V was relatively large, and the main forces at that time were focused on ensuring the normal development and production of the J-8 fighter, the J-9 fighter project was transferred to the Chengdu Aircraft Design Institute.
In 1970, with the change in the form of combat, the Air Force believed that the original technical indicators could no longer meet the needs, so it proposed a "double 25" requirement for the fighter -9, that is, a maximum ceiling of 25,000 meters and a maximum Mach 2.5. In this case, the original design of the air intakes on both sides can no longer meet the needs, and the J-9 fighter must adopt a new aerodynamic shape design.
In May 1970, the 601 branch had just relocated to Chengdu, and the Sixth Academy reported to the Air Force Command. In the report, emphasis was placed on strengthening the strength of high-altitude and high-speed fighters: "It is proposed to change the 601 branch moved from Shenyang 601 to Chengdu in May this year (1970) to the Second Fighter Research Institute". From the end of August to the beginning of September of the same year, the Sixth House held a conference on the establishment of the system in the General Staff Guest House of Beijing Ocean Shipping Warehouse, and the participants of the 601 branch were called representatives of the "Organization of the Second Army".
Later, with the consent of the Central Military Commission, the Air Force informed the Sixth Academy on December 20, 1970, agreeing that the 601 branch was reorganized as the Second Fighter Research Institute, which is known as the 611 Institute of the Chinese People's Liberation Army. So the 601 office was renamed the 611 office. In 1970, Deputy Air Commander Chang Qiankun visited the Shenyang Aircraft Design Institute. When listening to the J-9 report, it was pointed out that the J-9 should be different from the J-8. The latter 601 troops conducted investigations, and the troops reflected the need for a large-range escort fighter. On June 9, 1970, the aviation industry leadership group held a special meeting in Beijing to review the J-9 plan. When it was mentioned that lowering the altitude and speed requirements, increasing range and endurance time, the proposal was interrupted by the Air Force chief and the The performance index puts forward higher requirements: the radius of movement must reach 900-1000 kilometers, the weight of 13 tons, the use of overload 8, the ceiling 25,000 meters, the flight Mach number 2.5. That is the "double two five" plan.
After discussion, the relevant units believed that using the duck layout scheme can meet the "Double 25" requirements proposed by the Air Force. Considering that the abdominal air intake design requires relatively large adjustments to the aircraft structure, the intake port design still uses the original two Side inlet design, this is also the later J-9VI program. Other design schemes before the J-9VI scheme still participated in the corresponding wind tunnel tests and tests.
Although the design of the J-9 was mainly aimed at meeting the needs of high-altitude and high-speed aircraft, during the research of 611, the potential of high mobility of the duck layout was gradually discovered, especially when China ended the Cultural Revolution in 1976 and began to reconnect with the West. When Chinese aeronautical engineers saw Europe’s proposal for the development of advanced fighters in the 1990s, they felt that European fighters overlap with development direction in many places.
The new requirements could not be met by the original layout, so the aerodynamic layout had to be redesigned. After repeated design-selection-evaluation-elimination processes, a duck-type layout with a plan of air intake on the abdomen or both sides was selected, which is called the J-9 VI plan. Because the "Double Two Five" plan was never reached, and the 910 engine progressed slowly, the Sixth Academy decided to suspend the development of the J-9 aircraft, requiring the 611 to consider fighter bombers or trainers. This is actually the second time that the J-9 has been dismounted,
As had happened so often since the start of the program, this design was abandoned as the requirements were much too ambitious and the continuing problems with the planned WS-9 turbofan couldn't be resolved.
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