J-7 Fighter Aircraft

Last updated: 3 August 2008

As the J-7I could not meet the PLA requirements, in the late 1970s Chengdu introduced a further improved variant J-7II, which eventually became the first variant of the J-7 series to have been built in significant numbers.

J-7II

The J-7II features four important improvements:

First, the aircraft had its ejection escape system replaced. The ejection seat on the J-7 and J-7I was a direct copy of the Soviet-design on the MiG-21F-13. The system had the canopy automatically engaged to the seat at the beginning of the ejection and was then separated after the ejection. The system was highly unreliable and had claimed several lives of PLAAF pilots. The J-7II had the old escape system replaced by an indigenous open ejection escape system, which featured a new HTY-2 rocket ejection seat with better safety and reliability records. Over 300 ejection tests both on the ground and air demonstrated improved ejection capabilities at zero altitude and low-speed conditions (250~850km/h). The new rocket ejection system worked successively in six real ejections in 1985.

	The J-7II fighter with a rear-hinged cockpit canopy (Chinese Internet)

To fit the new ejection seat, the original front-hinged one-piece cockpit canopy replaced by a fixed three-piece front windscreen and a rear-hinged canopy.

The second improvement involved the replacement of the original WP-7 engine with an improved WP-7B, which had increased thrust (12.8% higher thrust and 70% higher afterburner thrust) and an average overhaul time of 200 hours.

The third improvement was a 720 litre centreline drop tank replacing the previous 480 litre for increased fuel capacity and extended range.

Finally, the drag chute bay was modified to deploy the drag chute at a higher landing speed for shorter landing distance. The aircraft was able to deploy its drag chute less than one meter above ground, reducing the landing distance to less than 800m.

The J-7II first flew in December 1978 and was certified for design finalisation in September 1979. It is one of the most popular variants in the J-7 series.

F-7B

	The J-7IIA variant featuring Western avionics (Chinese Internet)

The F-7B was the export version of the J-7II. The aircraft made its first flight on 16 May 1982. This variant is capable of carrying two Chinese indigenous PL-2 French Magic R.550 short-range AAMs under the wings. The F-7B also features a further improved ejection seat and better cockpit avionics. 90 examples were exported to Iraq and 22 examples to Sudan in the 1980s.

J-7IIA

The improved J-7IIA first flew on 7 March 1984. This variant is generally similar to the J-7II, but with improved avionics based on Western technologies. The nose probe was relocated from beneath intake to top lip of intake, offset to starboard.

J-7IIH

	The J-7IIH variant with enhanced air-to-ground attack capability (Chinese Internet)

The J-7IIH (later renamed J-7H) was the later production variant of the J-7II. First flying in March 1985, the aircraft was fitted with new utility pylons that can carry both air-to-air missiles (AAM) and free-fall bombs. The pylons were rewired to fire the indigenous PL-8 IR-homing short-range AAM. Other improvement included enhanced landing gear and improved powerplant with extended service life.

F-7M Airguard (F-7MP)

During the honeymoon period of the China-Western relations in the early 1980s, the Chinese Ministry of Aeronautics (MoA) decided to import 100 sets of the British GEC-Marconi avionics to upgrade the existing PLAAF J-7II fleet. Chengdu Aircraft Manufactory Factory was responsible for the integration of the British avionics with the J-7II airframe. The project was later cancelled due to changing requirements but Chengdu continued the upgrade independently. The resulted F-7M for the export market made first flew in August 1983 and was certified in November 1984. The aircraft turned out to be a huge success in the export market, with 164 examples sold to Bangladesh, Iran, Myanmar and Zimbabwe since 1985. The improved F-7MP made its first flight on 9 June 1988.

	The F-7M Airguard export fighter (Chinese Internet)

Seven GEC-Marconi designed items were incorporated into the avionics of the F-7M, including the Type 956 HUDWAC (head-up display and weapon aiming computer), the Skyranger air-to-air ranging radar with anti-jamming capability, an air data computer, a radar altimeter, an identification of friend or foe (IFF), and secured radio communications.

The aircraft also features eight domestic improvements including the improved electrical power unit for the new avionics; two additional under-wing stores stations; improved WP-7B(BM) engine; bird-proof windscreen; strengthened landing gear; ability to carry Magic R550 and the Chinese PL-7 AAM; and nose probe relocated from beneath intake to top lip of intake, offset to starboard.

F-7P Skybolt

The F-7P Skybolt was a modified version of the F-7MP specially tailored for the Pakistani Air Force (PAF). This variant was embedded with 24 modifications to meet the specific requirements of the PAF, including the ability to carry four AIM-9 Sidewinders AAMs and fitment of the U.S. Martin-Baker Mk 10L ejection seat. Later variants F-7MP featured improved cockpit layout and navigation system incorporating Collins AN/ARN-147 VOR/ILS receiver, AN/ARN-149 ADF and Pro Line II digital DME-42. Avionics (contract for up to 100 sets delivered to China from early 1989). On later variant the original British GEC-Marconi Skyranger radar was replaced by a Italian FIAR Grifo 7 fire-control radar (range of more than 55km).