Little is also known about the AVIC J-35/J-XY – a development of the FC-31/J-31 programme – that had its first flight in October 2021. It is also unknown known if the KJ-600 airframe will be developed for other work, such as carrier on-board delivery or anti-submarine warfare (ASW). The company claims that the system can track targets at all altitudes, including sea-skimming cruise missiles. What is all but certain is that the KJ-600 will be equipped with an active electronically scanned array (AESA) radar, possibly CETC’s KLC-7. It is unknown if the aircraft has undergone EMALS or arrested landing tests. In layout, the KJ-600 resembles the USN’s Northrop Grumman E-2 Hawkeye, with a four-fin tail, two turboprop engines, and the distinctive ‘flying-saucer’ radome above the fuselage. It is believed that several prototypes of the KJ-600 are under testing, with images showing the aircraft in flight. Nonetheless, details emerge – albeit slowly. Things are further complicated by aviation fans and other parties posting altered and downright fraudulent images of aircraft. Moreover, in recent years a secrecy-obsessed Beijing has moved aggressively to limit the exposure of defence capabilities on social media. Unlike a titanic warship taking shape near busy Shanghai, visible from the window seats of commercial aircraft, the development of new combat aircraft is far easier to hide. However, the Fujian represents a much more complex and demanding proposition… an operating capability for the Fujian is still likely several years away – probably the second half of this decade at the earliest.”įujian’s future air wing also remains shrouded in secrecy. “Beijing has also shown remarkable pace in bringing its latest large amphibious ships into service recently. “The Chinese seem to have made brisk progress with fitting out the Fujian since launch, with some talk of sea trials in the coming months,” says Childs. Nick Childs, senior fellow for naval forces and maritime security at the International Institute for Strategic Studies (IISS), is impressed with Fujian’s progress, but warns that it will be some years before China’s first super carrier is operational. Though years of testing still lie ahead, the emergence of the catapult brings China’s vision of a future super carrier fleet that much closer.Ĭhina’s developmental KJ-600 AEW&C aircraft Recent aerial pictures show that the shed covering Fujian’s single ‘waist’ EMALS has been removed, revealing a long trench backed by a sturdy jet blast deflector. While STOBAR carriers are less complex than CATOBAR vessels, aircraft suffer payload penalties when taking off and such ships are not conducive to operating support types, namely large airborne early warning and control (AEW&C) aircraft such as the developmental Xian KJ-600. These vessels are short take-off but arrested landing (STOBAR) carriers, and use a ski-jump to launch China’s premier naval fighter, the Shenyang J-15. The employment of EMALS will make Fujian comparable to the USN’s fleet of catapult assisted take-off but arrested recovery (CATOBAR) carriers.ĮMALS will also allow the 80,000t Fujian to launch aircraft with heavier payloads than China’s current pair of in-service carriers, CNS Liaoning and Shandong. Though the technology proved troublesome aboard the only carrier to use the technology so far – the US Navy’s USS Gerald Ford - EMALS requires less space, recharges faster than steam, and imposes less stress on aircraft. In July, images emerged on Chinese social media showing that the shed covering Fujian’s waist EMALS had been removedĮMALS uses a linear induction motor to launch aircraft, as opposed to steam catapults. Airline Business special: CEOs to watch in 2021.FlightGlobal Guide to Business Aviation Training and Safety 2021.
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