It has been rumored that a new medium transport design was proposed by 603/XAC, powered by two WS-118 turbofans. So far no details are available regarding the status of the project. It was reported in March 2013 that China is negotiating with Russia for the acquisition of Il-476M tankers but this has not been confirmed.
An advanced 4-engine large transport has been under development since early 2000s at 603 Institute, XAC, CAC and SAC which is smaller than American C-17 and based upon some IL-76MD technology (see below). The development was accelerated after the large earthquake in 2008 in Sichuan Province. Assistance was sought from Antonov Design Bureau in 2008. Some specifications: range >7,800m, max speed 700km/h, service ceiling 13,000m, max payload 50~66t, max TO weight 180~200t, depending on the exact type of engine powering the aircraft. Fitted with high-lifting devices along the wing leading and trailing edges plus six pairs of main landing wheels, Y-20 is capable of taking off from relatively short and unpaved runways, making many unpaved airfields behind the battlefield accessible. Like C-17, it may also feature supercritical wings which give the aircraft a better fuel economy thus further extends its range. Currently it is unclear whether the aircraft will have an IFR probe installed or not. Other features include a four-crew glass cockpit with HUD and air data sensors mounted on top of and beneath the head section. Overall Y-20 appears fatter and shorter than Il-76MD, bearing some resemblance to Japanese C-2 and Ukrainian An-70 transport. This suggests that its cargo bay dimension is a wider and taller, making it more versatile by being able to to carry a variety of oversize load, including a ZTZ99 MBT. The prototypes and the initial batch are powered by Russian D-30KP-2/WS-18 turbofan, later by the modified WS-10 (WS-20Huanghe?) high-bypass turbofan (as Y-20A?). The head section of a full-scale metal mock-up was constructed by 2008 and the first flight is projected in 2012. On August 20, 2009 SAC started to build the rear fuselage of the first prototype. It was reported (April 2010) that the full-scale mock-up was completed in early 2010. It was speculated that the aircraft might serve as the testbed for the Chinese airborne laser weapon prototype similar to American YAL-1 which is thought to be under development. Y-20 is also expected to be converted to a tanker replacing the obsolete H-6U (see below). It may also serve as the carrier of the next generation AWACS replacing KJ-2000. In January 2012 it was rumored that the airframe of the first prototype has been constructed, to be fitted with the avionics and engines. So far a total of three prototypes (001 - 003) have been constructed, with the 002 prototype being the static test airframe. The first low speed taxiing of prototype 20001 took place on December 21, 2012 at the CFTE airfield in Yanliang. The first flight took place on January 26, 2013. Currently the 001 prototype (S/N 781) is undergoing various tests wearing a new dark blue color scheme. Recent images indicated that the third prototype (20003?) just made its maiden flight on December 16, 2013. Y-20 is expected to enter the service in 2017.
- Last Updated 2/4/14
A freshly overhauled Il-76MD (B-4034/21045) transport painted in a fresh light blue/gray color scheme was being tested in Russia. In an effort to modernize its small and aging transport fleet (mainly Y-7/An-26 and Y-8/An-12), PLAAF (via CAAC) purchased at least 14 Il-76MD transport aircraft (max load 48t, normal range 5,000km) from Russia and Uzbekistan in the early 90s in two batches. They appear to be the unarmed TD model with the tailgun and other military electronic equipment removed. Once operated by China United Airline (B-403x-404x), the fleet is now flown directly by PLAAF 13th Division (S/N 21x4x, 20x4x). These Il-76MDs are closely associated with Army's airborne divisions (15th Army) in many military exercises, where they drop not only paratroopers, but also heavy equipment including a new type of AFVs (ZBD03). This can be viewed as a major boost to PLA's rapid reacting and long-range airlifting capability, even though the total number is still too small to change the overall situation. Four were later converted to KJ-2000 AWACS. The Il-76MD fleet is expected to be replaced by the indigenous Y-20 (see above). It was reported in September 2005 that China signed a contract for additional 30 Il-76MDs with Russia, but deal fell through due to rising cost at the manufacturer. After that setback as well as the delay of Y-20, in December 2011 China ordered 3 secondhand Il-76s from Russia instead of waiting for the newly constructed airframes. All were delivered in 2012. Recent images (August 2012) indicated PLAAF is operating at least one Il-76TD (S/N 21141) which should be a refurbished secondhand transport from ex-USSR. Currently PLAAF is receiving a total of 10 secondhand Il-76MD/TDs after being overhauled by Russia as a stop-gap measure until Y-20 enters the service.
- Last Updated 7/31/13
A brand-new PLAAF Y-9 was landing. This design was first unveiled at the 11th Beijing Airshow in September 2005 as the next generation medium transport aircraft to replace the obsolete Y-8/An-12. It appears to have superseded the earlier Y-8-X project. The aircraft features a stretched cargo bay which can quickly load/unload a maximum of 20t containerized cargo, or airdrop 13.2t equipment or 98 paratroopers. It has a four-crew glass cockpit featuring 6 color MFDs and EFIS. The aircraft is equipped with advanced communication, navigation, radar, EGWPS, collision avoidance systems to ensure safe flight under all weather conditions. Based on Y-8 "Category III Platform", Y-9 is powered by 4 WJ-6C turboprops (rated @ 5,100ehp each) with JL-4 6-blade high efficiency propellers made of composite materials, which improve its high temperature and high altitude performance. It also has solid nose and tail cone housing a weather radar and additional electronic equipment (including RWR antennas). An EO turret (containing FLIR/TV) is mounted underneath the nose for all weather/low altitude operation. Its horizontal tailplanes have additional samll vertial stabilizers installed as well to improved its stability at low speed. Some specifications: max TO weight 65t, max payload 20t or 106 paratroopers, 15t payload range 2,200km, max range 5,000km, max level speed 650km/h, cruise speed 550km/h, service ceiling 10,100m, cruise altitude 8,000m. The development of Y-9 started officially in October 2005 and the construction of the first prototype (tail and head sections) started in 2006. However the project appeared to have been halted in 2007 due to shifting the production to the high priority High New series as well as the Y-8C transport aircraft. The development resumed in late 2008 after the two years of delay and the first prototype was believed to have made its maiden flight on November 5, 2010. At least one Y-9 prototype (#741) was undergoing tests at CFTE. The first transport started to enter the service with PLAAF in 2012 (S/N 1005x). Currently Y-9 is in limited production at SAC.
- Last Updated 2/6/13
As the first generation tanker operated by PLAAF, H-6U (K/JHU6?) was developed by Xian Aircraft Corporation in the early 90s based on H-6/Tu-16 bomber in order to support J-8D to gain air-superiority over South China Sea after clashes between Chinese and Vietnamese naval forces in the Spratlys in 1988 (Project 8911). The aircraft carries two underwing hose-and-drogue RDC-1 refueling pods and can refuel two J-8Ds simultaneously (a maximum of 6 J-8Ds can be refueled in one sortie). Additional signal and illumination lights are installed beneath the pod as well as on the fuselage for night refueling. The operator is stationed in the tail gunner compartment. However it is unclear that the refueling system is NVG compatible. The aircraft features a solid nose housing a weather radar. New navigational (including INS & TACAN), EW (RWR & chaff/flare dispenser) and flight control systems were also installed. Two large fuel tanks have occupied the original internal bomb bay. However, compared to KC-135, H-6U's internal fuel capacity is fairly limited (max 34t, but down to 10t at 2,200km radius) due to its original design as a medium-range bomber, and its loitering time is much shorter due to the high fuel consumption rate of two WP-8 turbojets. Nevertheless since it can cruise at a higher speed, it was chosen instead of Y-8/An-12 as the tanker to support J-8D. H-6U first flew in 1990 and the first in-flight refueling occurred in 1992 with modified J-8B. About two dozen H-6Us (S/N 18x9x) are in service with PLAAF. They are stationed in Southeast China facing Taiwan as well as South China Sea. Besides J-8D, H-6U now also supports J-8H/F and J-10/10S, but it cannot refuel Su-30MKK imported from Russia. The Navy also had some of its H-6D (S/N 81x2x, 82x3x) maritime bombers converted into the tanker role (H-6DU) in order to support its own J-8D/H/F and J-10 fleet. H-6U/DU might be upgraded with the more fuel efficient D-30KP-2/WS-18 turbofan engine in the future. A recent rumor (September 2011) claimed that Chinese are testing a new flying-boom IFR system onboard a Russian Tu-204 cargo aircraft. This system might support the next generation stealth aircraft such as J-20 in the future.