The klj-7a active-phase-control airborne radar or lkf601e air-cooled active-phased-array radar, which has been under discussion for years, has finally made its debut, but for the pakistani air force, the air force has dreamed of a phased-array radar. Now it looks like it's coming true.


For the upgrading of the \"Owl Dragon\" aircraft, the replacement of active phased array radar is an unexpected choice. Since the \"Owl Dragon\" is a light fighter, on the phased array radar this matter has a lot of restrictions. The overall size and weight of the radar are limited by the fact that the aircraft's take-off weight and the position of the radar with a smaller head determine the overall size and weight of the radar. Second, based on the thrust and power generation power of an RD-93, the power available to the phased array radar is strictly limited, and the complexity and energy consumption of the radar's heat dissipation system cannot be too high.


There were, of course, two products from different industrial systems in China from the start - KLJ-7A in the China Electric Division and LKF601E in the Air China Industry - on the radar selection for \"Owl Dragon\" Block 3. Both radars have been tested before, but the difference is that LKF601E was fitted directly with an earlier-made owl, while KLJ-7A was previously mounted on a test-run platform at the test lab - which, according to some people in private, can be tested on an owl that is closer to the Block3 than it was on the LKF601E radar's own treatment.


However, for airborne radar testing, no matter what the aircraft is used in the test phase, and the status of the target aircraft will be somewhat different, and the current test of the first \"Owl Dragon\" Block 3 using aluminum mask and large airspeed tube head, indicating that although the radar selection is not necessarily over, at least in the current test phase of the 3000 aircraft, or the aircraft platform itself after the various equipment adjustments in the performance test. So we can see significant changes in avionics other than radar - such as the unusually large diffraction flat-out in cockpits such as \"owls\" and the new radar alarms behind the intake channels.


For the work of upgrading the four-and-a-half-generation machines (the traditional three-generation machines) to four-and-a-half-generation machines, most of the major changes are focused on avionics, where the new generation of avionics, on the one hand, weighs more than the previous products, and the other uses the active phased array technology, which increases the system's power consumption, demands more heat dissipation, and consumes more power.


For china's aviation industry, the rd-93 model of the turbofan-13 engine, though it hasn't been put into production in large quantities, has long been in use and is available to the upgraded \"owl \". But it must be recognized that as a foreign aircraft configuration, the user's own needs are certainly more important than the technical ability itself, the small bus as a co-developer is not a lot of money in a day or two, so in research and development as little as possible to change the design, and as much as possible to follow the existing equipment support system, is naturally the money-saving pakistani air force to insist.


Thus, the design of the \"Owl Dragon\" Block 3, which does not change its eyes, is, in part, as economical as the F-16V (not the F-16V Block 70\/72 ordered by the current upgrade). Of course, focusing on the economy will have some impact on actual performance. Whether it is the power advantage of the J-11\/16 series for the J-10 series in the electronic confrontation before the PLA Air Force in actual combat, or the J-20, which currently uses three-generation engines, in the field of electronic warfare because of the constraints on electricity problems, fully illustrates the extreme importance of abundant energy supply in the performance of the avionics system.


On the other hand, of course, even if the \"Owl Dragon\" Block3 could use a better engine, it would still have to fall in the face of larger medium and heavy fighters of its generation. Although this is somewhat inevitable, it is true that for the development of light fighter aircraft, the survival space of light fighter aircraft seems to be about to disappear with the evolution of the times in the age of the technological frontier from four to five.


In the age of the \"lions\" and \"dragons \", the survival space of the light fighters has been quite narrow, and it is hard to compensate for the performance disadvantage of the light fighters on the basis of cheap or simple quantities alone, and if the light fighters are to gain a balance or even advantage in the performance field, they must have at least half a generation of technical differences (as in the case of the previous JAS-39C in Thailand against the PLA's SSK-27).


As for the next generation of five-generation aircraft, the difficulty for light fighter aircraft is even greater. After all, the performance requirements of the 4S are set here, and the critical invisibility of the 4S requires the aircraft to mount at least all of the commonly used air combat mount weapons. This requires that the aircraft must have a capsule capable of accommodating these weapons, and the appearance of this structure will naturally lead to a significant increase in the cross-sectional area of the aircraft, particularly in view of the fact that contemporary air-to-air missiles have no way of losing weight in the pursuit of a larger range and longer range, as well as the basic number of \"2 in 2 near \"requirements for aerial warfare.


In this way, at the contemporary level of technology, the traditional definition of \"light fighter\" to rely on a single medium thrust engine, in the case of a small size of the projectile, the acquisition of high maneuverability and supersonic maneuverability, and this technology gap is difficult to cross, to some extent, the embarrassment of the light fighter in the future.