The JF-30 was able to come out at this time, and as soon as it came out, it was a prototype that had reached a high state, and the key was still the engine.

Without the fourth-generation high-thrust engine, it is impossible to have a fourth-generation single-engine high-thrust medium-sized aircraft.

It can be said that the S-15 is the core of the core.

How important is this engine?

Although Huaxia did not disclose the technical indicators of the S-15, according to external analysis, it is not only not worse than the F-119, but even slightly better.

According to limited semi-public information, the maximum army of the S-15 exceeds 120 Morning Glory, and the maximum push is around 150 Morning Glory.

Of course, this is only the technical specifications of the base model.

If the F-135 is modeled, that is, the bypass ratio is increased, the maximum thrust of the improved S-15 can be increased by 20 to 30 percent.

That is, it is completely possible to develop an F-135 class on the basis of the S-135, that is, a high-thrust engine with a maximum thrust close to 200 kN.

With such an engine, the JF-30 does not have any shortcomings.

In fact, even the basic S-15 is enough to propel a 20-ton medium fighter.

The advent of the JF-30 actually indicates that the S-15 has entered the mass production stage, and the production capacity is not low, which is enough to meet the needs of the J-20.

Otherwise, it would not have been possible to have a surplus engine to assemble the JF-30.

In terms of exterior design, the JF-30 follows almost the same technical route as the F-35A, that is, it is designed to be reduced on the basis of a twin-engine thrust heavy fighter.

Just looking at the appearance, the JF-30 is actually a smaller version of the J-20.

Of course, the F-35A also looks like a smaller version of the F-22A.

In some ways, the JF-30 bears a strong resemblance to the F-35A, and it would be right to say that they are similar.

For example, the JF-30 canceled the rib magazine, and set up two large magazines with left and right symmetry in the lower part of the fuselage, and a certain angle to the central axis of the fuselage.

Because there are no rib magazines, the dimensions of the two belly magazines are slightly larger than those of the J-20.

The key is depth.

The larger depth of the magazine allows the JF-30 to carry a lot of heavy ammunition that the J-20 cannot carry, such as a 1000-kilogram guided bomb.

Because there was no ribbed magazine, the JF-30 was equipped with a 30 mm gun.

You know, on the J-20 there is no fixed gun.

If a cannon is required, the J-20 will carry a pop-up cannon pod in the right magazine, but it will also carry one less combat missile.

Of course, as an export-oriented fighter, the JF-30 also needs an aerial gun.

After all, not all countries that imported JF-30 could accept a fighter without an aerial gun.

In some low-intensity battles, aerial artillery still has some value.

Compared with the F-35A, the JF-30 adopts a canard wing layout that has been proven on the J-20 and does not pose a serious impact on stealth, the biggest difference is actually the elimination of the space behind the cockpit, the design is more compact, and the weight of the structure is reduced by hundreds of kilograms.

Arguably, this is also the biggest advantage of the JF-30.

Why?

The F-35 is a three-service universal fighter, and when it was designed, in order to take care of the Marine Corps, that is, the F-35B, a section of the fuselage was left behind the cockpit to install a lift fan.

Although the F-35A is not equipped with a lift fan, but a fuel tank and electronic equipment compartment are placed here, from a design point of view, it is not necessary at all, and the key is to increase this fuselage, which will inevitably have a negative impact on the overall structure of the fighter.

Of course, it also increases the weight of the structure.

You know, the nickname of the F-35 is "Fat Electric".

Why?

It's because it's too heavy.

The fundamental reason for the F-35A's bias is actually to take care of the F-35B, so it has to make a compromise when designing.

Obviously, such problems do not exist with the JF-30.

Although Huaxia also has the idea of developing a vertical take-off and landing supersonic fighter, after all, 075 has come, but it did not pin this hope on the JF-30.

In fact, with Huaxia's technical reserves, I am afraid that it may not be able to build a fighter like the F-35B in 20 years.

Because there is no need to consider the vertical take-off and landing type, the JF-30 is completely optimized in the design of the ordinary type.

The benefit, in fact, is weight loss.

Just the section of the fuselage at the back of the cockpit reduces the weight of the structure by several hundred kilograms.

In addition, the weight reduction design in other details is more prominent.

For example, in order to take care of the F-35B, the engine had to be set further forward, so that the main nozzle was closer to the center of gravity when it was deflected.

As a result, the structure of the rear half of the F-35A's fuselage is extremely complex and wastes too much space.

Since the JF-30 did not have such a design requirement, it threw the engine directly behind the butt and used two wedge-shaped tail braces to cover the nozzles, thus freeing up valuable space in the middle of the fuselage, not only setting up a large magazine, but also stuffing more fuel.

The key is that the middle section of the fuselage adopts an integrated frame structure, which not only has higher strength, but also greatly reduces the weight.

At this point in design, the JF-30 will not lose less than 500 kilograms.

In addition, the full-motion vertical tail also reduces the weight of the structure by hundreds of kilograms.

Overall, compared with the F-35A, the JF-30 has reduced weight by more than one ton under the same performance indicators!

You know, in order to reduce the weight of the F-35, the American designers knocked out their heads.

This is a reduction in the weight of the structure, and the resulting effect is multiplied by a factor greater than one.

It was through the great success of weight reduction that the JF-30 was able to achieve flight performance no less than that of the F-35A with the basic S-15.

When the high-thrust engine developed specifically for the JF-30 comes out, it will inevitably surpass the F-35A.

In fact, just the basic JF-30 has already surpassed the F-35A in many ways.

For example, the maximum flight speed reached Mach 2.0, which was the same as the J-20 and F-22A, and the maximum overload was -3G to 9G, exceeding the F-35B and F-35C, and the combat radius of 2,000 kg of ammunition was 1,200 kilometers, exceeding the F-35A, and the maximum ceiling reached 18,000 meters, exceeding the F-35A.

It can be said that these indicators are not even much worse than the F-22A.

As a result, the JF-30 is also the first real fourth-generation medium air superiority fighter.

In fact, this is also the key to Pakistan, Saudi Arabia and other countries taking a fancy to the JF-30 and are willing to spend money on the JF-30.

Why?

In these countries, the main requirement for fourth-generation fighters is to dominate the air, not to bomb ground targets.

If it is necessary to carry out strike missions, a large number of third-generation aircraft can be used.

Because the fourth-generation heavy air supremacy fighter cannot be obtained for the time being, the fourth-generation medium air supremacy fighter has become the preferred model of these countries.

Obviously, the F-35A is definitely not a qualified air superiority fighter.

Perhaps against the third-generation aircraft, the F-35A can be easily equipped with stealth advantages, but when dealing with the fourth-generation aircraft, its poor maneuverability is a fatal flaw.

Then, when only a small number of fourth-generation aircraft can be purchased, most countries must first consider the air supremacy type, rather than the multi-purpose type.