The second product of the J-XX program to be revealed to the public was the J-31. Revealed to the public in 2012, it clearly incorporates some stealth aspects, especially towards the front of the aircraft.

Testing began in October 2012, and in late 2014, the J-31 was displayed publicly at an airshow for the first time. The prototype mounts two Russian-designed RD-93 turbofans (the same engines as the MiG-29). The mockup shown at that same event seems to show that several changes to the design are in store. While the intended role of the J-31 within China is unclear, it does seem to be slated for export, with Pakistan reportedly planning to purchase up to 40 J-31s.

In 2000, China purchased an Su-30MKK from Russia, which formed the basis for development of two-seat J-11 variants. The Chinese developed the two-seat J-11BS into a dedicated strike fighter under the designation J-16.

Just as its predecessor, it extensively employs composites to lower airframe weight, while new materials and design elements were used to lower RCS. The J-16 first took flight in 2011 and was accepted into service two years later.

A small production of only 25 aircraft built. While still in production, priority seems to be placed on development and production of the fifth-generation J-20 and J-31 fighters.

Soon after development of the J-11B began, Shenyang began to develop a navalized version of the aircraft to operate from the recently purchased carrier Varyag. In 2001, China purchased an unfinished Su-33 prototype from the Ukraine, allowing Shenyang to work with the design to develop a carrier aircraft. Meanwhile, the Chinese government made repeated attempts to acquire Su-33s directly from Russia. Negotiations fell apart in 2006 when the J-11B was revealed, and thus Shenyang was forced to develop a domestic solution. The resulting aircraft was almost identical in appearance to the Su-33, but is considerably lighter and more capable thanks to extensive use of composites and newer onboard systems.

The J-15 first flew in 2009, powered by the same AL-31F turbofans that powered the Su-33. Carrier trials began in late 2012, and as of late 2013 the J-15 has began operational testing.

In 1995, China secured the rights for domestic production of the Su-27SK by Shenyang under the designation J-11. As originally conceived, the J-11 was to be merely a Chinese-built Su-27SK – complete with Russian engines and systems. While the J-11 took flight in 1998 and quickly entered service alongside Russian-production Su-27s, Shenyang went to work on the development of an indigenous improvement to the design. Designated the J-11B, the new aircraft used domestically-designed WS-10 engines, domestically-designed onboard systems, and extensively employed composites to lower the empty weight by 700kg. The J-11B added the capability to mount a variety of Chinese-designed ordnance, including anti-ship missiles.

The J-11B has had its share of controversy. Its legitimacy has been called into question, as concerns have been raised over unlicensed production of the Su-27 design. Production has stopped of the original J-11s, apparently shifting to J-11B production, but, as is common with the Chinese, the domestically designed WS-10 engine has had many teething issues. Shenyang has looked to Russia for alternatives – the AL-31 series engines used on SU-30MKIs were a top choice for an alternative powerplant. At least one squadron did operate WS-10-powered J-11Bs briefly, but the aircraft were quickly grounded after the engines proved to have impractically short lives (30 hours compared to 400 for Russian engines). In spite of the issues, however, the J-11B has gone on to form the basis for further Chinese Flanker variants.