China has not officially confirmed the first flight of the KJ-3000 aircraft, which will significantly enhance its early warning capabilities. The KJ-3000 is based on the People’s Liberation Army Air Force (PLAAF) Y-20 transport aircraft and is the latest addition to China’s “eye in the sky” arsenal of early warning aircraft.
The rotodome is a discus-shaped rotating radome that allows the detection and tracking of targets by providing 360-degree coverage. Some experts speculate that the bulge on the tail may be related to the integration of some advanced communication systems.
The aircraft is powered by the domestically-produced WS-20 high-bypass turbofan engine, like the Y-20B transport aircraft that it is based on. It is anticipated to generate approximately 31,000 pounds of thrust. As per some unconfirmed claims, the aircraft would have a detection range exceeding 360-500 km.
The KJ-3000 can carry more payload—up to 66 tons— 16 tons more than the KJ-2000. Moreover, the WS-20 engines provide more thrust and fuel efficiency, enabling longer flight operations.
The aircraft could operate as a complete command center since it integrates C4ISR (Command, Control, Communications, Computers, Intelligence, Surveillance, and Reconnaissance) technologies, allowing for better coordination between the land, sea, and air domains.
Two major Chinese aviation companies, Shaanxi Aircraft Corporation and Xi’an Aircraft Corporation, expressed interest to develop the Y-20 aircraft, but Xi’an was announced as the manufacturer of Y-20 in 2007.
Developed by Xi’an Aircraft Industrial Corporation and was officially launched in 2006 the Xi’an Y-20 (Chinese: 运-20; pinyin: Yùn-20; literally: “transport-20”) is a large military transport aircraft. The official codename of the aircraft is Kunpeng (Chinese: 鲲鹏), after the mythical bird that can fly for thousands of miles described in the ancient Chinese Taoist classic Zhuangzi. However, within the Chinese aviation industry itself, the aircraft is more commonly known by its nickname Chubby Girl (Chinese: 胖妞), because its wide fuselage in comparison to other Chinese aircraft previously developed in China.
The aircraft was primarily designed and developed in China by Xi’an Aircraft Industrial Corporation under Tang Changhong. Certain parts of the wing such as the triple-slotted trailing-edge flaps were developed by the Ukrainian Antonov Design Bureau. The Y-20 uses components made of composite materials. The composites are produced in China, whereas in the past they had to be imported. The Y-20’s cabin incorporates flame-retardant composites developed by the 703 Institute of the China Aerospace Science and Technology Corporation (CASC). The 703 Institute was created in March 2009 with development taking three years. The performance of the composites is reportedly comparable to those that fulfill FAR Part 25.835. The 703 Institute achieved another milestone by establishing a comprehensive Chinese evaluation and certification system for aircraft composite materials based on international standards.
The Y-20 is the first cargo aircraft to use 3D printing technology to speed up its development and to lower its manufacturing cost. Model-based definition (MBD) is also used, and it’s the third aircraft to utilize MBD technology in the world, after Airbus A380 (2000) and Boeing 787 (2005). A project team to implement MBD for Y-20 program was formally formed in October 2009, and after the initial success in application on the main landing gear, MBD application was expanded to the entire aircraft and became mandatory for all contractors and sub contractors of the Y-20 program. The implementation of MBD was initially met with strong resistance, with only a third of suppliers agreeing to implement MBD. However, the general designer of Y-20 declared that those who refused to implement MBD will be banned from participating in the Y-20 program, thus forcing everyone to comply, resulting in increases in productivity. The implementation of MBD greatly shortened the time required, for example, without MBD, installation of wings takes a month or two, but with MBD adopted, the time is drastically shortened to just a few hours, and in general, the design work reduced by 40%, preparation for production reduced by 75%, and manufacturing cycle reduced by 30%. In addition to 3D printing, Y-20 is also the first aircraft in China adopting associative design technology (ADT) in its development. Headed by the deputy general designer of structural design, Mr. Feng Jun (冯军), the initial attempt to implement ADT actually failed after two months spent on application on the nose section. It was only after the second attempt that took another three months on the application on wings did ADT became successful. The adaptation of ADT greatly shortened the development time by at least eight months, and modification of wing design that previously took a week is shortened to half a day.
The Y-20 airlifter has a glass cockpit, which accommodates three crew members. Cargo is loaded through a large aft ramp that accommodates rolling stock. The Y-20 incorporates a shoulder wing, T-tail, rear cargo-loading assembly and heavy-duty retractable landing gear, consists of three rows, with a pair of wheels for each row, totalling six wheels for each side. The structural test was completed in 194 days as opposed to the 300 days originally planned, thanks to the successful development and application of an automated structural strength analysis system. According to the deputy general designer, the shortest take-off distance of Y-20 is 600 to 700 meters. Y-20 incorporates a total of four LCD EFIS, and the development of EFIS for Y-20 utilizes virtual reality via helmet mounted display. Eight types of different relays used on Y-20 are developed by Guilin Aerospace Co., Ltd. a wholly own subsidiary of China Tri-River Aerospace Group Co., Ltd.(中国三江航天集团), which is also known as the 9th Academy of China Aerospace Science and Industry Corporation (CASIC).
It was reported that the Y-20 started ground testing from December 2012, including runway taxi tests. The aircraft made its maiden flight lasting one hour on January 26, 2013 at Shaanxi Yanliang Aviation Base. During landing in first flight, it was reported that the Y-20 prototype bounced once before finally settling on runway due to high landing speed. In December 2013, a new Y-20 prototype took to the sky.
The Y-20 is powered by four 12-ton thrust Soloviev D-30KP-2 engines, and all early production units are likely to be similarly powered. The Chinese intend to replace the D-30 with the 14-ton thrust WS-20, which is required for the Y-20 to achieve its maximum cargo capacity of 66 tons. The Shenyang WS-20 is derived from the core of the Shenyang WS-10A, an indigenous Chinese turbofan engine for fighter aircraft.
In 2013, Shenyang Engine Design and Research Institute was reportedly developing the SF-A, a 28700-pound thrust engine, for the Y-20 and the Comac C919. The SF-A is derived from the core of the WS-15. Compared to the WS-20, the SF-A is a conservative design that does not seek to match the technology of more modern engines.
In late 2017, it is revealed that domestic Chinese turbofan WS-18 has begun flight test on Y-20. Compared with Russian Soloviev D-30, WS-18 is 300 kg lighter, weighing at 2000 kg; with thrust increased from 12.5 ton of D-30 to 13.2 ton; and fuel consumption of WS-18 is also reduced in comparison to D-30, and the mean time between overhaul of WS-18 is 3000 hours. However, because the increase in thrust is not significant in comparison to D-30, WS-18 is like to be a stopgap measure before WS-20 is ready. The production aircraft are equipped with WS-20 engines.
The aircraft is equipped with a retractable landing gear comprising two main landing gear units and a nose unit. Each of the two main units on either side of under-fuselage features six wheels, which are arranged in a two-two-two layout from front-to back. The steerable nose gear includes a standard twin-wheel leg unit. The landing gear allows take-offs and landings on rough airfields or unpaved runways.
In 2014 the PLA National Defence University’s Center for Economic Research recommended the purchase of up to 400 Y-20s, comparing the PLAAF’s needs with the existing airlifter fleets of the United States and Russia. In June 2016 Jane’s reported that up to 1,000 Y-20s are being requested by the Chinese military.
On 6 February 2016 the Y-20 was flown for the first time and pictures of the fifth prototype (serial number 788) in flight appeared on Chinese military webpages. Other known prototypes carry identification numbers 781, 783 and 785. On 27 January 2016, former Chinese test pilot Xu Yongling had reported in a Xinhua article that Chinese aviation industry officials had stated that the Y-20 “completed development” at the end of 2015. In June 2016, the first two Xian Y-20 aircraft were delivered to the People’s Liberation Army Air Force (PLAAF).
On 6 July 2016 the first serial Y-20 (serial number 11051) was handed over to the PLAAF in a ceremony. The second aircraft serialed 11052 followed soon after – it is assigned to the 12th Regiment of the 4th Transport Division at Qionglai, Chengdu. On 8 May 2018, it was announced by PLAAF’s spokeperson Shen Jinke that Y-20 had “recently conducted its first joint airdrop training with the country’s airborne troops”.
At least two aircraft stationed at Qionglai Air Base since July 2016. Commercial satellite imagery captured on 9 December 2017 suggests that at least three more Xian Aircraft Corporation Y-20 Kunpeng transport aircraft have entered service with China’s People’s Liberation Army Air Force (PLAAF). In these images there are a total of 5 Xi’an Y-20’s lined up at Qionglai Airbase near Chengdu in China’s southwestern Sichuan Province.
The YY-20A tanker, bearing the serial number 20646, was spotted in February 2025.
YY-20A
Derived from the Xi’an Y-20 strategic transport, the YY-20A tanker variant can haul up to 90 tons of fuel, tripling the capacity of the aging H-6U tankers it’s replacing.
2023 analysis pointed to the YY-20B’s “hot and high” takeoff capability—enabled by the WS-20 engines—as a game-changer, allowing operations from rugged, high-altitude bases that could support a Taiwan contingency.
The base Y-20A transport, powered initially by Russian D-30KP-2 engines, boasts a 66-ton payload and a range of up to 7,800 kilometers when fully loaded, capable of carrying everything from ZTZ-99 tanks to medical supplies.
The YY-20A tanker variant, introduced in 2022, swaps cargo for fuel pallets, featuring two underwing refueling pods and a centerline drogue for large aircraft like the H-6N bomber or KJ-500A AEW&C platform, monitored by IIR/TV cameras for precision.
The Y-20B, rolled out by 2023, upgrades to four Shenyang WS-20 high-bypass turbofans, boosting thrust to 31,000 pounds per engine and enhancing the range and short-field performance. A YY-20B tanker sub-variant, spotted in late 2023, likely builds on this, though some speculate the Y-20B’s modular design allows any unit to double as a tanker with minimal reconfiguration.
Advanced avionics, a glass cockpit with heads-up displays, and composite materials round out a platform that’s as modern as it is massive, with a 50-meter wingspan and 47-meter length.
Analysts see a niche for the Y-20E export variant, powered by WS-20s.
In 2025 production capacity was ramping up and a civilian Y-20F-100 variant pitched for commercial use.
Specifications (estimated) Engines: 4 × Soloviev D-30KP-2 turbofans Wingspan: 45 m (147 ft ~ 164 ft) Wing area: 330 m² (3550 ft²) Length: 47 m (154.2 ft) Height: 15 m (49.2 ft) Empty weight: 100,000 kg (220,400 lb) Max takeoff weight: 220,000 kg (485,000 lb) Payload: 66 tonnes (145,505 lb) Max wing loading: 710 kg/m² (145 lb/ft²) Cruise speed: Mach 0.75 Range max payload: 4,500 km Range 40 ton payload: 7,800 km Service ceiling: 13,000 m (42,700 ft) Crew: 3: pilot, copilot & load master
In 1970, Xian Aircraft Factory proposed an upgraded four-engined version of their H-6 Tu-16 copy. The proposal was approved, while the PLAAF issued an extra requirement of capabilities against sea targets two years into development. To test their plans, Xian re-engined an H-6 with four Rolls-Royce Spey turbofans – two in the wing roots and two under the wings. Designated the H-6I, the prototype took flight in 1978. Performance gains were impressive – climb rate increased by 40%, and range increased by a third. Payload was also increased significantly. While Xian’s proposed H-8 was to use revised Spey engines mounted in underwing pylons to reduce maintenance costs, the program fell victim to downsizing efforts in 1980.
An Antonov An-24 copy. Built in Xian, the Y-7 is an improved version of the Soviet An-24 twin-turboprop transport. The Y-7 received its Chinese certificate of airworthiness in 1980, and has a wider fuselage and larger wing than the An-24, combined with Chinese engines and equipment. Of the first 24 Y-7s built, about ten were delivered for military use.
In the early 1970s, China was looking for a fighter-bomber to replace the H-5 (Il-28) and Q-5. Initially, China looked abroad for joint solutions, but when these efforts fell through, a program was started to develop a domestic design. Requirements soon emerged from the PLAAF and PLANAF requesting separate configurations. The PLAAF wanted side-by-side seating, terrain-following radar, and an extensive ECM suite, while the PLANAF requested tandem seating, all-weather performance, and reconnaissance capabilities. The PLAAF variant would be dropped fairly early on and by the end of 1988, Xian had developed a two-seat design with a shoulder mounted wing, powered by two Rolls-Royce Spey engines. While it was equipped with a powerful radar capable of tracking both aircraft and ships, the original design lacked any significant air-to-air capabilities. The aircraft was not without its teething issues. Flight testing was filled with major (often near catastrophic) malfunctions. The first flight ended early when violent vibrations shook off the majority of the cockpit instrumentation, and later tests ended when massive fuel leaks almost caused the aircraft to run out of fuel in flight. When the aircraft began operational evaluations, one aircraft lost its entire rudder in flight, making a successful emergency landing. Despite all of the issues, the PLAAF soon requested its own variant of the JH-7. Designated the JH-7A, the new aircraft was to have a stronger airframe and higher payload than the JH-7 and the capability to deploy various precision-guided weapons.
JH-7
After extensive testing and redesigns, JH-7s began to enter service with the PLANAF and PLAAF in 2004. Over 200 have entered service, providing the Chinese with a fairly capable replacement to their MiG-19-derived Q-5s. JH-7As continue to be upgraded with systems such as a newly developed helmet-mounted sight. Meanwhile, the Chinese are working on a more extensive upgrade to the design, designated the JH-7B. The JH-7B is to feature upgraded avionics, a reduced frontal RCS, aerial refueling capabilities, and upgraded engines producing 15% more thrust. Plans called for the JH-7B to enter production in 2015.
Xian JH-7A
China revealed a 20-year-old fighter/bomber at the Air Show China ‘98, held at Zhuhai. The aircraft, the FBC-1 Flying Leopard, is an export version of the JH-7 twin-seat strike fighter and actually flew in 1989, though its development programme dates back to the 1970s. This was the first time the aircraft has been flown in public. The aircraft was developed by the Xian Aircraft Design and Research Institute (ADRT) and is capable of Mach 1.7, and has a range of 890 nm.
The Xian factory reverse-engineered the MiG-21 and the resulting J-7 made its first flight in December 1964. Two years later, manufacture halted because of unexplained technical problems after only 70 had been built.
The early model J7I can be seen as the first variant of the type of full production standard. One difference with the MiG-21F-13 is the drag chute housing at the base of the tail.
J7I 98071
Meanwhile, in the common cause of communism, China was allowing Soviet supplies to pass through its territory bound for Vietnam, where the USA was embroiled in conflict. One day, several railway wagons containing dismantled MiG-21s went astray, and subsequently the J-7 re-entered production in modified form at Chengdu. The new J-7 II, a considerably upgraded Chinese development, entered production in the early 1980s, and by 1982 was being exported as the F-7B. China (Giuzhou) also produces the JJ-7 two-seat operational trainer, designated FT-7 for export (first flown in 1981). The JJ-7 dual seat version was originally built by Guizhou Aviation Industry Group (GAIG).
Despite Chinese denials, a number of F-7s have been confirmed in Iranian service, while Iraq has also received the type via assembly (by Chinese technicians) in Egypt.
Details of the latest export version of the Chinese-built MiG-21 were released in 1984. Known as the F-7M Airguard and (as offered to Pakistan) F-7P Skybolt, this variant of the earlier F-7B is extensively modernised with Western avionics including ranging radar, a weapons aiming computer, a headup display, multimode radios, and IFF. Two additional wing hardpoints are fitted, and two fuselage cannon are carried, rather than the one carried by earlier models. Other changes include a revised canopy, an updated ejection seat, and a relocated brake-parachute housing.
With development of a successor to the J-7 (MiG-21) that formed the backbone of the PLAAF taking far longer than hoped, Chengdu began efforts to modernize the design. Work began in 1987, resulting in a major design overhaul. The wings were redesigned to have a double-delta planform, and the engine was replaced with a WP-13F engine. The primitive radar of the J-7 was replaced with the British Super Skyranger radar, and fuel capacity was increased. The modifications improved turn performance, and the takeoff roll was reduced from 1km to 600m. Upgrades to the cockpit included HOTAS controls, as well as the later addition of a helmet-mounted sight. Development proceeded quickly, with the first J-7E, as the new model was known, flying in 1990.
By the time the J-7E came about, most J-7 operators had since moved on to more capable designs. However, Pakistan, the largest non-Chinese J-7 operator, ordered significant numbers of the type. A special variant was developed to meet Pakistani requirements, integrating new western radars and the capability to mount AIM-9 AAMs.
Ever eager to develop anti-shipping platforms, the PLANAF also ordered a special J-7 variant with the ability to deploy AShMs (J-7EH). The J-7EH features the ability to carry antiship missiles, but, due to limitations with the radar, must receive targeting data from other aircraft.
The derivative of the F-7M supplied to Pakistan as the F-7P Skybolt featured 20 PAF specified changes, including for four, rather than two, PL-5B or AKM-9 Sidewinders on pylons outboard of the main undercarriage attachment points. The Skybolt retains the two wing root-mounted Type 30-1 cannon ND MOST OF TE Western systems of the basic F-7M, although some equipment (eg. IFF) is installed in Pakistan.
F-7P Skybolt
The initial Pakistan Air Force order for 20 F-7P was fulfilled in August 1988 when the aircraft were ferried from Chengdu, but the Chengdu Aircraft Corporation was by then responsible for F-7 production.
After the final deliveries to Bangladesh, Chengdu shut down J-7 production in May 2013, marking the end of a 2,400 aircraft production run.
F-7M Airguard Engine: 1 x Wopen-7B (BM) Installed thrust (dry / reheat): 43 / 60 kN Span: 7.2 m Length: 13.9 m Wing area: 23 sq.m Empty wt: 5275 kg MTOW: 7531 kg Warload: 1800 kg Max speed: 2.05 Mach Initial ROC: 9000 m / min Ceiling: 18,700 m TO run: 700-950 m Ldg run: 600-900 m Combat radius lo-lo-lo: 370 km Air refuel: No Armament: 2 x 30 mm, 2 x AAM Hard points: 5
A 1961 split ending Soviet assistance, left the Chinese with the task of getting the Tu-16 into production as the Hongzhaji-6 (bomber aircraft no. 6). The Chinese spent two years in reverse-engineering the Tu-16 and its Mikulin AM-3 turbojets, and started production in 1962 for first deliveries in 1968. Since that time the Air Force of the People’s Liberation Army has received more than 100 H-6s for the strategic free-fall bomber and anti-ship roles, the latter with two missiles carried under the wings. Principal version – H-6 (sole production model in several variants up to at least the H-6D, or H-6 IV, which is believed to be the anti-ship type). Low-rate production of the Tu-16 Badger continues at Xian in 1987, and the H-6 is still the mainstay of China’s strategic nuclear bomber force. Local developments of the design include an anti-shipping version carrying C601 missiles and equipped with an under-nose search radar. A four-engined variant of the H-6 has also been reported. Customer: China 120+
After decades of service, Xian finally performed a major overhaul of their H-6 (Tu-16) around the turn of the century. While previous modifications merely upgraded avionics of the design, the new variant developed, the H-6K, redesigned the airframe to extensively use composites, and replaced the old Chinese engines with Russian-made Saturn D-30KP turbofans. As Chinese bomber doctrine has long since shifted to the use of bombers as cruise-missile carriers, the bomb bay was replaced with larger fuel tanks, and the obsolete tailgun armament was replaced with an extensive ECM suite. Similarly, the glazed navigator position was replaced with a more powerful targeting radar. The H-6K first flew in January 2007, and after two years of testing, the bomber entered service with a combat radius nearly double that of the original H-6.
China International Aviation & Aerospace Exhibition in Zhuhai, China, 2014
About 150 of its bombers have been built, and about 120 were still operational in 2025. The H-6 has been upgraded to carry modern weapons, including hypersonic and nuclear-capable missiles.
China sold H-6s to both Egypt and Iraq, but those countries no longer have their bombers operational. According to the Center for Strategic and International Studies, Iraq’s four H-6s were destroyed while in service.
The H-6 has four crew and is powered by two Soloviev D-30KP-2 turbofan engines, each with 27,000 pounds of thrust. Its top speed is 670 mph, and its cruising speed is 477 mph. Its combat range is 2,200 miles. It can also carry 26,500 pounds of bombs, both guided and unguided (dumb bombs), but no longer carries free-fall nuclear bombs, as the H-6 could not be relied upon to penetrate an enemy’s air space.
Xian H-6 Type: six-seat strategic medium bomber and anti-ship missile carrier Engines: 2 x 20,944-lb (9,500-kg) thrust Xian WP-8 turbojets Maximum speed 616 mph (991 km/h) at 19,685 ft (6,000 m) Initial climb rate 4,100 ft (1,250 m) per minute Service ceiling 40,355 ft (12,300 m) Range 2,983 miles (4,800 km) with an 8,157-lb (3,700-kg) warload Empty weight about 82,010 lb (37,200 kg) Maximum take-off weight 158,733+ lb (72,000+ kg) Wing span 108 ft 1.2 in (32.95 m) Length 114 ft 2.1 in (34.80 m) Height 35 ft 5.2 in (10.80 m) Wing area 1,772.87 sq ft (164.70 sq.m) Armament: four 23-mm cannon in twin-gun dorsal and tail turrets, and up to 19,842 lb (9,000 kg) of bombs
A rocket powered version of the Long-Ez flew twice at Mojave in 2002. Its twin rocket motors of 400 lb thrust each burned for less than three minutes after which it took seven minutes to glide to landing. It is fuelled by isopropyl alcohol and liquid oxygen. The engines can be shut-down and restarted in flight.
Jerzy Krawczyk, in addition to Ekolot’s Junior and Topaz, has several light aircraft, crop sprayer, and sailplane designs to his credit. In creating the self launching Elf sailplane, he employed composite sandwich and carbon structures to achieve the exceptional strength and durability required to pass UK BCAR Section ‘S’ airworthiness certification.
The Elf prototype used the JPX 330 engine which, unfortunately, was withdrawn from production in 2006 after over 20 years in the market. Fortunately, Compact Radial Engines in Canada has produced a very similar unit. This is 20% more powerful than the JPX and also employs a clutch which eliminates folding prop ‘chatter’ on start-up and allows the prop to fold whilst the engine is on idle. This engine has displayed instant re-start capability.
The Elf employs full span flapperons, and airbrakes, and has excellent rudder/stick co-ordination. The NN17-18 aerofoil possesses mild stall characteristics and overall, the handling conveys a strong sense of stability and security to the pilot.
Production aircraft will have the more powerful Compact Radial engine and a 126cms prop with a projected climb rate of 500 ft/min.
KR-010 “Elf” G-CIUO over Scotland
Engine off, the Elf with it’s 120 ft/min sink rate is capable of slowing down to exploit the slightest lift and core the smallest thermal. This is where the fun and skill challenge begins and where, if the pilot falls out of lift into sink, he can be confident of a quick engine restart and climb back to the area of lift.
Prototype Engine: JPX 330, 24 hp Prop dia: 116cms , folding Weight: 145 kg (with BRS) Gross Weight: 260 kg Area: 10.8 sq/m Span: 11.2 m Length: 5.7m Aerofoil: NN18-17 Fuel Capacity: 15 litres (3 hours + reserve) Proof Load: +6 / -3 Max Pilot Height: 1.9m (6’3”) Max Pilot Weight: 100kg (220lbs) Cruise: 50 mph at 5,100rpm Max Climb: 400ft/min at 30mph Stall: 27mph Best L/D: 26.4:1, 150ft/min at 45mph Min Sink: 120ft/min at 39 mph Airbrake: 300ft/min at 45mph (13:1) Fuel burn: 4.5 litres/hour
The “F” model or “FLAP” model is an evolution of the standard X-Air; it has three stage flaps to slow the aircraft down for landing and more streamlined fuselage section. The wing and tail on the Flap model also differs from the Standard X-Air, the flap model flies faster than the standard X-Air because of the different profile wing.
The kit is essentially the same.
The upgraded design gives an improved cruise speed, and makes handling in rough weather even better.
The X-air Falcon also known as the Xair-F in some countries, has the same configuration as the standard Xair, high wing, 2 side by side seats, dual controls, the pilot has toe brakes, elevator trim etc. as the Xair, with the addition of a 3 stage flap. The X-AIR can also be fitted with an emergency brake operated by the instructor. The X-Air also has a solid wooden floor in the cockpit.
The maximum all up weight of 450kg is the same, but has an improved wing profile which is shorter in span and cord. The wing section is now also fully double surfaced to the root and the fuselage tail section extends to the rudder post.
The Falcon is manufactured in India, and is supplied in kit form, which comes very complete. Only the choice of Engine/Prop & Instruments are required to finish it, ready for flight.
The X-Air can be pulled down in about 15 minutes. Firstly, the Velcro attached wing nappy is removed, the wing skin tensioning belts are released, the aileron cable is detached and with the assistance of a helper the wing struts are removed and finally, the wings are detached from the main fuse tube. All the wing removal can be done without tools. The wing can be reattached in about 25 minutes.
Nearly all of the exposed tubing, comes White Epoxy painted for long life. Some components come pre-assembled, e.g. Tailplanes & Elevators, and all the required nuts & bolts are in their relevant place’s, to speed up assembly.
The Falcon like the X-air is fitted with full Dual controls, i.e. two sticks, two throttles. The advantage of being in the left seat is to use of the independent toe brakes, fitted to the top of the Rudder pedals.
The seating is fitted with headrests. The cockpit floor is solid, and there is an optional door kit. Each wheel has its own shock absorbing system. The suspension design is similar to shock absorbers on a motorcycle and can handle all the bumps and potholes on grass and bush strips with ease. The front wheel has dual shock suspension with trailing link design steering; the trailing link design straightens up immediately on touch down, so even landing in cross wind is relatively easy in the X-Air. The shock absorber design used on the X-Air offers rebound dampening. The undercarriage is rated to 9 g’s.
Structurally the Falcon has been tested, at it’s all up weight of 450kg, to 6 Gs positive and 3 Gs negative.
The flap model X-AIR were available with three engines from Rotax-Bombardier of Austria, the Australian produced Jabiru engine and the HKS from Japan. Available Rotax options being the 52 HP “503” or the 65 HP “582” and the 80HP “912”. All Rotax engines feature carbon fiber Brolga ground adjustable props.
The fuel tank capacity of just over 59 liters gives a comfortable endurance of at least 3 hours at normal cruise with a 1/2 hour reserve and the optional 80 L fuel tank was available.
The Jabiru engine produces 80 horsepower and consumes approximately 15 liters of fuel per hour and the HKS engine has been successfully fitted to several aircraft.
The recommended engine selection is the Rotax 582. The 582 engine bolts to the X-Air without modification, it provides up to 1200 ft/min climb one up, 900 to 1000 ft/min climb two up). The Rotax 503 climb performance is about 600 ft/min.
General Configuration Two seater, side by side 3 Axis; Ailerons, elevator and rudder Full dual control – two sticks, two throttles High wing, high mounted engine Tricycle Gear, with independent hydraulic shock absorbers Steerable nose wheel, linked to rudder pedals Toe operated differential brakes Enclosed cockpit, lexan windscreen Enclosed fuselage Elevator trim 3 stage Flaps Two 27L Tanks Polyester Sail Cloth G loading +6 -3 6061 T6 Alluminium Tubing epoxy/polyurethane painted
X-Air F Engine: Rotax 503 Length: 5.70 m / 18 ft 8 ins Wing span: 9.45 m / 31 ft Max height: 2.55 m / 8 ft 4 ins Wheel track: 1.60 m / 63 ins Wing area: 14.28 sq.mWheel track: 1.60m Wheel base: 1.45m Wheel size: 500 mm / 16 ins Wheel base: 1.45 m / 57 ins Empty weight: 230-251 kg Empty weight w/opts: 242-279 kg
Engine: Rotax 582 ‘C’ Box engine fitted with two blade DUC Prop Length: 5.70 m / 18 ft 8 ins Wing span: 9.45 m / 31 ft Max height: 2.55 m / 8 ft 4 ins Wheel track: 1.60 m / 63 ins Wing area: 14.28 sq.m Wing loading: 31.50 Kg/sq.m Wheel size: 500 mm / 16 ins Wheel base: 1.45 m / 57 ins Empty weight: 237-270 kg MTOW (Australia): 490 kg
X-Air F Engine: Rotax 618 Length: 5.70 m / 18 ft 8 ins Wing span: 9.45 m / 31 ft Max height: 2.55 m / 8 ft 4 ins Wheel track: 1.60 m / 63 ins Wing area: 14.28 sq.mWheel track: 1.60m Wheel base: 1.45m Wheel size: 500 mm / 16 ins Wheel base: 1.45 m / 57 ins Empty weight: 230-251 kg Empty weight w/opts: 242-279 kg
Jabiru Engine: Jabiru fitted with Newton 2 blade wood 60″ x 40″. Empty weight: 263kg/580 lbs Stall Speed: 32 mph Vne: 98 mph Cruise Speed: 75 mph Climb Speed: 40 mph Rate of Climb: 700 ft/min Glide Ratio: 7@40 mph Fuel Consumption: 11 ltr/hr MTOW (Australia): 490 kg
All Aero 