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The tenacity of everyone involved was rewarded, when on July 5, 1969, at 9.30, the J-8 under the power of two WP-7 turbojets, made its first flight, with test pilot Yin Huyuan at the controls. For the next ten years though, production was not authorised, and work was limited to test flights and solving the problems that emerged. But by this stage, the J-8 program had shrunken so much it was enough to keep everyone occupied. The Flight Testing Group, and the Flight Test Command were dismissed soon after the first flight, project leaders, including Gu Songfen were selectively purged from work; all this causing the project to come to a standstill on several occasions.

Responsibility for the test flights was shifted to the Flight Test Research Institute, and Shenyang Airfrcraft Factory’s Flight test station, and in the ten years that followed, 1,025 take-offs and landings, and 663 flight hours were recorded. A number of problems, including buffeting at high speeds, airframe overheating, and engine flameouts were encountered, and successively solved. The buffeting problem in particular was encountered three times, once at Mach 0.84, once at transonic speeds, and once out of transonic speed at Mach 1.24. All these problems were as much a consequence of nascent aircraft industry as part of the normal engineering process. A well established ground-testing infrastructure could well have prevented much of the problems, but the lack of which has meant that they were only uncovered during the flight-testing phase. While the social instability, and frequent administrative changes made a very convoluted and inefficient work atmosphere, which only added to the dire shortage of skills and resources, especially during the peak of the Cultural Revolution.

However, once stability returned, the J-8 program has been riding an upwards curve ever since. A design freeze was authorised on December 31 1979, and the certification of design on March 2 1980, with production commencing soon afterwards. But the Cultural Revolution had taken its toll, and even after ten years had elapsed after the first-flight, the radar, the air-to-air missiles, and even some of the production infrastructure was still not ready. But, work on improving the general state of affairs had already begun, which for the J-8 was for a new variant, the J-8I.

Work on the J-8I started on February 1978, when Shenyang Aircraft Design Institute released the drawings, and Shenyang Aircraft Factory – now renamed to Shenyang Aircraft Company – started making the prototypes, the first of which was completed by May 1980. Apart from an engine fire, caused by the use of an incompatible hydraulic pump, work on the J-8 proceeded smoothly; the first flight taking place on April 24 1981, with test pilot Lu Mingdong at the controls. And after a few years of tests, the design was certified and ready for production on July 27 1985. Compared to the basic J-8, little aerodynamic changes were made, but it had a radar, the Sichuan SR-4 (Type-204) which gave the type a limited all-weather capability, and a range of new air-to-air weaponry, including the new Type-23-3 cannon, PL-2B missiles, and rocket launchers. This was a significant leap in capability, but it was clearly not enough, as production was axed in 1987 after about 100 built. All hopes of the J-8 becoming the backbone of China’s airforce then rested on the J-8II (J-8B) variant, already in a late stage of development.

The J-8II came into being in response to the shift in focus from high altitude, high speed fighters, to more manoeuvrable multi-role fighters in late seventies, and that much could be done to improve the J-8 design. Development was approved on September 1980, and concept definition began on April 1981. Unlike the original development program, modern systems engineering principles were used, with the effect that that things such as quality and schedule were adhere to. By the end of May 1984, more than 11,000 ground tests were completed. Tooling and the manufacture of parts had begun a year earlier, so that only one month after the completion of ground tests, the first flight could take place, on June 12 1984. Compared to the J-8I, the fuselage was heavily redesigned, resulting in room for a better radar, and greater airflow to the engines, as required for the more powerful WP-13AII turbojets. Only the Type-208 radar (60km search, no look down) and other similarly obsolete avionics were fitted, but the new airframe clearly provided scope for further improvements, all that was needed was some foreign help.

An opportunity for this came in the form of the Peace Pearl program, when amid the warming relations of the 80s, the US offered its helping hand. The plan envisioned Grumman upgrading the plane with a US HUD, INS, ejector seat, bubble canopy, as well as the F-16A’s APG-66 radar. Just before the first two examples received the upgrades however, the Tienanmen Square Massacre struck, and the plan fell through as the western world quickly moved to ostracise China.

Nevertheless, new variants appeared as indigenous programs began to bear fruit, and China sought other sources of help. The immediate development was the J-8IIB (J-8B Block 2). A number of improved avionics were fitted, including the KLJ-1 pulse Doppler radar, a KJ-8602 RWR, HK-13E HUD, 563B INS, JD-32 TACAN, and an RKL-800A ECM suite, some of which could have been developed with Israeli assistance. Armed with newly development MRMs such as PL-11s, the type was now finally beginning to mature into an effective fighter. And the navy, clearly recognising its potential, selected it to become China's first aerial-refuelling capable aircraft. About 30 J-8IIBs have been built or modified so far to feature non-retractable refuelling probes, thus extending their range to about 1200km when supported by the new H-6D tankers.

As befits the continuing emergence of its parent nation, ever more potent J-8 variants have continued to appear; the fall of the USSR so far proving to be a mixed blessing. A cash strapped Russia has given China access to some of its most advanced technology, which for the J-8 included the Phazotron Zhuk-8II pulse Doppler radar. The radar was originally used on the export-oriented F-8IIM, which first flew in 1996, but none were sold. The F-8IIM was then adapted for domestic use, thus becoming the J-8IIH (J-8H). 100 of the Zhuk-8IIs were ordered on July 2001. The Zhuk-8II can detect 10 targets, and track two of them, out to a range of 90km. It can also fire R-77s. Other upgrades included 1553B databuses, 2 MFDs, HOTAS, a new HUD, and GPS navigation. The original F-8IIM had WP-13B engines, but it is likely the newly developed WP-14s (16,535lb) would be used instead.

The access to Soviet technology has not been without a price to the J-8 program however, as this has also allowed China the purchase of direct competitors such as the SU-27. And while this has doubtless improved the capabilities of the PLAAF immensely, it has also put dreams of the J-8 becoming the most important item in the airforce firmly to rest. But despite this, there are still signs its unique qualities as China's first heavy weight fighter should still make it a valuable contributor, and in more ways than one.

Although now overshadowed, its low price tag and the ability to accept modern avionics with ease ensure that low volume production of ever more capable J-8s is set to continue, and that it will continue to serve as a reliable test bed for unproven technology. The J-8ACT technology demonstrator, which first flew in 1988, has already participated in the development of various subsystems of the J-10, and is now serving as the basis for the new J-8III (J-8C). J-8s have also been reported testing the SD-10 active homing MRM, as well as the new Xikai SF-18 radar absorbing material. Thus, no matter what tumultuous changes may lay ahead, the J-8 looks to soldier on; carrying in its wake a new generation of Chinese defence technology, so that its legacy may live on well into the future.