View Full Version: FY9 Multirole Fighter

Nsdraftroom > Ekraysian Defence Systems > FY9 Multirole Fighter

Title: FY9 Multirole Fighter

Ekraysia - September 12, 2009 02:21 PM (GMT)

FY9 Multirole Fighter - Empire of Ekraysia


Class: Multirole VTOL Fighter

Weight, Empty: 12400kg (27337lbs)
Weight, Maximum Take-Off: 25950kg (57210lbs)
Length: 17.04m (55.91feet)
Wingspan: 11.22m (36.81feet)
Height: 5.19m (17.03feet)
Crew: 1 or 2 (Variant dependent)

Cannon: 1x 25mm Oten Type 6 Automatic Revolver Cannon, 420 rounds
Stations 1, 7 – Wingtips, Dry: 200kg (441lbs) Rating,
Stations 2, 6 – Weapons Bay Front, Wet: 3000kg (6614lbs) Rating,
Station 3 – Weapons Bay Front, Dry: 1250kg (2756lbs) Rating,
Stations 4, 5 – Weapons Bay Rear, Dry: 1250kg (2756lbs) Rating.

Main Engines: 2x MYS BT-340 Mid-Tandem-Fan Variable-Cycle Engines, 11900kg (26235lbs) Thrust Each
APU: 1x Axon GB89F Gas Turbine, 21hp

Maximum Speed: 1452mph (2336kph) - ~Mach 2.20 at altitude
Supercruising Speed: 858mph (1381kph) - ~Mach 1.30 at altitude
Cruising Speed: 607mph (977kph) - Subsonic at altitude
Combat Range: 1305miles (2100km)
Ferry Range: 3250miles (3300km)
G Limit: 10.5
Service Ceiling: ~19800metres (~65000feet)
Maximum Altitude: ~21430metres (~70300feet)
Maximum Theoretical Payload: 9090kg
Maximum Rate of Climb: ~340metres/second (~67000feet/minute)


The MYS/Axon FY9, as the project and aircraft are known, is most common fighter aircraft in Ekaysian service, a title bestowed first in 2001 when the final pre-production series was standardised and entered service with the 1st Fighter Aviation Division, IEAF Paloh. The requirement for it, however, and development stage, date from as early as the nineteen-sixties, when the Ministry of Defence sought a fighter capable of outstanding versatility and technological advancement, as well as desirable but less important speed, climb and range as it had to patrol the massive Ekraysian air defence region to and back, adding VSTOL (Vertical/Short Take-Off and Landing) capability in the process, an inspiration developed from the British Harrier ‘jump-jet’.

Such a capability would allow a capability for retaliation after a large, possibly nuclear strike through dispersal of equipment and versatility, such as being able to operate from a short stretch of good road. It would also allow helicopter-cruiser-esque ships to operate a capable fighter wing. Seemingly, the technology would change the face of air combat forever, something it has failed to do, as with many promising technologies in their respective fields. It had another advantage: in a nation such as Ekraysia, the ability to touch down in a short, improvised jungle clearing would allow incredible operational ability. The aircraft was designed to truly fly and thus follow better the Ekraysian doctrinal emphasis on close-range Dogfighting, unlike 'operating a computer' in such aircraft as IEAF Phantom IIs, being free from computer intervention or any cut-off.

Later, by the 1980, planning was still underway, with aircraft engineers from across Ekraysia being brought in to add all technological development possible. Ten years on, design was almost complete, and it was becoming apparent that it would be something of uniqueness among Fighter Aviation, and indeed, air forces across the globe. Instead of following the trend of ever-increasing weight and with manoeuvrability taking some years to catch up, emphasis was placed on manoeuvrability and agility, perhaps sacrificing some weight of armament in the process. Rarities in the fighter domain also include the pioneering use of Variable-Cycle engines, providing a good intermediary between the complicated turbofan, efficient at low speeds, and the turbojet, simple, loud and high-performing.

Overall, the FY9 can be most remembered for it’s agility, capable of high Gs and out-turning most fighters that it opposes, along with a respectable speed of around Mach 2.2, the formers particularly crucial to Ekaysian pilots, as per doctrine highly trained in dogfighting, an art forgotten by most air arms over the years but nevertheless a crucial upper hand to have. It currently equips the Imperial Ekaysian Air Force as standard-issue. The FY9, designed for versatility from the start, needs no modifications at all to operate from a carrier save for an arrestor hook and a change of pilot (reinforced landing gear is already present with rough and emergency landings in mind), thus no special naval variant is allotted, and is standard equipment in the Air Force Naval Aviation as well. The aircraft is surprisingly resistant to electromagnetic pulse weapons, although only at a certain distance.

Overall, then, the aircraft is light, incredibly manoeuvrable and quite fast, as well as possessing a good range. It is not the most manoeuvrable aircraft in the world, but it must rank in the top few, especially surprising given the FY9's sleek and thus harder to control form. Among other things, the FY9 also has a phenomenal roll rate, and a slightly below-average dive rate. Ekraysia to date does not have an aircraft to make up for the FY9's lesser-than-average armament carriage.


The wings and control surfaces are arranged in a canards-delta-V tail arrangement.

Much of the aircraft is made up of 2024-T351 aluminium alloy, with copper and magnesium as the main alloying elements. Due to poor corrosion resistance, it is thinly clad with standard aluminium. 2024 alloy has good fatigue resistance and, in the T351 form, has an elongation figure of 19 per cent. It makes 52 per cent of the airframe. Other materials used include titanium, which constitutes 28% of the total airframe, and 20% nickel steel. This airframe is designed to withstand high speeds of up to Mach 2.8, which it is capable of in a dive. In normal practice, though, while the aircraft might, modified, be capable of Mach 2.8 in level flight, unmodified it would melt completely which would be detrimental to the general efficiency of the aircraft.

The aircraft’s wings are mainly alloy, titanium and nickel, and have a 12° anhedral in order to improve manoeuvrability. The canards have a variable anhedral with three positions, the highest giving them a ten degree dihedral, controlled by default by computer to make the aircraft more agile or stable. Like other systems in the aircraft, and unlike many other fighter aircraft, the system has a mechanical backup which will automatically use hydraulics to raise the canards to the dihedral position, presuming a failure in other electronic systems caused by interference such as an electromagnetic pulse. Such interference would disable the computers and backup computers that keep the aircraft steady in the air (like the Eurofighter the FY9 is designed to be unstable for agility), and so maximum stability would be required to simply fly the aircraft. The canards are all-moving, which contributes to stability all-round, and the elevators and ailerons combined in the wing structure as ‘elevons’, which droop without hydraulic pressure. The aircraft has a 'V-Tail', two tail surfaces canted at twenty-seven degrees outward, not all-moving but with large rudders.

No airbrakes are housed in the wings, flaps and canards serving that function, although a distinct, massive dorsal airbrake is present behind the cockpit, operated by hydraulics. To add some degree of stealth, unnecessary openings are deleted and radar-absorbent paint added, although the FY9 is below the capabilities of a slower but stealthier fifth-generation aircraft such as the F-22 Raptor.


The only armament integral to the aircraft is the single twenty-five-millimetre Oten Type 6 automatic revolver-operation cannon housed under the nose on the centreline. It has a long recoil-compensating mechanism, an Sh87 mount, and a muzzle compensator, and is mounted so the muzzle flash will not obstruct the pilot or, in the two-seater variants, his observer or ‘number two’. It is a seven-chambered weapon and uses three of them for reloading for a higher rate of fire, and its linkless feed system further speeds up rate of fire because there is no delinking stage. Also of note is more compact, lightweight stowage (Up to 420 rounds in a removable drum, connected by feed trays) and increased power for the feed as well as more G-tolerance. The weapon is also equipped with Electrothermal Ignition (ETI) technology in flashboard large area emitter form, which increases muzzle velocity and thus hitting power, as well as providing a higher hit percentage for shots fired, because shells will reach their destination quicker and so more likely to score a hit. The Oten is provided with three pyrotechnic cocking charges. Basic statistics for the weapon are as follows:

Length, Overall: 210.6cm
Length, Barrel: 150cm (60 Calibres)
Weight, Complete: 98.5kg
Rate of Fire, Cyclic: 1800rpm
Muzzle Velocity: 1100m/s
Cartridge: 25x152mm Oten Type 33/35
Operation: Gas-Operated Revolver
Feed: Linkless

user posted image
Figure 1. Oten Type 6 Automatic Revolver Cannon with Mainstream Ammunition Types.

Missiles have long since overtaken guns in air combat, and so the FY9 is equipped with a total of six hardpoints. While aircraft such as the F15 have up to 14, the FY9's heavier hardpoints can hold two short or medium-range missiles each.

Two wingtip launch rails are to be seen with a weight rating of two hundred kilograms, each able to hold a single short-ranged air-to-air missile, for engaging targets within visual range. Emphasis has been placed on low wing loading and reducing drag, and so there are no further external hardpoints. The remainder of the weaponry is housed underneath the fuselage, between the two air intakes, in a fairly narrow, deep, long weapons bay. Two 'wet' hardpoints mounted at the front can hold three metric tons of ordnance each, as well as certain special items rarely carried but always provided for, such as large nuclear weaponry. There is a smaller pylon in-between, which, like the others, can hold two SRAAMS or MRAAMs or one LRAAM. These take up much of the width of the aircraft and the bay narrows towards the two smaller hardpoints to the rear. A standard peacetime patrol load (Ekraysian aircraft must carry a war load on patrol per doctrine) is six SRAAMs on wingtips and on twin rear fuselage mounts, two to four 250/500kg bombs or rocket pods in left and right forward bay and two or MRAAMs in front fuselage on a twin pylon adaptor (depending on bomb/missile carriage). For air superiority, the bombs are often replaced with LRAAMs or more shorter-ranged missiles.
The front weapons bay is biggest; to fit in the fuselage the rear weapons bay is incapable of holding missiles larger than garden-variety MRAAMs.


The FY9 incorporates the aircraft variant of the all-service new ORDEN countermeasures system, retrofitted since 2009, an Ekraysian system similar to those of many other nations and operating on the same principle. It detects threats by millimetre-length RADAR, with sensors on fuselage providing 360° coverage. The system can react in milliseconds, as low as 0.35 seconds.
It works, in aircraft, by soft kill; the system has a catalogue of missiles and the ability to recognise them, engaging the most dangerous and nearest of those first. ‘Killing’ consists of a laser dazzler, electro-optical jamming, electronic jamming, chaff in the wingtip launch rails, and flares in the tail.

The aircraft specific version is a passive (for improved signature and stealth capabilities) two-colour (for improved target identification) Missile Approach Warning System, with all-round coverage of the aircraft.

The cockpit is a mostly ‘glass’ cockpit in but has one glaring exception, with six gauges above the central screen. In order clockwise from top-left to top-right and bottom-left to bottom-right, these large illuminating and anti-reflective gauges show airspeed, artificial horizon, altimeter, turn coordinator, compass, and vertical speed indicator, in what is known as the 'T arrangement', an international standard. Below this, there is a clock, two engine dials, a magnetic compass, and the flaps and gear status display. 'Lesser' dials, those not judged to be as important, would normally be displayed on the left screen. The FY9 has been criticised for the inability to view these dials in a combat situation (at least one in which the aircraft is being painted/locked by radar) because the warning panel for such will take their place. However, it was decided unlikely that the pilot would need them in a combat situation. Additional criticism has been placed on not having another HUD instead of gauges.

The cockpit also features a HUD, or Head-Up Display, with much reduced information as shown on the gauges and screens. A helmet-mounted sight and even smaller helmet HUD is now employed. The aircraft has in IRST, or Infra-Red Search and Track, system upon pilot demand. It is configured with a traditional, centrally-mounted 'stick', or control column, and throttles mounted to the left. The system incorporates Fly-By-Light, the replacement of the Fly-By-Wire system, with a backup fly-by-wire system. The aircraft cannot be flown entirely on Hands On Throttle And Stick technology in navigational mode, and much less so in combat in which the pilot must interact with the screens in front of him.

Using the weaponry load in the FY9 is fairly simple; first, the pilot has to disengage the red safety selector switch on the centrally-mounted joystick, after which all weapons (except nuclear payloads which must be armed seperately) are armed. A system of LED lights on an illuminated diagram of the FY9 are now usually shown on the left cockpit multifunction display (the display's second mode; in navigational mode, it displays less important gauges not in the cockpit centre. In combat, it shows the stores and weapons panel, and when painted by radar, it shows the Radar Warning Reciever, which then shrinks into a corner giving the stores section again), giving status of weapons (for the guns, ammunition types and amount remaining and whether weapon is cocked, for bombs a simple armed or error, for rockets amount remaining and whether successfully armed, and for missiles, guidance type is displayed, along with further launch options and whether successfully armed). The pilot should then select and cycle through weapons with the buttons to his left by the throttles, the buttons being GUNS, SR-MISSILES, MR-MISSILES, LR-MISSILES, ROCKETS, BOMBS, and SPECIAL. Pressing the button once will select a weapon of that category, which are listed as most likely to be used first; if there is more than one type of weapon in that category, pressing the button again will cycle through. When selecting missiles, rockets or bombs, the pilot will choose which particular one is fired even if they are the same type.

The pilot must then aim. For guided weapons, the pilot must wait for a green light on the right of the HUD to light up before firing; when weapons are armed, a red light on the left is present instead, and when weapons are not armed, neither are lit. For unguided weapons, the two LEDs are irrelevant. If using guns, when the weapon is selected a light blue aiming 'pipper', with a central crosshairs and two intermediary rings, will appear in the centre of the HUD, calibrated to infinity - pilots should be trained to account for the height difference between sight and gun at close range, as the sight and weapon are not set to converge. On the left-hand display, which should now be showing the panel for that particular weapon, the pilot can choose whether it will be 'guided in' or not. For the latter, the pilot aims and fires by using the moulded, anti-slip plastic trigger on the front of his joystick. For the former, the pilot locks onto a target in one of the ways described below and a guidance ring appears on the HUD to guide the plane onto the target; before this takes place, a thick 'clock' around the edge of the aiming pipper will appear and count down anticlockwise. When it has gone, the pilot should fire; if it cannot be fired accurately due to extreme range or other issues, the clock will remain still until it can. If the clock has not counted down, the pilot can still aim and fire using his own judgement using the crosshairs. Rockets use a similar system. Bombs use a similar system to the guns, but if guiding the weapon in to a ground target, Air-to-Ground guidance mode must be used.

user posted image
Figure 2. The FY9's cockpit front panel (an FY9E in this case with all in English only), MFDs and HUD.
Note the following: Our aircraft is in level flight heading exactly north at an altitude of 10213 metres and a speed of 503 knots, with the guidance circle in the centre of the HUD confirming this. The computer is informing us that it should be at a height of 10210 metres and a speed of 1050 knots. We are enroute to our next plotted waypoint, which is 94.1km away, and we are in BVR engagement mode with the weapons bay front left pylon selected, which is armed with AAMs. The HUD is showing that it is locked onto a target and in the second highest stage of it's vertical scan, which alternates every 0.7 seconds. It is locked onto a confirmed enemy target, of two up ahead. It is telling us that it is a good time to fire, according to the green light to the bottom-right of the HUD glass. The right MFD is showing much the same, and our target is around 48km away. It also shows a friendly aircraft, of the same nationality, about 35km away to the left and behind. Moving to the instruments in the centre, they tell us much the same. The time is very nearly three o'clock, pm. Both afterburners are on, but to their lowest setting. The airbrakes, flaps and gear are all retracted. The MASTER WARNING alert is flashing; moving left to the left-hand MFD, the RWR is displayed. We can see that we are locked by enemy radar from the forward half, the threat type is an airborne missile guidance radar. The same radar is painting us from between ten and thirty degrees off the front right. Moving to the switches, we can see that the radar detector, rear radar, main radar, and missile approach warning system are all switched on. The two centre emergency cutoff switches actually show us that stores, weapons and fuel are active, rather than switched off. The BANCODS area all-unit communications module is switched off, although ORDEN countermeasures are on. The engine fire extinguishers are primed and ready, but none have been fired.

Most other weapons, primarily those that are guided, must 'lock on' first. The search for a target lock is done using all sensors. The first and favourite way is by using the helmet-mounted sight (which is a sight only, not a large helmet-mounted display system). Such a sight, as has done on the Su-27 and MiG-29, significantly improves close combat capability. It must be configured for the pilot's left or right eye, or centrally. He/she can also select the size of the pipper. The pipper is a slightly dulled yellow, thick-walled circle with four small points sticking out at top, bottom, left and right. The sight moves where the pilot looks, or where his/her head turns at least. Once the sight is over a target, it should lock on pretty quickly (whereupon the sight's single thick outer ring shrinks slightly and becomes thinner, while the four 'compass points' will rotate) and from thereon, a weapon can be fired. The sight has multiple employments, but primarily in a close-range dogfight. It is designed to be able to lock on to targets ninety degrees away from the aircraft's nose, and can 'follow', or keep an eye on, targets further away from this. However, due to limitations in the aircraft's sensory equipment, it cannot lock on to these.

Other sighting systems for missiles are based on the HUD. One of these is known as the 'ladder' system by pilots, otherwise the Vertical Scan mode, in which 'rungs', again in yellow as missiles are colour-coded, roll down the HUD. This is an older system designed for use in turning dogfights in which the system would be highly likely to lock on. Also for close air combat, there is a traditional Target Designator mode and a Bore mode, as well as an Air-to-Ground mode and BVR (Beyond Visual Range) mode, this latter mode on the right-hand display using the radar. The flight mode buttons are positioned simply across the cockpit on top of the MFDs from left to right, as Take-Off, Navigation (waypoint to waypoint), and Landing in yellow, classed as navigational and the latter two guided by means of an intelligent compass bearing and guidance pipper. The remaining buttons are in green and are the combat sight modes, listed from left-to-right as Unguided, BVR, Helmet, Vertical Scan, Bore, Target Designator, and Air-to-Ground. Unguided mode encompasses rockets and cannons and are manually sighted, described above. If these weapons are selected, the above will be automatically selected, although the pilot can guide the weapons in using the above by selecting them afterwards. If a weapon that needs guidance is selected, the buttons will flash on and off to indicate that one needs to be chosen.

If an aircraft does lock on to the FY9, the left screen will show a top-down diagram of the aircraft and a quadrant of the image will light up in deep red, showing the direction the lock is coming from. If the aircraft is being occasionally painted by radar but not locked, it will instead flash intermittently. A low drone will sound indicating a lock. Upon detection of a missile launch, the centre of the diagram will flash red and the drone will turn to a loud beeping. Like the soviet/russian RWR, it has lights at the bottom giving the threat type if known.

The FY9 makes use of an Antecon 77-G-4A advanced radar designed for ground-attack and air-superiority missions, which has a nominal range of approximately 173 miles in fair conditions, and up to 260 miles in narrow beams.
The AN/ALR-94, as used on the FY9, is a passive receiver system capable of detecting the radar signals in the environment. Composed of more than 30 antennae smoothly blended into the wings and fuselage, it is described by the former head of the F-22 program at Lockheed Martin Tom Burbage as "the most technically complex piece of equipment on the [F-22] aircraft." With greater range (250+ nautical miles) than the radar, it enables the FY9 to limit its own radar emission which might otherwise compromise its survival. As the target approaches, AN/ALR-94 can cue the main radar to keep track of its motion with a narrow beam, which can be as focused as 2° by 2° in azimuth and elevation.

Information is processed by four Antecon GMBD processors with a combined two gigabytes of memory, and can be further recorded by thirty-two gigabyte's worth of solid-state hard drive. The entire plane’s systems have EMP-proof Gallium Arsenide circuitry. A system called BANCODS (Battlefield Network, COmmunication, and Data-Sharing) has the ability to control radio and all other communications devices inside and the ability to electronically share data with any other relevant friendly unit equipped with the system.
As has already being explained, the aircraft is designed to withstand an EMP attack should it take place in mid-air. It was originally considered that a backup mechanical system should be fitted, but it was quickly decided that this would be massively heavy so the design team decided to stop being so ridiculous and get back to work.

Verbal warnings for the Master Alerts (etc) do exist, but the computer is programmed not to deliver them rapidly and back-to-back, these warnings being reserved for major alerts.
All important systems in the aircraft have at least quadruple redundancy, one up on the Soviet standard.

It must be noted that the cockpit contains several additional manual switches situated mainly to the sides of the pilot, which include manual operators for lowering or raising the manual gunsight, pumping the undercarriage or flaps by hand, and controlling fuel cocks, which include the balance, HP and LP cocks, as well as emergency engine controls such as relighters.


Four 11kg Halon-Replacement bottles are mounted in the aircraft, two to each engine. Pipes and hoses are connected to them, and fire/explosion detection and suppression systems are fitted, directing the extinguishing effort towards the flames. A 2kg carbon dioxide fire extinguisher is usually carried in the cockpit, within reach of the pilot. The engine fire extinguishers can be fired five times, after which they are empty and standard doctrine is to eject. The ejection seat is a Martin-Baker Mk.16F high-speed model, with a ‘zero-zero’ capability, to eject from ground-level to a safe height to parachute down while/or [the aircraft is] not moving at all. It is reclined at twenty-one degrees, further than normal, to provide a more comfortable position for the pilot, although it cannot be reclined further because of the central stick arrangement.

For those that will scrutinise the statistics closely, the aeroplane’s service ceiling is limited to roughly sixty-five thousand feet, the maximum height at which the seat will normally eject. Going above this height is strongly discouraged as key safety features are turned off, and while the computers will not prevent going above this height, they will issue a warning. The canopy is jettisoned by means of compressed-air valves and cartridges, and is designed so the rear of the canopy is held fractionally longer than the forward part of the canopy so it is ejected rearwards and more effectively catches the wind. The mirrors on the canopy are designed so they are out of the way of the canopy if it is being ejected. While the Martin-Baker is equipped with a canopy-breaking device, such a feature is comforting to those having recently watched Top Gun. Fuel tanks are self-sealing and the tanks and pilot armoured against splinter fragments and battle-rifle-grade ball ammunition.


The main engines consist of two MYS BT-340 variable-cycle engines, a distinct rarity among the aviation market. Of the mid-tandem-fan type, each engine, with reheat at full, can generate 11900kg (26235lbs) Thrust, equalling almost twenty-four metric tons of thrust combined, meaning that the aircraft - at full load - can climb pretty much vertically. Fitted with engines more in proportion to it’s size, the aircraft would be in the true lightweight fighter section with an empty weight closer to six to eight metric tons, but the FY9 was designed to perform and so this is not the case. Four thrust-vectoring nozzles exist in addition to the two small fixed thrust outlets under the thin tail, mounted on either side of the lower fuselage, two to each side, mean that the tail is devoid of air intakes and sleeker, in fact devoid of anything except wiring, hydraulics and a small radar. The nozzles move along three axes and are designed to give the FY9 vertical/short take-off and landing capability. While thrust-vectoring is more commonly used to enhance manoeuvrability, VSTOL arrangements still gain in that area as well. The FY9 can be fully controlled merely by manipulation of the thrust-vectoring nozzles, although not practised in combat, and VIFFing (Vectoring In Forward Flight) is widely applied in Ekraysian service. It can land vertically but when heavily laden, a take-off run of a couple of dozen metres saves fuel.

The choice of a variable-cycle engine is peculiar but not unfounded, the concept being widely considered for newer aviation projects such as the F-22, although the Raptor’s designers chose the conventional and proven Pratt & Whitney F119. The VCE provides a good compromise in various sectors such as economy and power output, being somewhat of a blend-up of a turbojet, turbofan, and some of ramjet-type engines, offering many of the good points of these engines while eliminating the bad points. It is a Mid Tandem Fan powerplant, in which a high specific flow single stage fan is located between the high pressure (HP) and LP compressors of a turbojet core. Only bypass air is allowed to pass through the fan, the LP compressor exit flow passing through special passages within the fan disc, directly underneath the fan rotor blades. Some of the bypass air enters the engine via an auxiliary intake. During take-off and Approach the engine behaves much like a normal civil turbofan, with an acceptable jet noise level (i.e., low specific thrust). However, for Supersonic Cruise, the fan variable inlet guide vanes and auxiliary intake close-off to minimize bypass flow and increase specific thrust. In this mode the engine acts more like a 'leaky' turbojet (i.e. the F404).
Mounted near the tail is the compact ground-operation Auxiliary Power Unit, an Axon GB89F Kerosene gas turbine, developing 21hp for further versatility. It can use other fuels in an emergency.


A number of variants have appeared, although few are offered for export.

FY9. Basic model, in Ekraysian service under same designation. Multirole fighter for all four major armed services.
FY9E. Basic export model, removal of some components to be replaced with off-the-shelf components, no major changes. Significant foreign interest.
FY9-2. Briefly supplanted the FY9 with some off-the-shelf avionics and with a 30mm Axon AM200 instead of the 25mm weapon. Mainly for economical reasons to speed up re-equipment. All later converted to FY9/9U standard.
FY9-3. Evolvement of the basic aircraft into a dedicated two-seater. Designed to be used for both combat and final training.
FY9-3E. Analogous export variant of the above.
FY9U. A new upgrade that will likely serve only in Ekraysia, it has upgraded versions of the current radar and electronics, and is somewhat sleeker. it is replacing the FY9 as an upgrade package. It comes in the same versions of the above, excluding export variants.
FY9U-ADT. With shorter range and further enhanced avionics and better storm capability, for the Guards Air Defence Troops. Not built on FY-9 airframe, only FY-9U.


----FY9E: USD$94,000,000
--FY9-3E: USD$97,200,000

Hosted for free by zIFBoards