KJ-600 carrierborne AEWC thread & possible KY-600 (?) COD aircraft

[Blitzo]

This, as far as I know AEP500 is fully ready but they are not using it. There were alot of claims previously about KJ-600 with AEP400/500 before as well.

I think we've heard that before.

For engines, the proof should be in the pudding.

My standard is two years of sustained production with a "new powerplant" should be the baseline requirement for us to be able to retrospectively identify a powerplant as having been "ready".

 

[Deino]

Just a great image showing the KJ-600 no. 10 + CEC dish antenna (via @Oneninety)

View attachment 160136

Another one ...

 

[Dante80]

This, as far as I know AEP500 is fully ready but they are not using it. There were alot of claims previously about KJ-600 with AEP400/500 before as well.


PS: Or actually maybe it is AEP400 via this illustration
View attachment 160144

For anyone seriously following the military engine programs and histories, a statement like this..doesn't fly (literally too).

 

[by78]

A bigger image showing her wings in folded state.

 

[by78]

A few more.

 

[by78]

Two rather small images of KJ-600 with CEC antenna.

 

[Deino]

Just a cool image ... KJ-600 no. 10 (Image via @太湖军I名 from Weibo)

 

[by78]

Taxiing.

 

[by78]

Three high-resolution images, two of which are higher quality versions of recently shared images.

 

[00CuriousObserver]

KJ-600 annotated by 约克. Original post

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I have provided a translation below each image.



Observation window and emergency escape door on the right side of the rear fuselage. A carrier-based early warning aircraft cannot provide an upward ejection channel. In the event of an emergency, it can only make a forced landing on water, after which the crew evacuates through the escape door on top of the fuselage. The escape door should be equipped with an inflatable life raft, which will automatically inflate once the door is thrown into the water.



The downward-opening hatch on the left side of the fuselage can be used as a boarding ladder. The crew boards the aircraft through this hatch, which has three steps on it.

1. The main landing gear is installed inside the engine nacelle. When the engine or landing gear needs to be inspected, it may be necessary to open the wheel well door. The boundary for opening and closing is marked with lines here to prevent injury from being caught.

2. The engine nacelle is equipped with large quick-access panels, with quick-release handles positioned within easy reach, greatly facilitating maintenance for ground crew. When the smaller Turboprop-10 engine is installed, maintenance work will be further simplified thanks to the improvement in engine design.

3. When a carrier-based aircraft taxis on the carrier deck, its rapidly spinning propeller is extremely dangerous. Deck personnel can use the red markings painted on the fuselage to identify the propeller’s rotating area and avoid approaching it to prevent accidents.

1. Because the forward fuselage is short and the nose landing gear bay is long, there is no space to place a forward jacking point along the fuselage centerline. Instead, separate openings on the left and right sides are used to connect to a Y-shaped jacking frame, which is used to inspect and service the landing gear retraction/extension function in the hangar.

2. Landing light, helps pilots see ahead in low visibility conditions.

3. Landing attitude indicator lights, arranged from top to bottom in blue, yellow, and red. After the landing gear is lowered, different lights illuminate based on the aircraft’s angle of attack, allowing the LSO (Landing Signal Officer) on the deck to determine whether the landing gear is down and locked and whether the landing attitude is correct.



Y-shaped arrestor hook, identical to that of the U.S. E-2 early warning aircraft.

The tail bumper prevents the carrier-based aircraft from striking the deck with its tail if the angle of attack is too high during landing.

1. Emergency escape doors dedicated for pilots, with one located above the captain and one above the co-pilot, for pilot evacuation. Rear crew members should escape through the rear escape door or the hatch on the left side of the fuselage.

2. Fully considering the maintenance needs in the confined space of an aircraft carrier, all interfaces for oxygen and nitrogen supply, refueling, and electrical power are designed on the lower front fuselage, making it easier for ground crew to operate and improving work efficiency.

3. Unlike other KJ-600 aircraft, a large fairing has been added to the underside of the fuselage. It is speculated to house a blind-spot radar to compensate for the detection blind spots caused by the fuselage blocking the radar above; it could also be a dedicated maritime search radar, or a CEC high-speed data link system used to command UAV operations.