A new tiltrotor aircraft has appeared in China and is already undergoing flight testing — the first of its kind to take to the air in that country, at least that we know about. While the program remains generally mysterious, it’s further evidence of growing Chinese interest in this class of aircraft. Although previous similar Chinese projects have typically been pitched for civilian missions, tiltrotors have clear military applications as the People’s Liberation Army (PLA) continues to expand its reach across the Indo-Pacific region and seeks to assert control over the South China Sea.
A front view of the new tiltrotor parked in a hangar.
The designation of the new tiltrotor, as well as its design agency, remains unknown. However, there are unconfirmed rumors that Hafei Aviation Industry, best known as a manufacturer of light airplanes and helicopters, is responsible. Hafei is a subsidiary of Harbin, which is based in the city of the same name, but also has a presence in Beijing.
In the past, models of similar-looking tiltrotors have been presented by the Aviation Industry Corporation of China (AVIC), the country’s state-owned aerospace and defense conglomerate, which includes various different companies.
It’s also unclear when and where the available images originate from, but they began to circulate on social media recently. One image shows the new tiltrotor parked in a hangar, with another prototype of the same aircraft parked directly behind it.
Overall, the Chinese tiltrotor is broadly similar in basic configuration and appearance to the Leonardo AW609, an aircraft we have looked at in detail in the past. The layout includes a cabin slung below a straight wing, with turboshaft engines in nacelles mounted at the wingtips. Each rotatable pod has a proprotor that can be positioned at various angles for different flight modes and regimes.
The design has adopted Bell’s new-generation tiltrotor technology, as used in the V-280 Valor, where instead of the whole nacelle rotating, only the front portion pivots. This solution is said to decrease complexity and increase reliability, as well as performance, compared with earlier tiltrotor concepts where the whole nacelle rotates, like on the V-22 Osprey — currently, the only in-service tiltrotor aircraft.
The V-280 Valor demonstrator during a test flight. Bell
The empennage on the Chinese design comprises a conventional high-mounted T-tail. It has a rudder, a feature that’s absent from the AW609, which instead relies on its proprotors to control yaw.
There is a small door that provides access to the flight deck on each side of the fuselage, with a larger door on the right-hand side providing cabin access on the opposite side. The tricycle undercarriage is retractable, with a single wheel on each unit.
In terms of size, the new Chinese tiltrotor appears to be in the same class as the AW609. The Italian design is considerably smaller than the U.S.-made V-22, with a maximum gross weight of 18,000 pounds compared with 52,000 pounds for the Osprey (in VTOL mode).
Equipped with a pressurized cabin, the AW609 can accommodate up to 12 passengers in a high-density configuration, while a V-22 carries double that, or more still, depending on seating arrangement. The Osprey also comes equipped with a rear ramp, an aerial refueling probe, and the ability to transport slung loads.
A quartet of U.S. Marine Corps MV-22Bs seen flying over Australia in 2022. U.S. Marine Corps
The performance parameters for the AW609 include a cruising speed of 270 knots, a range of up to 1,000 nautical miles with auxiliary fuel, and the ability to carry a useful load of 6,000 pounds, plus a 600-pound door hoist.
Nevertheless, as we have discussed in the past, the AW609 has clear military potential, especially for certain specialist missions, despite initially being pitched for civilian work. Military missions in which tiltrotors are especially relevant include combat search and rescue (CSAR), special operations, amphibious assault, as well as humanitarian and disaster relief.
Video of the AW609 AC4, fully representative of the final production configuration:
China’s tiltrotor, once formally unveiled, might well also be publicly described as a platform for commercial operations, but its capabilities mean that, if successful, it will surely catch the eye of the PLA too.
The same was the case with China’s UR6000, a large tiltrotor drone that appeared in prototype form late last year. While also stated as being developed for civilian missions, at least one rendering on the manufacturer’s website now shows the UR6000 in PLA markings, the aircraft joins a growing family of fixed-wing Chinese transport drones that have dual-role civilian and military applications. The UR6000 has a stated maximum takeoff weight of over 13,000 pounds, putting it in broadly the same category as the crewed AW609.
Concept artwork of a PLA version of the UR6000 uncrewed tiltrotor. United Aircraft
For the PLA, a tiltrotor in the class of the newly appeared aircraft seems to be very well suited to a range of missions, especially in the Indo-Pacific theater. Here, the ability to maintain wartime operations without access to conventional airstrips is a key requirement. At the same time, the PLA has a significant requirement to deliver cargoes to remote locations, including Chinese island outposts in the South China Sea. Other mission areas could include any of the various islands, the ownership of which is disputed between China and other nations in the region.
The same kinds of concerns are meanwhile forcing the U.S. military to rethink how best to address expeditionary missions in this environment. For the PLA, meanwhile, fighting in these kinds of areas is fundamental to its doctrine, reinforcing China’s broader strategic ambitions to expand its reach across the Pacific, including operations from small island airstrips as well as a growing fleet of amphibious assault ships that would be ideal platforms for hosting a tiltrotor transport.
The first production-representative AW609 tiltrotor aboard the Italian Navy aircraft carrier Cavour. Leonardo
Ultimately, the new tiltrotor would be too small to supplant the Change Z-8/Z-18 medium-lift helicopters that currently provide the most significant aerial lift capacity to China’s amphibious forces, which are steadily adding more capabilities and growing in size. However, a navalized version of the tiltrotor could potentially take over some of the missions flown by the smaller Harbin Z-9 and the Black Hawk-like Harbin Z-20, which is fast becoming a more regular presence on PLA Navy vessels. Experience with the smaller tiltrotor would also provide very valuable data that could then inform the development of scaled-up versions or larger aircraft with the same capabilities.
A bow view of the enormous Type 076 amphibious assault ship during its launch ceremony. Chinese Internet
Like all tiltrotor designs, the Chinese offering combines the distinct advantages and disadvantages of these types of aircraft.
To begin with, the rotors at the ends of its wings ensure the vertical takeoff and landing versatility of a helicopter. With the engine nacelles rotated, the aircraft will offer performance that is much closer to what’s possible with conventional fixed-wing turboprop aircraft, especially in terms of speed and range.
But ensuring those benefits can be achieved is a very costly endeavor and one that includes numerous penalties in terms of technological complexity. The V-22 had a fairly torturous path to service. Now that it’s operational, the V-22’s remarkable attributes continue to be balanced against less-than-outstanding readiness figures and a host of technical problems that have hampered its availability.
It’s also worth recalling that the AW609 has been in interminable development for many years, punctuated by delays and a fatal crash, reflecting the huge challenges of building a practical aircraft in this class.
Like the AW609, the Chinese design should be considerably cheaper than the V-22, although it doesn’t offer anything like the same level of capabilities in terms of all-around performance and especially load-lifting.
China is increasingly successful in selling its aviation products to foreign nations, although it might face more challenges here with a tiltrotor. Even the V-22, combat-proven by the U.S. Marine Corps, has so far only secured a foreign sale to Japan (and that for a very modest number of aircraft). Other countries, including Israel and Indonesia, have shown interest in the Osprey, without buying any so far.
Japan’s first MV-22 is rolled off a cargo ship. U.S. Marine Corps
Ultimately, another Bell product, the V-280 Valor, might enjoy more export success, with its second-generation tiltrotor technology and the fact it is smaller and potentially more affordable than the V-22, while still offering similar baseline capabilities in some respects. Other, more secretive tiltrotor designs are also under development in the United States.
Therefore, it might be some time before the new Chinese tiltrotor enters operational service, whether for civilian, para-public, or military customers. At the same time, the appearance of a flying prototype underscores China’s interest in these types of aircraft, which are undoubtedly very well suited to the kinds of island-hopping operations that would likely characterize a future large-scale conflict in the Indo-Pacific. As the first of its kind, as far as we know, this design could also help kickstart a number of other tiltrotor concepts in China, as they move from concept to reality.
Contact the author: thomas@thewarzone.com
