Pakistan Reportedly Negotiating for L-15 Trainers from China

The Pakistan Air Force (PAF) is reportedly speaking to the Aviation Industry Corporation of China (AVIC) for the procurement of Hongdu L-15 lead-in-fighter-trainers (LIFT). The reports emerged from the 2023 Dubai Air Show, where AVIC officials indicated that the PAF was now seeking the L-15.

PAF interest in the L-15 is not new or recent. In fact, the PAF publicly revealed that it was seeking a LIFT in 2017, following a period of testing numerous options, such as the Leonardo M-346, Aero L-159, and the Hongdu L-15, among others. In late 2018, the PAF revealed that it wanted an aircraft with an afterburning engine, multi-mode radar, and tactical data-link (TDL) system.

Being the sole option equipped with both features, the Hongdu L-15B rose as the likeliest choice, especially considering it is free of any ITAR-regulated subsystems and inputs.

During the 2018 International Defence Exhibition and Seminar (IDEAS), Quwa probed AVIC officials about the PAF’s LIFT requirements. AVIC had confirmed that it was actively promoting the L-15B to the PAF, but it was “too early” comment further at the time. It now seems that the LIFT is in the pipeline.

Though it has been five years since the PAF signalled its need for a LIFT aircraft, the PAF was also busy with other major procurement programs in the lead up to this point. The most notable of these programs was the acquisition of the AVIC J-10CE Dragon multi-role fighter, followed by the Bayraktar Akıncı drone, JF-17 Block-III, and, if an official promotional video is correct, the HQ-9 air defence system.

Background: Hongdu L-15B

The L-15B improves on the baseline L-15 platform by integrating the afterburning variant of the AI-222-25 turbofan engine, the AI-222-25F. Ukraine’s Motor-Sich later announced that it was transitioning its engine production line to the AI-322F, which is basically the AI-222-25F, but completely localized in Ukraine. The AI-322F offers a thrust of 24.5 kN (2,500 kgf) in takeoff mode, and 41.2 kN (4,200 kgf) when afterburning.

AVIC also configured the L-15B with an X-band passive electronically scanned array (PESA) radar providing a maximum range of over 75 km. The L-15B’s avionics suite comprises of a head-up display (HUD), colour multifunction displays (MFD) in both the front and rear glass cockpits, and other subsystems found multi-role combat aircraft. The flight control system leverages a fully digital three-axis fly-by-wire (FBW) system paired to a hands-on-throttle-and-stick (HOTAS) control suite.

Finally, and perhaps most notably, the L-15B is fully capable of air-to-air and air-to-surface combat. It can deploy the SD-10 beyond-visual-range (BVR) air-to-air missile (AAM), the PL-10E within-visual-range (WVR) AAM, laser-guided bombs (LGB), precision-guided bombs (PGB), and rocket pods. The L-15B can even use a targeting pod and, alternatively, carry an electronic countermeasures (ECM) pod. With a combat radius of 500 km, the L-15B can serve as a functional multirole fighter.

Currently, the United Arab Emirates (UAE) has emerged as the largest overseas buyer of the L-15, with an order of 12 aircraft and an option for 36 additional units. According to the Tawazun Council, which oversees the UAE’s defence procurement, the contract for the initial 12 units was priced at $440 million USD, which includes technical support equipment and infrastructure.[1]

Why is Pakistan Pursuing the L-15B?

In general, a LIFT is an aircraft designed to help acclimate new pilots on modern fighter platforms. Basically, the reasoning is that the jump between an advanced trainer (e.g., the K-8) to a frontline multi-role fighter (e.g., JF-17) might be too steep of a leap for a new pilot. Thus, a LIFT serves as a bridge by familiarizing the pilot with the physical characteristics, subsystems, and weapons of a fighter, but in a simpler environment.

The PAF did not immediately push for a LIFT. In 2015, then PAF Chief of Air Staff (CAS), Air Chief Marshal (ACM) Sohail Aman voiced that the PAF was skeptical of LIFT aircraft, mostly because the operational costs were at par with those of full-fledged fighters, like the JF-17 and F-16. Instead, the PAF planned to use the two-seat JF-17B in a LIFT-type role. Its rationale was that the K-8 should provide enough familiarization in the lead up to the JF-17B which, in turn, would convert those new pilots into fighter aircrew.

However, by 2017, the PAF changed its tune and, instead, made acquiring a dedicated LIFT a priority. That same year, the PAF raised a new LIFT unit, designated “Shooter Squadron,” at PAF Base M.M. Alam located in Mianwali. Hilal, a publication belonging to Inter Services Public Relations’ (ISPR), explained that the new unit was responsible for preparing pilots fresh off the K-8 trainer for conversion to the F-16 and JF-17.

The PAF wanted to pipeline younger pilots for both platforms instead of veterans as it traditionally had up to that point. Firstly, as the PAF replaces its old F-7P/PGs and Mirage III/5s with new multirole fighters, the number of legacy aircraft to build fighter flying experience on will decline. Secondly, the PAF wants to start its pilots on the F-16, JF-17, and J-10CE at a much earlier point so that they build more experience on those platforms and, in turn, empower their squadrons to benefit from experienced aircrews longer.

The PAF likely changed its direction based on the feedback of its frontline JF-17 squadrons; they may have found that the jump between the K-8 and JF-17B was still too steep. There could be additional factors too, such as the potential need to free up the JF-17Bs for frontline operations, or Hongdu finding ways to lower the operating costs of the L-15B, making it a more cost-effective option for the PAF.

In turn, the PAF probably set up the “Shooter Squadron” as a test to confirm if an intermediary step was needed. Once it procures a dedicated LIFT aircraft, the PAF will likely either convert “Shooter Squadron” into a permanent unit, or re-assign one of its existing squadrons to the LIFT role.

A New ‘Entry Fighter?’

One interesting aspect of the PAF’s LIFT requirement is that it wants an aircraft with an afterburning engine and multi-mode radar. In other words, the PAF sought a lightweight fighter. Part of the rationale could be to provide a high-fidelity training environment for would-be F-16, JF-17, and J-10 pilots. However, the PAF could also be viewing the LIFT as another fully-capable fighter asset, one that can readily leverage each of the PAF’s air-to-air and air-to-surface weapons and, in turn, credibly shore up air defences if necessary.

Structurally, the L-15B has a maximum take-off weight (MTOW) of 11,600 kg, which makes it heavier than the F-7P/FT-7P. In fact, the L-15B even offers a respectable payload of 3,000 kg across six hardpoints. Thus, the L-15B could emerge as a new ‘entry-tier’ fighter for PAF pilots coming fresh off the K-8, providing them both a means to prepare for the larger fighters, but build fighter flying experience from the beginning of their careers. They will learn how to use multi-mode radars, tactical data-link (TDL) systems, BVRAAM and WVRAAM, targeting pods, and ECM pods before they join the JF-17, F-16, and J-10 units. Thus, these multi-role fighter squadrons will get young aircrews who are also experienced.

In parallel to training, PAF could also look at using the L-15B in other roles, notably ground attack and close air support (CAS), especially for internal counterinsurgency (COIN) missions. The L-15B can deploy each of the necessary munitions for the role (including LGBs and PGBs) while offering superior flight characteristics (e.g., speed, climb rate, etc.) than a turboprop-powered COIN aircraft. The PESA radar offers an integrated situational awareness and ground targeting capability as well (e.g., synthetic aperture radar or SAR). It can also be a dedicated asset for institutions like the Airpower Center of Excellence (ACE).

Thus, the L-15B could free the J-10CE, JF-17, and F-16 units from COIN work, thus ensuring their availability for conventional conflict with external threats, such as India.

In addition, the PAF could also use the L-15B in the dissimilar air combat training (DACT) role. It can provide a few units to Combat Commanders School (CCS), further diversifying its fighter pool and, in turn, offering its pilots experience with more types of fighters. In this case, CCS aircrew can train against a smaller fighter with BVR capabilities, a unique mix that can set the basis for learning against (or with) fast jet unmanned combat aerial vehicles (UCAV), like loyal wingman drones.

Though a trainer, the L-15B is still a fighter, and its induction will warrant a complete investment in logistics, maintenance, and training infrastructure. It will be a sizable overhead that the PAF will need to sustain for decades to come. One of the hopes of using the JF-17B was to leverage an existing overhead for additional roles, but the LIFT role was not tenable. Thus, the PAF will want to leverage the L-15B for more than solely the LIFT role, but potentially, combat operations (COIN), DACT, and CCS as well.

Quwa anticipates that the PAF could order an initial tranche of 12 to 16 aircraft to first fulfil its LIFT needs, but then acquire additional units over the long term. Total PAF orders could amount to 32-40 units.

[1] Tony Osborne. “L-15 Jet Trainers Will Equip Emirati Aerobatic Team, UAE Official Confirms.”