The Shenyang J-15 (), also known as Feisha (; NATO reporting name: Flanker-X2, Flanker-K) is a Chinese all-weather, twin-engine, carrier-based 4.5 generation multirole fighter aircraft developed by the Shenyang Aircraft Corporation (SAC) and the 601 Institute, specifically for the People's Liberation Army Naval Air Force (PLANAF) to serve on People's Liberation Army Navy's (PLAN) aircraft carriers.
The aircraft entered active service with the PLAN in 2013. An improved variant, named J-15T, incorporating CATOBAR launch capability, modern fifth-generation avionics, entered active service in the South China Sea in October 2024.
Development In 2001, China acquired the T-10K-3, an unfinished prototype of the Su-33, from Ukraine, and it is claimed that China studied the aircraft extensively and reverse-engineered it, with development on the J-15 beginning immediately afterward. Another pre-production aircraft, the T-10K-7, was sold to the Chinese by Ukraine 2004 and was of great use. These two airframes were two of the three that were left to Ukraine after the dissolution of the Soviet Union.
China had sought to purchase Su-33s from Russia on several occasions—an unsuccessful offer was made as late as March 2009—but negotiations collapsed in 2006 after it was discovered that China had developed a modified version of the Sukhoi Su-27SK, designated the Shenyang J-11B, in violation of intellectual property agreements.
However, according to Chinese sources, China withdrew from talks because Russia wanted large payments to reopen Su-33 production lines and insisted on a Chinese purchase of at least 50 Su-33s, which China was reluctant to buy, as it believed the aircraft would become outdated in a few years. China hence decided on an indigenous variant instead of continuing to assemble the J-11, the licensed Chinese version of Su-27.
The J-15 program was officially started in 2006 with the codename Flying Shark. The program goal was to develop a naval-capable fighter aircraft from the Shenyang J-11, with technologies reverse-engineered from T-10K-3, a Soviet Su-33 prototype that had been acquired from Ukraine.
On 31 August 2009, the first J-15 prototype made its maiden flight, believed to have been powered by Russian-supplied Saturn AL-31 turbofan engines. Video and still images of the flight were released in July 2010, showing the same basic airframe design as the Su-33.
On 7 May 2010, the aircraft conducted its first takeoff from a simulated ski-jump on land. On 21 October 2012, the J-15 performed first arresting landing on the Liaoning by Flight Test Establishment pilot, China's first operational aircraft carrier. On 20 November 2012, the first successful landing by a PLA Navy pilot was achieved. On 23 November 2012, two more Navy pilots landed the J-15 on the Liaoning carrier. On 25 November 2012, Chinese state media announced the J-15 had successfully performed its first takeoff and landing on .
The twin-seat version of the Shenyang J-15, called J-15S, was developed in 2012. On 3 or 4 November 2012, the twin-seat the J-15S reportedly made its maiden flight.
In November 2012, Chinese state television showed the progress of integration training on the aircraft carrier Liaoning, with multiple J-15s performing landings and ramp-assisted take-offs.
In 2013, the first 24 J-15 aircraft were delivered to the Naval Aviation’s Carrier Fighter Group after completing the flight test. The first unit of the J-15 was handed over to the PLAN Carrier Fighter Group in late 2013.
In July 2016, the CATOBAR-capable J-15 prototype, designated J-15T, made its maiden flight, powered by two indigenous Shenyang WS-10H engines. The type began test flight at PLAN land-based catapult facilities.
In October 2016, the twin-seat electronic warfare (EW) variant, dubbed J-15D, reportely took maiden flight.
In May 2018, additional photos of J-15D in flight testing were published online, displaying development progress. Analysts noted the airframe was modified from the regular J-15 and shared similarities with China's previous electronic warfare aircraft, the J-16D, which was modified from a regular Shenyang J-16. The radome shape suggested the aircraft was mounted with an active electronically scanned array (AESA) radar.
In July 2018, PLAAF Lieutenant General Zhang Honghe reported that a carrier-based replacement for the J-15 was in development after two crashes and "mechanical failures". One issue was the limited payload due to the weight of the aircraft - the empty weight is compared to the F/A-18E/F Super Hornet's - and operating from a STOBAR carrier. However, Chinese aviation expert Andreas Rupprecht noted that the failure was not due to any possible flaws of the Shenyang J-15 platform, but increasing operation tempo during training and the limitation of the aircraft carrier Liaoning itself, which is too small for the heavy fighter like J-15. He believed that the potential of J-15 could only be realized through upgraded variants with new weaponry, the addition of CATOBAR launch capability, and a larger carrier platform such as the Type 003 aircraft carrier, which was under construction in 2018. Rupprecht also believed the J-15's retirement was unlikely, and the platform would continue to serve the crucial role of long-range weapon delivery platform alongside the navalized Shenyang FC-31 stealth aircraft (which finally went into service as the J-35) in the future.
In November 2020, Jane's reported that SAC had produced a second prototype of the J-15T fighter aircraft.
In 2021, analysts reported work on an upgraded variant with new avionics, engines, and CATOBAR launch capability. The upgrade variant of J-15 is capable of launching newer PL-10 and PL-15 missiles. The J-11D upgrade program reportedly contributed to the subsystems. The J-15B program, often called by this name in the media, was officially given the original name "J-15T" later.
In July 2022, the twin-seat J-15S entered limited service.
In November 2022, a production J-15 powered by the Shenyang WS-10, possibly the WS-10B, appeared in Chinese media. It was the last indigenous Chinese combat aircraft to replace the AL-31; possibly due to navalisation. According to Chinese observers, compared to the AL-31 the WS-10 had superior safety, reliability, and service life, aspects which are magnified by the constraints of carrier aviation.
In October 2024, the Shenyang J-15T CATOBAR-capable variant and the Shenyang J-15D electronic warfare (EW) variant have entered PLA Navy service. The J-15Ts, despite being a catapult-launched aircraft, were deployed on Liaoning and Shandong. The catapult-equipped Type 003 Fujian carrier had not yet become operational.
In August 2025, J-15D with CATOBAR launch capability, dubbed J-15DT, was observed in development and test flight.
On 22 September 2025, Chinese state media released footage of the Shenyang J-15T being launched and recovered on the Type 003 Fujian aircraft carrier, using Fujian's electromagnetic catapults.
Design
The J-15 appears to be structurally based on the prototype of Su-33, the fighter features indigenous Chinese technologies as well as avionics from the Shenyang J-11B program. The airframe of the J-15 is structurally reinforced for carrier landing and launching, with the addition of a tailhook and strengthened landing gears. The aircraft incorporated a higher portion of composite materials than the Sukhoi Su-33 to save weight and improve aerodynamic performance, allowing for a slower landing speed compared to the Su-33.
The J-15 utilizes the J-11B's glass cockpit, avionics, and Type 1493 PD radar, with enhanced air-to-surface capabilities for naval operations. The catapult-capable J-15T was upgraded with new sensors and J-11D's active electronically scanned array (AESA) radar, and it features a wide-angle HUD (Heads-Up Display).
The J-15 prototypes, including the original J-15 and J-15T, were tested with the Shenyang WS-10H engine; The early production aircraft use the Russian AL-31F engines, In 2012, Hu Siyuan of the PLA National Defense University said that "the current weak point of the J-15 is its Russian-made AL-31 engines, which are less powerful than that of the American F-35 fighter". The engines were swapped to Shenyang WS-10B in 2022.
An article in the China SignPost believes the J-15 "likely exceeds or matches the aerodynamic capabilities of virtually any fighter aircraft currently operated by regional militaries, except for the U.S. F-22 Raptor", alleging that the J-15 likely possesses a 10% greater thrust-to-weight ratio and 25% lower wing loading than the F/A-18E/F Super Hornet. However, one of the authors of that same article described the J-15 in another article as no game changer; the reliance on ski-jump launches and lack of Chinese carrier-based aerial refueling capabilities are believed to greatly reduce its effective combat range. In 2014, it was revealed that the J-15 is capable of aerial refueling, using the UPAZ-1 buddy refueling pod, which can be carried by another J-15.
The J-15's chief designer, Sun Cong of the National Committee of the Chinese People's Political Consultative Conference, has said that the J-15 could match the F/A-18 in bomb load, combat radius, and mobility. However, in a similar statement, he said more work was required on its electronics and combat systems. Rear Admiral Yin Zhuo stated that the aircraft's air combat capabilities were better than that of the F/A-18E/F Super Hornet. However, he also stated that its ability to attack land and sea targets was slightly inferior to the F/A-18E/F; it is also stated that its electronic equipment meets the standards of those on a fifth-generation fighter.
The J-15 may be operating from the aircraft carrier Liaoning and Shandong. The J-15 can take off from the carrier's ski-jump front deck, known as the STOBAR (Short Take-Off but Barrier Recovery) operation. The catapult launch-capable J-15T features significantly reinforced and re-engineered front landing gear attached with a catapult launch bar. The J-15T can take off from the aircraft catapult, known as the CATOBAR (Catapult-Assisted Take-Off Barrier Recovery) operation. The J-15T can also launch from an older carrier's ski-jump if needed, offering operational flexibility.
Operational history Flight testing
The J-15 took its maiden flight in August 2009.
On 7 May 2010, the J-15 conducted its first takeoff from a simulated ski-jump at the Chinese naval aviation test ground.
On 3 November 2012, the J-15S twin-seat variant conudcted its maiden flight.
On 21 October 2012, a test pilot performed the J-15's first arresting landing on the Liaoning. On 20 November 2012, a PLA Navy pilot successfully landed on the Liaoning. On 23 November 2012, two more Navy pilots landed the aircraft on Liaoning.
On 25 November 2012, Chinese media publicly reported that J-15s had made arrested landings on Liaoning. The first landing was made by pilot Dai Mingmeng (戴明盟). Luo Yang, the aircraft's head of production and designer, died the same day. PLA Daily newspaper indicated that the first five naval pilots (including Dai) conducted J-15 fighter landings and takeoffs. Test and training program officials confirmed that the carrier-borne aircraft and special equipment for the landing flight had gone through strict tests, and fighter jets can be deployed on the carrier.
In July 2016, a prototype with a nose landing gear for catapult launch, called J-15T, made its maiden flight. This prototype was powered by two indigenous Shenyang WS-10H engines. The type began test flight at PLAN land-based catapult facilities. In November 2016, the prototype was tested with both an electromagnetic catapult and a steam catapult at the PLA Navy catapult-test site.