Mikoyan-Gurevich MiG-17
| Mikoyan-Gurevich MiG-17 | |
|---|---|
 MiG-17F in flight |
|
| Type: | Light fighter aircraft |
| Design country: | |
| Manufacturer: | |
| First flight: |
January 14, 1950 |
| Commissioning: |
October 1952 |
| Production time: |
1951 until the 1960s |
| Number of pieces: |
10,824 |
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The Mikoyan-Gurevich MiG-17 ( Russian Микоян-Гуревич МиГ-17 , NATO reporting name : Fresco ) was a single beam fighter aircraft of the time of the Cold War in Soviet production. The manufacturer was Mikoyan-Gurevich .
In the basic version, the MiG-17 was a single-seater middle - decker , which had a retractable landing gear and a pressurized cabin . The machine was based on the knowledge that had been collected with the MiG-15 . The fighter aircraft was mass-produced in several variants and manufactured under license in a number of other countries. The successor was the MiG-19 .
development
Unlike most Soviet fighter aircraft, the MiG-17 was not created as a result of a tender by the Soviet Air Force / Air Defense . Rather, it was a matter of eliminating the deficiencies of the MiG-15 by revising the aircraft. In particular, this concerned the poor flight behavior in high-speed flight. Due to the aerodynamic deficiencies, which became particularly noticeable in the transonic speed range , the MiG-15 suddenly tilted to one side and other effects that stood in the way of its use as a stable weapon platform. Another point of criticism was the tendency of the MiG-15 to spin . Also revealed tests with the project "SJE" that even with a stronger engine, the MiG-15 is not supersonic capable was. The reason for this was seen in the unsatisfactory arrow wings . Therefore, in January 1949, it was decided to commission a development team to eliminate the aerodynamic weaknesses of the MiG-15. This gave rise to the project of a tactical fighter called SI (I-330) and an all-weather interceptor equipped with a radar, the SP-2, which, however, were to have the same wings and largely the same airframe.
In cooperation with the ZAGI , OKB Mikojan developed a new structure with a much thinner profile and a stronger sweep. To stiffen the wings, thicker planking was chosen. The leading edge was swept at 49 ° inside and 45 ° 30 'outside, which significantly reduced air resistance in the transonic area. In order not to “over-stabilize” the new aircraft, the surfaces were given a negative V-position of −3 °. Three boundary layer fences on each side prevented the air currents from migrating and improved aileron performance .
Compared to the MiG-15, the inner boundary layer fence was moved closer to the fuselage. A third boundary layer fence was used in the area of the outer wing. The ailerons have been enlarged, strengthened overall and provided with internal compensation. On the right side of the SI there was a trim surface in the aileron. A flap was used as a high-lift aid .
The MiG-15bis served as the basis, the airframe of which was retained up to frame 13 and to which the new wings were mounted. The machine called SI-1 was driven by a Klimow WK-1 radial engine without an afterburner . The rear fuselage was lengthened by 900 mm. The total length of the fuselage was 8,805 mm. The two-part air brake was attached to the right and left under the rear fuselage. In the prototypes, it had a total area of 0.522 m² with a maximum deflection of 50 °. The maximum lift coefficient decreased from 13.9: 1 to 13.6: 1 compared to the original type. A false keel and a tailbumper were mounted under the rear of the fuselage .
Work on the prototypes SI-1, SI-2 and SP-2 began in early 1949. The SI-1 was completed in July 1949. However, various improvements resulted in a delay and the aircraft was transported to the LII by truck in December 1949 . As a test pilot was Ivan Ivashchenko selected, which already at that time Hero of the Soviet Union was.
The first engine installed turned out to be unusable and had to be replaced, so that the first flight was delayed. The prototype took off on its maiden flight on January 14, 1950 . The tests were initially successful, showing that the MiG-17 had better flight characteristics in the transonic range than the MiG-15. On February 1st, 1,114 km / h could be reached at a height of 2.2 km, which corresponds to Mach 1.03. The further tests included an extensive review of the aerobatic properties of the prototype. Then on March 20, 1950, the disaster struck. Ivashchenko completed his duties on a test flight and descended from an altitude of 11,000 m. At around 5,000 m, the aircraft suddenly went into a steep dive . Ivashchenko had lost control of the machine, which hit the ground without braking and was completely destroyed. Ivashchenko died immediately. The cause of the crash was initially unclear because Ivashchenko could no longer make a radio message. So the accident must have been triggered by a sudden event.
Even before the accident, Mikoyan had offered a test pilot for the NII WWS , Grigory Sedov , to work in the OKB MiG. In March 1950, Sedow continued the test program with the SI-2 until the end of 1950.
In the course of further testing with the SI-2, Sedov was able to determine the cause of the crash of the SI-1 when he survived a similar situation. In top speed flight at around 1,000 km / h, there was strong flapping of the fuselage stern. Sedov took off the gas and pulled the engine up. In the process, about 60% of the horizontal stabilization surface and the elevator broke off symmetrically on the left and right. Sedov made a safe landing.
Sedow had previously complained about the instability of the wing boxes, which could cause a reversal of the ailerons through torsion . The findings led to a redesign of the rear of the fuselage and a stiffening of the wings.
Two more prototypes were ordered, the SI-01 (serial number: 54210101) and the SI-02 (serial number: 54210102). In order to be able to resume test operations quickly, a MiG-15bis with the serial number 53210671 was equipped with a new tail section and new wings for the SI-02. The conversion lasted from January 15, 1951 to February 16, 1951. The SI-02 was the third aircraft in the SI development series to fly. Up to April 1951 a total of 44 flights were carried out; then the machine was handed over to the NII WWS for the state acceptance flights. On July 1, 1951, the first series of acceptance flights was completed. One of the shortcomings was identified as the position of the pitot static system in the middle of the span. At this position, there were disruptions in the use of drop tanks. Finally, two pitot tubes were installed on the wing tips. During the state review it was decided that the structural changes to the MiG-15 were so far-reaching that the new designation MiG-17 was justified. The second phase of testing with the SI-02 began on July 10, 1951.
The SI-01 was completed in May 1951 and began test flights on June 1, 1951, which lasted until June 23. Sedow carried out an extended factory spin test in August and then handed the aircraft over to the NII WWS. A spin test was carried out there between September 11th and October 10th. The machine turned out to be easy to control.
Mach 1.03 was initially permitted as the Mach limit. As early as August 25, 1951, the Council of Ministers of the USSR decided on series production. The production order was placed on September 1, 1951 at six plants.
Technical version (series 1952)
The fuselage was made of all-metal in a semi-self-supporting construction. The fuselage section behind the transverse bulkhead 13 could be removed to change the engine. The fuselage carried the air intake opening for the engine in the front area, which forked in the area of the cockpit and led around the cockpit to the left and right.
The cockpit was pressurized and air-conditioned, and engine bleed air was used as compressed air . It was protected from the front and back by armor plates. The front window consisted of 65 mm thick bulletproof glass. The pilot had an ejector seat as a means of rescue .
The self-supporting wings had a ZAGI-S-12 profile at the root and ZAGI SR-11 at the top. The transition is fluid. The setting angle was 1 °. The wings consisted of a main spar, a front auxiliary spar and an end strip. The ailerons were operated hydraulically and had internal compensation. The maximum deflection was ± 18 °. The trim surface was in the left aileron. The flap was deflected by 20 ° for take-off and 60 ° for landing. Their total area was 2.86 m². The air brakes were also enlarged to 1.76 m². The horizontal stabilization area was 3.1 m² and the vertical 4.26 m². The maximum deflection of the air brake has been increased to 55 °.
The tail unit was designed as a self-supporting cross tail unit . The upper part could be removed, while the lower part was firmly attached to the stern. The vertical stabilization surface had a sweep of 55 ° 41 '. The area was 4.26 m², the rudder area, which allowed a maximum deflection of ± 25 °, 0.947 m². The horizontal stabilization area of 3.1 m² content had a sweep of 45 °. The elevator had a trim surface in its left half. The symmetrical NASA-M was used as the profile.
The machine had a retractable nose wheel landing gear. The main landing gear had 660 × 160 wheels and was fitted with wheel brakes, while the 480 × 200 nose wheel had no brake.
The tank system consisted of a main tank and a smaller tank below the nozzle. The total volume was 1412 liters. In addition, 2 × 400 l could be carried in external containers at external load stations . The tanks consisted of several layers of rubber and were self-sealing .
The armament consisted of an N-37 cannon with 40 rounds and two NR-23 cannons with 80 rounds each, which were installed on the chin under the air inlet. The cannons were mounted on a tubular steel structure that could be lowered with a cable and was part of the front fuselage.
The avionics of the MiG-17 included an ASP-2N sight. Furthermore, an IFF system SRO-1, an instrument landing system OSP-48 with radio compass ARK-5, a radio altimeter RW-2 and a radio marker receiver MRP-48P were used. To check the use of weapons, a type S-13 shooting camera was installed. Some machines were also equipped with a periscope to monitor the rear airspace.
A pyrotechnic cassette EKSR-46 with four color cartridges (red, yellow, green and white), which was located in the right-hand side of the rudder unit, could be used for signaling, for example when operating in radio silence. The individual color cartridges were detonated individually from the cabin by means of pyrotechnic firing pins of the type EPU 253.
Experimental aircraft
In the course of the MiG-17 development, test versions were repeatedly produced in order to try out new developments and thus increase the combat value of the MiG-17. The versions SI-05, SI-07, SI-16, SI-19, SI-21, SI-21m, SI-91, SP-9 and SP-11, for example, were prototypes for the use of a wide variety of missile armaments. There were also a number of other test aircraft.
An essential example is the SI-10, which received wings without boundary layer fences, but had automatic slats instead . The aim was to improve take-off and landing characteristics and to achieve greater maneuverability in aerial combat . For this purpose, the 214th production aircraft was equipped with new wings. In addition to the slats, the landing flaps were changed. Spoilers were integrated to support the ailerons. In December 1954, the SI-10 took off on its maiden flight and was handed over to the LII for acceptance tests in June of the following year . These tests were successful and the taxiing distance was reduced by an impressive 200 meters. However, the slat system weighed 120 kg, which led to an increased empty weight and thus to poorer flight performance. With this knowledge, the SI-10 wings were not integrated into series production.
The "SN" project followed a consideration that it was advantageous to a certain extent to only have to aim the weapons instead of the entire aircraft at the target. For this purpose, the MiG-17 was equipped with a total of three pivoting 23 mm TKB-495 cannons. These were NR-23s modified by Makarow. The weapons could be deflected vertically from the zero position by + 27 ° 26 'and −9 ° 48'. A horizontal pivoting process was not possible. The 469 kg SW-25 system was installed in the front fuselage, which was 1.07 meters longer. The central air inlet was omitted. A semicircular intake duct was arranged on both sides of the aircraft at the height of the cockpit hood. This also required changes to the nose landing gear, the cockpit canopy and the instrumentation. The tests, which included both air-to-air and air-to-ground missions, showed that the hinged weapons were ineffective at high subsonic speeds. This was caused by the too complicated tracking of the cannons, which required a new target for deflections of over 10 °. In addition, due to the pivoting mechanism, the theoretical rate of fire fell from 850 rounds / min to 250 rounds / min. During testing, 15,000 rounds were fired. Another disadvantage was that the recoil of the weapons changed the direction of flight. In connection with a 60 km / h lower maximum speed for the MiG-17, the disadvantages led to the project being abandoned.
The SDK-5 was the 007 prototype, with all guns removed, and fitted with the K-10's cruise missile guidance system.
The first prototype MiG-15bis45 ° was converted to two jet engines Mikulin AM-5 by a decision of April 20, 1950 and received the designation SM-1, (NII designation: I-340). The machine was available for flight tests from December 1951. The main change was the wider fuselage at the stern that was required for the nozzles of the two engines installed side by side. In addition, a braking parachute was installed under the rear of the fuselage. After initial tests, the Mikulin AM-5F with an afterburner was installed and the fuel tanks increased to 1,550 l. A further improved prototype with two engines was the MiG I-360 .
By resolution of August 3, 1951, the development of a reconnaissance version MiG-17R with a single Klimow WK-5 F was ordered. The prototype was named SR-2 and was equipped with appropriate cameras and a magnetic tape recorder. Two NR-23 guns were preserved. The first flight took place in June 1952. The tests dragged on, and after two years it was decided to build the reconnaissance equipment into normal MiG-17F. This design was tested in a prototype SR-2s.
production
The MiG-17 was ultimately manufactured in five plants in the USSR. The aircraft factory 1 in Kuibyshev produced 392 machines, the aircraft factory 21 in Gorky had 2,424, the Tbilisi aircraft factory 31 produced 836, the aircraft factory 126 in Komsomolsk-on-Amur produced 2,180 machines and the aircraft factory 153 in Novosibirsk produced 2,167 machines. The total number of machines manufactured in the USSR thus amounts to 7,999 pieces.
776 aircraft were manufactured under license in Poland at PZL . In China, Shenyang produced 767 single-seat aircraft and 1,061 two-seat trainer aircraft. The total number of series-produced MiG-17s with all versions is 10,367 pieces.
Soviet serial versions
After the production order was placed, the MiG-17 was built in factories No. 1, 21, 153 from the second quarter of 1952 alongside the MiG-15bis. Plant 292 was also intended for series production from this point in time, but did not start it. Plants 31 and 126 started production in the fourth quarter of 1952. From October 1952 the SI was delivered to the troops as a MiG-17. From January 1, 1953, only MiG-17s were manufactured in all six plants.
Already in the phase of troop introduction it became clear that the MiG-17 was a more docile aircraft than its predecessor. With the same engine as the MiG-15, it was possible to increase the climb rate and the maximum speed. The disadvantages were an increased take-off mass and longer taxiways. A trainer version was not required because the pilots could be retrained from the MiG-15 to the new type within five weeks.
The MiG-17 remained in further testing. There were constant improvements in the series. The ejection seat was given a face shield. The landing light, originally positioned in the area of the air inlet, was designed to be retractable and relocated under the left wing. In addition to Sedov, the test flights also carried out Kokkinaki , Kasmin and Anochin . Finally, a speed of Mach 1.14 was reached in the descent. In April 1954, the limits of use could therefore be extended to Mach 1.15. The limits for all Soviet types are 8 g without external load, 4.5 g with external load and 6.5 g with empty external tanks.
MiG-17
The MiG-17 was presented to the public on the occasion of the air parade at Tushino airfield on June 20, 1953 and was viewed by foreign observers as the new version of the MiG-15. At first it received the code Type38 , which was later replaced by the ASCC code Fresco-A . The MiG-17 of the later production blocks received the WK-1A engine. It was characterized by a longer service life and an improved gearbox for the attachments. In addition, free-fall bombs with a caliber of 50 kg to 500 kg and unguided rockets could be carried. The under-wing loads reduced the top speed of the machine by around 20 km / h.
MiG-17F
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The Klimow OKB had been working on an afterburner version of the WK-1 engine since the early 1950s. Even before this engine, known as WK-1F , was put to the test in 1952, OKB Mikojan built the “SF” aircraft. The thrust nozzle received a convergent-divergent system and had six adjustable nozzle segments.
The first flight took place on September 29, 1951. The WK-1F was built into the 850th MiG-17 cell and delivered 21% more thrust than the WK-1A when using an afterburner. However, this increase in performance was bought at the cost of an equally increased fuel consumption. Due to changes in the interior of the aircraft, which resulted from the additional dimensions of the new engine, the internal fuel capacity decreased, so that the use of two 400-liter additional tanks became necessary. Precautions also had to be taken to dissipate the larger heat input from the afterburner into the cell. However, the increased performance of the aircraft compensated for this disadvantage. For example, the maximum rate of climb increased by 18 m / s to 65 m / s. Further design changes concerned the stern, whereby the area under the vertical stabilizer was shortened somewhat. At the same time, the wing depth of the vertical stabilizer was increased slightly, as were the air brakes.
On February 16, 1952, the aircraft "SF" was transferred to Schukowski for acceptance tests, which were successfully completed. Thereupon the series production began as MiG-17F and from February 1953 the troop introduction began. The use of the afterburner was tied to strict regulations, as there was a risk of engine fires. For example, the afterburner was allowed to be used for a maximum of three minutes without interruption at altitudes of less than 10,000 m and ten minutes without interruption above 10,000 m. This problem was eliminated in later production batches. The engine wasn't the only improvement on the MiG-17F, however. For the safety of the pilot, the outdated ejection seat from the MiG-9 was replaced. The new seat offered face protection. In the event that the pilot lost consciousness, the seat and the pilot separated independently and the parachutes opened automatically. While the armament remained unchanged, the equipment was modified. The radio range finder SRD-1M was installed in combination with the revised visor ASP-5NM or ASP-5WM . It was placed on the fuselage in front of the cockpit . The position of the shooting camera S-13 remained unchanged. Although the MiG-17 pilot had good all-round visibility, the cockpit hood got a rear-view mirror . The “Sirena 1” rear warning system was also used. The NATO code for this version was Fresco-C .
MiG-17P
In the search for an all-weather fighter for the Air Defense Forces (PWO), the MiG-15 was already equipped with the RP-1 "Izumrud" radar. Mikoyan followed a similar development path with the MiG-17. First the “Torij” device should be installed. The high mass and the large space requirement of the parabolic antenna , however, in connection with the difficult operation, prevented the success of the aircraft designated as SP-2. The same thing happened with the SP-1, which was basically the same project but based on the MiG-15.
As with the SP-5 (see MiG-15P), the RP-1 radar equipped with two antennas was used in the MiG-17. It was installed in the air inlet and in the upper lip of the air inlet. The shooting camera S-13 was relocated to the starboard side. The RP-1 had a search range of 12 km and automatically switched to tracking when the target was less than 2 km. The radar was coupled to the ASP-3N automatic sight and a red lamp signaled the pilot when the target was less than 500 m away. The best shooting distance of between 3000 m and 500 m was indicated by a green lamp lighting up. While the SP-2 did not use the N-37 for reasons of mass, three NR-23s were used with the SP-7, with a range of 100 shells per cannon. The SP-7 went into series production as the MiG-17P. About 100 aircraft were manufactured, of which about 20 were delivered to the Strategic Air Defense Forces (Woiska PWO) and the rest to the Soviet naval aviators. The NATO code for this version was Fresco-D .
MiG-17PF
The MiG-17PF was far more successful than the MiG-17P. It was already clear during the test phase of the SP-7 that the performance loss caused by the RP-1 was significant. In contrast to the previous models, the MiG-17P was underpowered. This disadvantage could be counteracted with the Klimow WK-1F. Even if compared to the MiG-17F the top speed was reduced by 30 km / h and the climbing performance by 10 m / s, this disadvantage was compensated by the all-weather and night hunting ability. As a result, the machine called the SP-7F by Mikojan weighed 253 kg more than the "F" and required a longer runway. In later MiG-17PF, the RP-1 was replaced by the RP-5. The SRD-1M radio range finder could be dispensed with. The radar took over its function. The ammunition supply was reduced to 80 shells each compared to the MiG-17P.
The machine was tested in the WWS from January 1954. The tests were successfully completed in April of the same year. The MiG-17PF was given top priority in series production as it was the first day and night fighter with all-weather capability. The Jak-25 , which possessed similar capabilities, did not make its maiden flight until 1952 and a large production output was not possible as quickly as with the MiG. Overall, the "PF" version formed the largest part of production of all MiG-17 versions. The remaining MiG-17PF were later upgraded to the version of the MiG-17PFU. The NATO code for this version was Fresco-D .
MiG-17PFU
This was followed by the MiG-17PFU, which was produced in small numbers and is also known as the MiG-17PM. At Mikoyan, the aircraft was called the SP-9. The RP-5 radar has been replaced by the RP-2U, which is suitable for piloting air-to-air missiles . The armament now consisted of four RS-1U air-to-air missiles . This guided weapon, because it was difficult to get to the target , was useless in normal dogfighting , but was suitable against bomber pulks and poorly maneuverable aircraft. The radar had a tracking range of 3500 m, with a red lamp illuminating at distances of less than 2000 m from the target. Although the missiles could destroy targets up to 7 km away, the ideal deployment range was 3500 m to 2000 m. When detonated, the rocket released up to 850 fragments in the direction of the enemy aircraft. As a result, there was a risk that the hunter himself could be hit by wreckage. The three NR-23 cannons were no longer used. This version was used in air defense from mid-1955 to 1957 and was then used as a weapon system trainer. The NATO code name was Fresco-E .
License production in China
The construction plans of the MiG-17F were transferred to China in 1955 , together with two sample machines and 15 complete sets of parts for the production of 15 aircraft (CKD kits) as well as materials for the production of ten other aircraft.
Shenyang J-5
Series production started in June 1956 at the Shenyang aircraft plant (formerly Mukden). On July 19, 1956, the first MiG-17 produced in China took off on its maiden flight. The machines were originally named Type 56 , but were then referred to as Jianjiji-5 (also Jian-5 or simply J-5) from 1964 . China also exported the J-5 as the Shenyang F-5. The WK-1 engine was also manufactured under license. They were made in Harbin and named Wopen-5 (WP-5). The first series engine was able to successfully complete its acceptance test on June 19, 1956. Like the original Soviet type, the machines were given the NATO designation Fresco-C. Production ended in 1959 after 767 aircraft were built. The export version was named F-5.
Chengdu J-5A
The development of the Chengdu J-5A all-weather interceptor began in 1961. It was essentially a copy of the first MiG-17PF and, like this one, had the Smaragd RP-1 radar system and three NR-23 cannons as armament. The prototypes were produced in May 1961 near Chengdu with the support of a team from Shenyang. The production drawings were available in 1962 and in March 1963, parts production began to begin series production. In June 1964 a cell for breaking tests was completed. The first flight of a Chengdu J-5A took place on November 11, 1964. It was also approved in 1964 and series production began in 1965. The export version was named Chengdu F-5A
The J-5 and J-5A remained in production until 1969.
Chengdu / Shenyang JJ-5
In 1964, the development of a successor to the Jianjiji Jiaolianji-2 (license build of the MiG-15UTI) began in China, as this aircraft was only partially suitable for training pilots of the J-5. The new machine was named Jianjiji Jiaolianji-5 (also Jianjiao-5 or JJ-5). The cockpit area was very similar to the MiG-15UTI, while the airframe was the same as the MiG-17PF except for the stern area. The bulge for the radar built into the MiG-17PF on the upper air inlet was also retained, but it was not covered with a dielectric, but was made entirely of metal. However, the radome in the air inlet was omitted. A Wopen-5D (WP-5D or TJ-5D) without an afterburner with a thrust of 26.49 kN was used as the engine. The on-board weapons in the chin area were removed and, if necessary, a fuselage tub with a single NR-23 could be added. Both pilots sat on semi-automatic ejection seats with a minimum deployment height of 260 m.
Construction of the first prototype began on March 25, 1965. On May 8, 1966, it took off on its maiden flight. Series production began immediately afterwards and the first series machines could be delivered to the troops on November 30, 1967. The machines were probably made at both Chengdu and Shenjang. The export version was named FT-5 (sometimes also F-5T) and was delivered to Albania, Pakistan, Sri Lanka and Zimbabwe. This version remained in production until 1986.
The export version was named FT-5 or F-5T.
License production in Poland
The manufacturing rights for the MiG-17F were acquired by Poland in 1955. Mielec MiG-15 and MiG-15bis had already been manufactured under license at PZL . The Polish designation of the machines was Lim-5 and, in the further development, Lim-6.
Lim-5
The first four aircraft were assembled from complete kits. The first Polish Lim-5 was completed on November 28, 1956, just five days after the end of production of the MiG-15 (Lim-2). The aircraft with the registration number 0001 became General Jan Frey Bialecki's personal aircraft and remained in service until September 1994. Three more machines were completed in 1956. In 1957, large-scale production began, with the first machine (serial number 1C 01–01) being used as a break cell. The state acceptance flights took place between February 8 and April 19, 1957.
During the production of the Lim-5, there were repeated test designs in order to improve operational capability, for example a design with modified avionics or an engine whose afterburner thrust could be regulated. Between January 1959 and April 1960, production of the Lim-5 was suspended in order to manufacture the all-weather fighter Lim-5P on the production line. By the end of production on July 29, 1960, a total of 477 machines of the basic Lim-5 version had been manufactured. Significant numbers of these were exported, so the GDR received 120 machines in 1957/58.
The aircraft was presented to the public during the first Warsaw Aviation Show in 1956 and has also been a regular guest at other air shows. Until the appearance of the MiG-21 , it remained the standard fighter of the Polish Air Force.
Lim-5P
The Lim-5P was the Polish license version of the Soviet MiG-17PF. The decision to also manufacture this version under license was made in the middle of the late 1950s when it became clear that the deliveries of MiG-17PFs from the USSR would not be sufficient - twelve MiG-17PFs had been delivered in 1955. It was decided to use the improved Emerald RP-5 radar from the start. Three NR-23 cannons with 100 rounds each were used as armament. The first aircraft was delivered on January 18, 1959, the last was completed on December 29, 1960. A total of 129 series aircraft and one Lim-5P break cell were manufactured.
The type remained in full service with the Polish Air Force until 1971 when it was withdrawn. The last Lim-5P were decommissioned in 1979. A significant number were converted to Lim-6M or Lim-6MR aircraft. Some aircraft were then exported, so the GDR received 40 aircraft, others went to Indonesia and Bulgaria.
Some planes were fitted with a ram-air powered winch under the fuselage and used as a target tug.
Lim-5R
This version describes the reconnaissance variant of the Lim-5. Two different camera systems could be used. One variant consisted of a camera in a panel behind the separation point on frame 13, the other on a panel directly behind the weapons. A prototype (serial number 1C 02-01) has been subjected to state tests; after the positive result, 35 Lim-5 were converted.
Lim-5M
At the end of the 1950s, another threat situation made it necessary to increase the Lim-5's performance. One possibility was seen in converting the aircraft in such a way that it could also take off from short temporary lanes and land there again. A prototype was equipped with two jump starters, each with 9.81 kN thrust and a braking parachute under the stern.
Another test line was stimulated by the desire to be able to use the Lim-5 as a fighter-bomber . With the Lim-5, this type of use resulted in considerable limitations in range, as the drop armament made it impossible to take drop tanks with you. For this reason, a type was developed for close air support that had a main landing gear with twin tires. To do this, the chassis flaps had to be changed. In order to be able to ensure the use of unpaved runways, low-pressure tires were used. In order to be able to accommodate a larger amount of fuel, two fixed outer tanks were adapted to the contour of the wing in the area between the surface root and the inner boundary layer fence. The front edge of the area was extended to the front and the boundary layer fence was extended downwards around the front edge. These two metal tanks together held 513 liters. At the same time, the tanks served as cladding for the now protruding main landing gear doors. The stern area received structural reinforcements and a braking parachute was again installed under the fuselage. There were also attachment points for launch rockets. There were also some changes to the electrical and pneumatic equipment. The aircraft with the serial number CM 10-30 (the number was originally 1F 10-30) began flight tests on July 2, 1959.
The changes proved to be successful and so the machine was taken into series production in 1960. Further tests were carried out with the prototype, the results of which were incorporated into series production. The first production aircraft was completed on November 30, 1960. The additional tanks were produced in series from a composite material and only had a capacity of 475 l. However, there were unsolved problems with aerodynamic stability, and so on May 10, 1961, after 60 aircraft, the last Lim-5M was delivered. The machines were flown by both the Polish Air Force and naval aviators. In 1964/65, 50 remaining aircraft were converted to Lim-6bis.
Another reconnaissance variant, Lim-5MR, was investigated in which the cameras were to be housed in the tips of the surfaces, but this was not carried out.
Lim-5-II / Lim-6
Even before the start of series production of the Lim-5M, the improved Lim-5-II began. The attachment of the Lim-5M's braking parachute under the fuselage repeatedly led to complaints, as it was damaged by a tailstrike during landings at high angles of attack . Due to the resulting torque, the parachute could only be released after the nose wheel had touched down. In the Lim-6, a two-part braking parachute was therefore installed in a fairing below the rudder. The second prototype of the Lim-5M (serial number 1C 16-01, later CM 16 01) served as a prototype. The test program began in January 1960. The double screen did not work reliably and was replaced in the first prototype of the Lim-5M in October 1960 for a screen with a cap.
With the 16-01 one tried to change the rear fuselage by changing the aerodynamics according to the area rule , but was unsuccessful. In July 1960, the development of inflated landing flaps that were supplied with bleed air was completed. A modified engine, the Lis-5M (later called Lis-6) with a maximum thrust of 33.65 kN was also used. The valves were tested in January 1961. With the end of production of the Lim-5, the production of the Lim-5-II began, but this version was given the new name Lim-6 at that time.
Compared to the Lim-5M, further aerodynamic refinements were made, which improved the performance. However, the machine was never delivered to the troops because there were unsolvable problems with the engine. So it often ended suddenly. Various attempts have been made to find the cause. Finally, the valves that released the bleed air to the flaps were identified as the cause and had to be replaced. Another problem was the excessively high turbine outlet temperature, which could not be controlled. Therefore the Lis-6 had to be discontinued in the end.
The blown flaps proved to be ineffective and did not represent any great progress compared to the previous landing flaps. During the flight tests it was finally found that the Lim-6 was aerodynamically unstable, especially when the center of gravity was far back. Therefore the release for use was refused. In addition, the additional tanks at the front edges of the surface disrupted the aerodynamics and the hoped-for increase in range did not occur due to the increased air resistance. The tests were therefore stopped at the end of March 1960.
Lim-6bis
Based on experience, the additional tanks were dispensed with, but the main landing gear with twin tires with the cover was retained. The inner boundary layer fences also ended at the surface nose, but were given a different shape than the Lim-5. A prototype (serial number 1C 19-04) was converted and tested on April 6, 1962. The Lim-6 prototypes have also been modified accordingly. The stopped production of the Lim-6 was resumed, but without the additional tank and the blown flaps. To compensate for this, two additional outstations were installed under the wings. Further tests showed that the fairing of the twin tires led to unacceptable difficulties, although ten different variants were tested. This is how the final Lim-6bis was created, dispensing with the modified chassis. Lim-6s that had already been manufactured were modified accordingly and the changes were tested with one of the CM 10-30 prototypes. Appropriate flight tests were approved on November 7th. The prototype with the main landing gear with single tires took off for the first time on December 5, 1962. On April 16, the flight tests were successfully completed and series production of the Lim-6bis was approved. The first series machines were manufactured in early 1963. A total of 70 aircraft had been manufactured by the end of production on February 25, 1964. The troops took over this design on September 14, 1964 after the acceptance tests were successfully carried out between April 15 and June 24, 1964. From April 7th, all existing Lim-5Ms were brought up to the Lim-6bis standard.
The armament corresponded to the Lim-5 with an N-37D with 40 rounds and two NR-23 with 80 rounds each. Various combinations of drop armament and additional tanks could be carried at the four external load stations. The Lim-6bis remained in service as a fighter-bomber until the Sukhoi Su-7 BMK appeared. The last machines were only withdrawn from active service in February 1992.
Lim-6R
The Lim-6R was the reconnaissance variant of the Lim-6bis. Initially, a lower hull container with a camera and two additional camera containers in a line with the drop tanks were provided. A flashlight projector could optionally be installed at the inner external load stations to enable night shots. When the troops were deployed, however, only a single camera was used in a lower hull fairing behind frame 13 or directly behind the gun fairing.
Lim-6M
By the early 1970s, the Lim-5P had become superfluous. So it was decided to convert 40 machines into a fighter-bomber, which largely corresponded to the Lim-6bis standard. To do this, the radar was removed and the two additional pylons installed. The avionics were modernized and the on-board electrics adapted accordingly. The braking parachute was not installed as a key distinguishing feature from the Lim-6bis. The type remained in use until 1987 until it was replaced by the Sukhoi Su-22 M4.
Lim-6MR
Another 14 Lim-5P were converted to combat reconnaissance, similar to the Lim-6M. They corresponded in the execution of the Lim-6M, but also had a lower hull camera fairing like the Lim-6R. The first converted machine was delivered on March 31, 1971, the last on December 20, 1974. The machines remained in use until December 8, 1988.
Licensed production in Czechoslovakia
At Aero a license production should be started. For this purpose, two sample machines were delivered to Kbely in October 1955 and assembled there by October 25th. The first flight of this machine took place a few days later. However, no production was initiated and the two model machines then served as personal aircraft for General Josef Kúkel and the Deputy Minister of Defense General Josef Vosáhlo . However, when the MiG-17PF was offered for license production, the Czechoslovak government opted for the more advanced MiG-19 .
Operator and use
The MiG-17 has been used by various states throughout its history. She was also repeatedly used actively in combat operations.
Afghanistan
The Air Force of the Afghan Republic received its first MiG-17s in 1957, which were supplied by the USSR with pilots and instructors. In 1967 32 machines were in service with the armed forces. The Afghan pilots were then trained by the local flight schools. It was one of the main attack aircraft after the April Revolution in 1978 and was used by the Afghan government as a ground attack aircraft in close support against the mujahid in the 1980s . During the war , a request was made to the USSR to launch another series of the MiG-17, but this was not carried out because all production tools had already been scrapped. Afghanistan then decided to use the more modern MiG-21, with the MiG-17 still being used as a training aircraft until at least 1982.
Egypt
The Egyptian Air Force used the MiG-17 in 1956 in the Suez Crisis . The MiGs met Israeli Dassault Mystère IV . The Egyptian pilots were less trained than the Israeli pilots, so a performance assessment of the MiG-17 is not possible. During the fighting, the first MiG-17 was shot down by two Mystère IVs on October 31, 1956. After the end of the fighting, both Egypt and Syria increased their air combat fleets with MiG-17s. There was always a clash with the air force of Israel, but the MiG-17 could only hold its own against more modern Israeli types in individual cases. During the proxy war in Yemen between Egypt and Saudi Arabia in 1962-67, the MiG-17 was mainly used as a ground attack aircraft, but there were occasional air battles with the Hawker Hunter .
During the Six Day War in 1967 it became clear that the time of the MiG-17 was actually over. The machines were easy prey for the Israelis equipped with modern types; in addition, many Egyptian MiG-17s have already been devastated. In 1970, two Syrian MiG-17s fell into Israeli hands unscathed when the pilots mistakenly landed in Israel. Although the remaining machines were in the air force arsenals of various Arab armed forces until the mid-1970s, their possible uses were limited. During the Yom Kippur War , the MiG-17 was once again able to demonstrate its capabilities in the ground combat role. While the Syrian MiG-17 units suffered heavy losses, the Egyptian machines on the Sinai were able to achieve numerous successes thanks to Israel's air sovereignty broken by surface-to-air missiles. The MiG-17 deployed there had been equipped with outstations to accommodate eight unguided rockets. In addition, two pylons had been attached under the front fuselage for light drop armament.
Albania
Albania was supplied by the USSR with an initial batch of ten machines in the mid-1950s. After the break with the Soviet Union in 1961, China took on the role of arms supplier. In 1965 the first lots of Shenyang J-5 and J-5A were delivered. In 1972 Albania had four squadrons equipped with Shenyang J-5s. In 1999, eleven MiG-17PF (or J-5A), two MiG-17F (or J-5) and three Shenyang JJ-5s were still in use.
Algeria
From the mid-1960s, the Algerian Air Force was supplied with a total of 60 MiG-17F, which from 1979 were primarily used as ground attack aircraft. Some machines served as training aircraft in the 1980s. The MiG-17 remained in service in the Algerian civil war until the 1990s .
Angola
Cuba delivered some MiG-17F (eight?) To Angola as weapons aid. The exact circumstances are not known. At the end of the 1980s, they were replaced by modern MiG-23F and moved to the second tier.
Ethiopia
The Ethiopian Air Force received 40 MiG-17Fs from Soviet stocks, 20 of which were still operational in 1979. The planes were used during the war against Somalia and against the Eritrean People's Liberation Front. In 1991 there were still 15 air force ground attack aircraft in Ethiopia .
Bangladesh
China supplied some Shenyang FT-5s to Bangladesh .
Bulgaria
The Bulgarian Air Force used MiG-17F and MiG-17PF from 1955. Poland delivered at least two Lim-5P to Bulgaria . In 1963 a number of machines equipped with reconnaissance equipment were delivered. As early as the early 1960s, the MiG-17 was displaced by the MiG-19 and then used as a ground attack aircraft. In 1988 the last MiG-17 were replaced by Su-25 and retired from service.
China
The first machines were delivered to China by the USSR in 1956 and were given the designation J-4. A license production was started. A total of 20 regiments were equipped with 3,500 to 4,500 MiG-17s. The Chinese Air Force aerobatic team “1. August “was equipped with Shenjang JJ-5.
In 1997 around 100 machines were still in use. The decommissioned MiG-17 were stored and sold to private operators from 1986.
The Chinese license version J-5 was repeatedly used in battles against various aircraft in Taiwan from the late 1950s to the early 1960s. There were losses on both sides. In June 1956, Liu Ming shot down a Taiwanese Boeing B-17 in a Chinese J-5 . Liu Ming received a high-ranking medal for this. On February 18, 1958, an RB-57D was shot down by a J-5. During the Second Quemoy Crisis , the United States supplied over 700 modern aircraft, including the Martin RB-57D and the Lockheed U-2 flown by US pilots, to Taiwan. In the summer of 1958, a J-5 also succeeded in shooting down a defective U-2. On August 14, 1958, J-5 encountered a group of F-86F and were able to shoot two of them. The successful pilot Chou Chung-fu was shot down and killed during the engagement. On September 24th there was another aerial battle between around 15 F-86s and a good 30 J-5s, in which Taiwan's first successful use of air-to-air missiles. On October 10, 1958 there was another major aerial battle between eight J-5s and six F-86s, in which three F-86s were shot down, one of them by flak . After that, there were only individual battles in which J-5 were involved.
On May 12, 1965, a J-5 was shot down by a US McDonnell F- 4C.
On November 14, 1983, a Chinese Air Force pilot fled to Taiwan in a MiG-17 . According to the reward system for deserters from the People's Republic of China , he received around 1,400,000 US dollars as a reward from the Taiwanese government.
GDR
The air forces of the National People's Army of the GDR used the MiG-17 versions MiG-17 (1st series), MiG-17F and MiG-17PF from 1957 to 1985. All six air force fighter squadrons were equipped with the MiG-17 ( JG-1 , 2 , 3 , 7 , 8 , 9 ).
From June 1957 to April 1958, the MiG-17 of the first serial batch and MiG-17F were delivered to replace the Jak-11 and the temporarily used MiG-15bis.
The first series MiGs of the NVA did not have an afterburner, came used from Soviet stocks and were only used in small numbers (15). These aircraft were given the internal designation MiG-17glatt or smooth MiG-17 because of the lack of afterburner segments at the rear, the smaller airbrakes and not least because of the indefinite version designation . It was mostly flown by pilots who had just graduated from the flying school or by flight instructors to maintain their level of training. Some of these planes got hydraulically enhanced altitude control and enlarged air brakes for improved maneuverability at high altitudes. These MiGs were internally referred to as MiG-17H. Aircraft of this type were also used for pilot training until the L-29 Delfin was introduced .
With 173 machines, the MiG-17F was the version used in the largest numbers. In the years of its use it was the standard fighter of the NVA. These aircraft are the Polish licensed version LIM-5, which was produced by WSK-Mielec . For ground combat missions, two 250 kg bombs could be carried instead of the additional tanks. From 1959, the FAG-15 flying training squadron in Kamenz also used the MiG-17F.
At the end of 1960 some MiG-17glatt and MiG-17F were transferred by Soviet pilots from the USSR to Cottbus and handed over to the NVA there. The MiG-17, which is on display in Peenemünde (see photo), comes from this transaction.
The limited all-weather MiG-17PF were also licensed Polish LIM-5P and came from the first three batches of the Mielec plant. They were extradited to the NVA from January to May 1959. An RP-1 "Isumrud" ("Smaragd") served as a radio measuring sight . The 37-mm cannon N-37D had been removed for reasons of mass reduction and replaced by a third 23-mm cannon NR-23. Even so, the PF weighed 280 kg more than conventional MiG-17s. 40 copies were built and flown at JG-1, JG-2 (?) And JG-9.
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From 1962 to 1967 the MiG-17 was gradually removed from the fighter squadrons and replaced by the MiG-21. The best-preserved 47 MiG-17F received from 1973 to 1975 at the Dresden aircraft yard based on the LIM-6bis one additional suspension per wing between the fuselage and the additional tank and were equipped with two "Mars" containers for 16 unguided 57- mm missiles S-5 or two 250 kg bombs, used as fighter-bombers. These MiG-17s were the only ones to fly with a brown-green stain camouflage and a blue underside, all the others were left in natural aluminum. The aircraft were used in the JBG-31 founded in 1971 in Drewitz .
In August 1967 the NVA delivered 30 MiG-17Fs to Egypt in response to the losses it had suffered in the Six Day War . During the operation, which was carried out in the strictest secrecy, the aircraft were prepared for the transfer at the Dresden aircraft yard. They then flew LSK / LV pilots to Batajnica in Yugoslavia, where they were dismantled and loaded onto Egyptian transport aircraft.
From 1980 the Jabo-MiGs were replaced by the MiG-23BN and partly given away as development aid to African countries (twelve to Mozambique , three to Guinea-Bissau ). The last MiG-17F were taken out of service in 1985 and, as far as they were not scrapped, served as flight line aircraft or exhibits in museums and pioneer parks.
The NVA pilots were very satisfied with the reliable and easily controllable MiG-17. The only problems that occurred were overheating of the WK-1F engine (F = Russian for accelerated) of the MiG-17F / PF, its afterburner only for a short time (three minutes to 7,000 m, ten minutes over 10,000 m) and not at all after many years of service could be switched on.
In total, the NVA procured 288 MiG-17s (173 MiG-17F, 40 MiG-17PF, 75 MiG-17glatt). 55 of them were lost.
Guinea
Guinea received eight MiG-17F from the USSR and in return granted Tupolev Tu-95 RT to be stationed in Conakry . Six of these MiG-17s were still operational in 1991. These machines were temporarily made available to pilots from Guinea-Bissau as advanced trainers.
Guinea-Bissau
In the early 1980s, Guinea-Bissau received three Lim-5 from what was then the GDR. More aircraft were loaned from Guinea. After the loss of two machines, three machines were still operational in 1991. They were stationed in Bissalanca .
Indonesia
A total of 60 machines from Czechoslovakia were delivered to the Indonesian Air Force . At least five of them were Lim-5P, which were exported in June 1959. They also took part in the purges following the G30S / PKI coup attempt . In October 1972, most MiG-17s were no longer operational due to a lack of spare parts and were replaced by Australian F-86s by the mid-1970s .
Iraq
The Iraq received a delivery of 15 MiG-17F and 20 MiG-17PF in the 1960s. In 1976, 30 machines in three squadrons were operational. Some machines are said to have been in service during the First Gulf War in 1988, although they were replaced by a shipment of 100 Shenyang J-6s in 1982 .
Cambodia
After Cambodia approached the USSR, the latter initially delivered three MiG-17s from November 1963, which were supplemented by another delivery of nine machines in 1964. China was also asked for equipment and so at the end of 1964 another six Chinese MiG-17s came to Cambodia. After the March 1970 uprisings, the MiG-17s were extensively investigated by US forces. Most of the machines were destroyed in 1971 during the fighting for Phnom Penh . Due to a lack of spare parts, the remaining machines were quickly inoperable and replaced by US models.
Cuba
After the Bay of Pigs invasion , the USSR equipped Cuba with modern weapons systems. Although the Ilyushin Il-28 nuclear weapons carrier that had already been delivered had been withdrawn, over 30 MiG-17s remained in Cuba. These were topped up by further deliveries, so that in 1971 there were 75 machines in the Cuban Air Force. At that time they were replaced by modern designs and converted as fighter-bombers. In 1991, 18 machines were still operational in this field.
On October 6, 1969, a Cuban pilot fled a MiG-17 and landed in Homestead without being noticed by US air surveillance. The machine and the pilot remained in the USA. The incident was taken as the occasion for the development of the AWACS .
Madagascar
After Madagascar gained independence , eight MiG-17Fs were delivered to the Armée de l'Air Malgache , six of which were still operational in 1991.
Mali
Mali received five MiG-17Fs from the USSR in the 1960s. The planes stationed in Bamako are still operational today.
Mongolia
The Mongolia sat 1969-1979 a number of MiG-17, which were replaced by MiG-21 a.
Morocco
After independence was achieved on February 10, 1961, twelve MiG-17s were delivered from the USSR to Morocco . These were initially serviced by Soviet personnel. The pilot training was also carried out by Soviet personnel. As early as 1966, the MiG-17s were withdrawn from service, stored and scrapped in the early 1980s.
Mozambique
A total of 30 MiG-17 and MiG-17F were delivered to the Air Force in Mozambique , some of them from the GDR's stocks. They remained in use until 1991.
Nigeria
In August 1967 28 MiG-17Fs were delivered to Nigeria , five of which came from Egyptian stocks, the rest were flown in with An-12 transporters from the Soviet Union. In 1969 they were supplemented by eight decommissioned MiG-17s of the NVA air force . The pilots were British or South Africans. In Nigeria, the MiG-17 was used from 1969 during the civil war over Biafra . Most of the losses were due to poor training of the pilots and accidents occurred repeatedly until the civil war ended in 1970. A maximum of 16 machines were ready for use, the rest remained in storage. From 1975 they were replaced by MiG-21.
North Korea
After the Korean War , North Korea began an extensive rearmament . In 1956 150 MiG-17F and Shenyang F-5 were delivered, and from 1958 MiG-17PF were added. In 1990 over 150 machines were still operational.
North Yemen
After the civil war in 1972, North Yemen received 30 MiG-17Fs, nine of which were still in service in 1979. Six of them stayed with the troupe as advanced trainers until 1987 when they were replaced.
Pakistan
From 1975, Pakistan used 20 Shenyang FT-5s as training aircraft.
Poland
In May and August 1955, Poland received two deliveries from the USSR of a total of twelve MiG-17PFs, which were supposed to protect Warsaw as object protection fighters. The machines were eventually replaced as interceptors around 1975 by Polish Lim-5s. The remaining eight machines were used as ground attack aircraft and taken out of service in the 1980s.
The first Lim-5 built in Poland were delivered to the troops in November 1956 and stationed at Bemowo Airport. In March 1957, two squadrons near the border were equipped with the Lim-5 and ready for action. The first Lim-5P were delivered on February 12, 1959 and reported operational readiness at Orneta base on May 4 of the same year. The last twelve machines were taken out of service in Zegrze Pomorskie in 1979.
The Lim-5M fighter aircraft was introduced into the force in December 1960, the Lim-6bis on March 15, 1963. The last Lim-6bis of the Polish Navy were decommissioned in 1988, while the Air Force used the type until February 20, 1992 . It was a Lim-6bis, serial number 1J05-22.
Between 1971 and 1974 40 Lim-5P were converted to Lim-6M, 14 to Lim-6MR. The last machine of this type was taken out of service on December 8, 1988.
For the reconnaissance mission, 36 Lim-5P were converted to the Lim-5R standard and used from July 7, 1960 in special reconnaissance squadrons. Again and again Lim-5R were taken out of these and assigned to fighter-bomber squadrons. The reconnaissance squadrons were replenished with Lim-6R from 1963.
In the early 1970s, the Lim-5s were ousted from their role as fighter aircraft by MiG-21s and given to school units. Some of them stayed there until 1991 when they were replaced by PZL TS-11 Iskra .
Lim-5s were also used as test aircraft and as target tow planes.
The last flight of a Polish Lim-5 took place on July 12, 1993 in Modlin . The decommissioned machines were initially stored in Bydgoszcz and Katowice . Most of the planes were canceled. A number went to various technical schools of the Polish Air Force for training purposes , some went to collections, others were used for advertising purposes or refurbished to be airworthy.
Romania
Romania received deliveries of the MiG-17F and MiG-17PF from 1956. At the beginning of the 1970s, the planes were taken out of the role of fighter aircraft and converted into fighter-bombers. At the end of the 1970s, 70 machines were still operational. In 1991 ten machines were still used as training aircraft.
Zimbabwe
Zimbabwe received a number of F-5 and FT-5 in 1986. The F-5s were replaced by Chengdu F-7s until 1991, but the FT-5s were still in service as trainer aircraft at that time.
Somalia
From 1963 Somalia received twelve MiG-17s, which were stationed in Mogadishu and Hargeysa . Most of the MiG-17s were destroyed during the war with Ethiopia. After the friendship treaty with the USSR was terminated in the same year, the remaining machines quickly became unusable due to a lack of spare parts and were finally abandoned in the early 1990s.
Sri Lanka
After an uprising in March 1971, Sri Lanka received five MiG-17s. As early as January 1972, the aircraft were parked until 1973 due to a lack of spare parts and fuel. Then they were taken back into service and remained in service until 1979. In 1991, Sri Lanka received two FT-5 trainer aircraft from China.
South Yemen
Also, the South Yemen sat about 30 MiG-17, wherein a range from 12 to the 37th
Sudan
After the 1969 coup, Sudan became a partner of both the USSR and China. China supplied about 20 Shenyang F-5s and FT-5s. In 1991 ten of these machines were still available. During the Sudanese-Ethiopian dispute in the late 1970s, MiG-17s were used by both sides and kills were reported from both sides.
Syria
Syria ordered a total of 60 MiG-17Fs in November 1956 and sent 20 pilots to the USSR for flying training. 18 others were trained in Poland. The delivery of the machines began in January 1957. The machines were used intensively until 1961 and then replaced by modern aircraft in combat operations. In 1991, 30 machines were still used as training aircraft.
Tanzania
Tanzania planned to procure a total of 48 Shenyang J-5s in the early 1970s. The first twelve machines were then delivered in 1973 and stationed in Mikumi . However, the procurement did not continue and Shenyang F-6C and Chengdu F-7M were purchased instead . In 1991 eight MiG-17s were still operational.
Czechoslovakia
The Czechoslovakia was one of the first countries that received the MiG-17F. In 1955 two sample machines were delivered for a planned license production. The model was first presented to the public on September 2, 1956 at a demonstration at Prague- Ruzyně Airport. The MiG-17PF was demonstrated in April 1957. The name of the MiG-17PF in Czechoslovakia was S-104. The main task was to shoot down western reconnaissance balloons and intercept occasional mock attacks by NATO aircraft. The 30 machines delivered remained in use as interceptors until 1969 and were then replaced by modern models.
USSR
From the mid-1950s, the operational versions of the MiG-17 and MiG-17F had replaced the MiG-15 in the Soviet air force . In the Air Defense Forces (PWO) the MiG-17P and MiG-17PF were the standard interceptors until around 1960. In 1955, for example, 2,150 aircraft were only in service with the Luftwaffe. From 1954 MiG-17s were also stationed on Soviet bases abroad. MiG-17s were stationed in the GDR from 1956 to 1967 until they were replaced by Sukhoi Su-7s .
Since the beginning of the Cold War , the US has regularly conducted espionage flights over the territory of the USSR. With the MiG-17 it was possible to prevent these flights to a certain extent, but due to the slow transmission of commands, the penetrating aircraft were only rarely intercepted.
On May 9, 1954, a MiG-17PF hit a Boeing RB-47E near Arkhangelsk , but the RB-47 escaped damaged. On September 4, 1954, a Lockheed P2V-5 was shot down near Nakhodka .
The MiG-17 was also constantly deployed against drifting reconnaissance balloons, which, however, could only be shot down occasionally.
From 1956, with the appearance of the Lockheed U-2 , the MiG-17 was no longer able to intercept the intruders. An initial incident report of an aircraft that had been sighted over 20,000 meters high near Moscow was initially not believed, as it was not noticed on the radar either. Shortly afterwards, however, the performance of the U-2 was confirmed by various parties during another mission. The MiG-17 tried repeatedly to intercept this type of aircraft, but always without success. The air defense then rested more and more on the shoulders of the surface-to-air missiles .
On June 27, 1958, two MiG-17s south of Yerevan intercepted a Fairchild C-119 , the crew of which could be captured unharmed, although the aircraft crashed and burned out. The crew was handed over to US officials on July 7th.
On September 2, 1958, Soviet MiG-17s shot down a US Lockheed C-130 Hercules transport aircraft over the Armenian SSR (see also: Hercules shot down over Armenia ).
On November 7, 1958, a Boeing RB-47 was attacked and damaged by two MiG-17s near Ventspils . The Boeing managed to escape into international airspace, but then likely crashed and sank.
The aerobatic team of the Soviet Air Force, Red Five , also took over the MiG-17F in the mid-1950s.
From 1960 the MiG-17 moved back into the second arm of the air force and was replaced by modern types. On the other hand, as a multi-purpose aircraft, it also took on the task of target tow planes or was converted into a drone . Nevertheless, she stayed in the front lines for a while. Some machines remained in use at the DOSAAF until the 1980s .
In the summer of 1963, an Aero Commander 560 flying in from Iran was intercepted by two MiG-17s. As the machine tried to escape, it was shot down. In the summer of 1966 there was a similar incident involving an aircraft of the same type, but the machine was forced to land in Mary . The crew was later extradited.
On May 25, 1967, the 25-year-old first lieutenant of the Soviet Air Force Wassilij Jepatko landed with a MiG-17 near Dillingen on the Danube between Binswangen and Höchstädt with retracted landing gear in swampy terrain. The fighter aircraft of the Soviet 24th Air Army stationed in the GDR had penetrated 180 kilometers into the airspace of the Federal Republic of Germany. The next day it was handed over to the US authorities together with the MiG-17. The machine, which has meanwhile been dismantled, was brought back to the GDR via the Herleshausen border crossing on May 29 .
Uganda
Uganda received seven MiG-17Fs from USSR stocks in 1966. Another six machines were later delivered. In 1976 the machines were withdrawn from the fighter role, replaced by MiG-21s and used as ground attack aircraft. During a commando operation by the Israeli army in 1974, Operation Entebbe , four MiG-17Fs were devastated, but were later replaced by a delivery from the USSR.
Hungary
MiG-17s were delivered to Hungary in numbers in 1956 . After the Hungarian uprising , deliveries were stopped, many aircraft were ordered back and the machines were kept on the ground. In 1957 flight operations were resumed, but with a significantly reduced number. Both MiG-17F and MiG-17PF were delivered. In the course of the 1960s, the MiG-17 was replaced by the MiG-21, so that until 1970 there was no longer any MiG-17 in the arsenal of the Hungarian Air Force.
On August 14, 1969, a Hungarian MiG-17 pilot fled to Italy and crash-landed near Udine after being shot at by other MiG-17s whose pilots tried to thwart his escape.
United States
The US deployed a number of MiG-17s at the Defense Test and Evaluation Support Agency (DTESA) at Kirtland AFB . Initially, these were machines that came from pilots who had deserted, landed in error in a NATO country or were procured through intermediaries or the like. These were technically examined and then used as enemy representation aircraft. In 1988, a number of Polish Lim-5 and Lim-6 were also officially purchased.
Vietnam
The MiG-17 attracted the greatest attention during its deployment in Southeast Asia. After the air raids on North Vietnam began in 1964, the MiG-17 became part of North Vietnam's defense concept. Although the main load of the air defense went to surface-to-air missiles and the flak , the MiG-17 were integrated into this defense concept of radar-guided air defense. Although they could not achieve the success of the radar-guided anti-aircraft guns or surface-to-air missiles, they became feared opponents despite the US material superiority. Compared to the modern models of the US Air Force such as the Republic F-105 or the F-4 Phantom II, they proved to be clearly superior in dogfight because they were much more agile. However, the Americans were able to avoid aerial combat due to the higher speed of their aircraft. There were a number of tactical maneuvers on the part of the North Vietnamese pilots, who were able to achieve success over and over again. Nevertheless, the shooting down of a US aircraft by a MiG-17 remained the exception compared to the losses caused by other defensive measures. In order to protect against losses in the event of attacks on airports, the machines, which were provided with a special camouflage pattern, were sometimes brought into the jungle by helicopter and, if necessary, flown back to an intact runway.
The biggest advantage of the MiG-17 in Vietnam was that they had very powerful cannon armament, which the most modern American fighters lacked. The USAF drew the wrong conclusions from the aerial battles in Korea and believed that future aerial battles in the stratosphere would be supersonic and missile only. A fallacy also made by the Soviets and, even more extreme, by the British, who wanted to leave air defense entirely to surface-to-air missiles and stopped developing fighter aircraft. Vietnam thus had the advantage that Migs with on-board cannons were used. Air combat missiles at that time proved to be practically unsuitable below 2000 m, as they could no longer find their targets in front of the earth's shadow, and the old Migs could fly so tight turns that the missiles could not follow them. At higher altitudes, however, the Americans were more and more victims of surface-to-air missiles, which forced them to fly low-level subsonic and thus brought them into the MiG-17's operational area. The most successful Vietnamese pilots almost all flew the outdated MiG-17s. According to the US, the launch ratio was 1: 3 in favor of the Migs, but one should not disregard the fact that North Vietnam never had more than 100 operational aircraft (and 2/3 of them were outdated MiG-17 or MiG-19) and thus the USAF hardly found any targets, during which the Vietnamese pilots only too often offered hundreds of targets from which they could be guided to the apparently easiest ones from the ground. According to American data, 50% of all aerial battles were decided by on-board cannons, which the most modern American aircraft no longer had. These experiences led in East and West to equip modern hunters with on-board cannons again and to forego the highest possible speeds. The new fighters based on the experiences of the Vietnam War like the F-16 had on-board cannons again and were not nearly as fast as the F-4 or F-104, but much more agile in subsonic flight.
After Cambodia gave up its neutral position in 1970, MiG-17s were also used in the Anti-North Vietnamese Alliance, as Cambodia also used MiG-17s in its air force.
Whereabouts
Finally, the MiG-17 was still used as a trainer in small numbers in the air forces of the Third World. A relatively large number of these aircraft are in museums. However, some are also kept airworthy for demonstrations.
Military users
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Technical specifications
| Parameter | MiG-17 (SI) | MiG-17F | MiG-17PFU |
|---|---|---|---|
| crew | 1 | ||
| length | 11.26 m | 11.09 m | 11.68 m |
| span | 9.63m | ||
| height | 3.80 m | ||
| Wing area | 22.60 m² | ||
| Empty mass | 3,798 kg | 3,920 kg | 4,182 kg |
| Takeoff mass | normal 5,202 kg maximum 5,932 kg |
normal 5,345 kg maximum 6,075 kg |
normal 5,620 kg maximum 6,552 kg |
| Wing loading | 230.18 kg / m² with normal take-off weight 262.48 kg / m² with maximum take-off weight |
290 kgf / m² | |
| Engine | one TL Klimow WK-1 A, thrust 2,648 kp (25.97 kN) | a TL Klimow WK-1F, 2,620 kp (25.69 kN) without and 3,380 kp (33.15 kN) with afterburner | |
| Top speed | 1,114 km / h at 2,000 m | 1,145 km / h at 3,000 m | 1,121 km / h in 4,000 m 1,123 km / h in 5,000 m |
| Landing speed | 170-190 km / h | 180 km / h | 165 km / h |
| Rate of climb | 47 m / s | 65 m / s | 55 m / s |
| Rise time | at 5,000 m 3.0 min at 10,000 6.7 min |
at 5,000 m 2.1 min at 10,000 m 3.7 min |
at 1,000 m 0.5 min at 5,000 m 2.5 min at 10,000 m 4.5 min |
| Summit height | practically 15,600 m | practically 16,600 m | Service 14,450 m, practically 15,850 m |
| Range | normal 1,290 km 2,060 km with additional tanks |
normal 1,080 km 1,980 km with additional tanks |
normal 1,000 km 1,930 km with additional tanks |
| Flight duration | 2:53 h | 2:39 h | |
Armament
- Permanently installed guns in a retractable cannon hull
MiG-17 / MiG-17F
- 2 × 23 mm automatic cannon Nudelman-Richter NR-23 with 80 rounds of ammunition
- 1 × 37 mm Nudelman N-37 automatic cannon with 40 rounds of ammunition
MiG-17P / PF
- 3 × 23 mm Nudelman-Richter NR-23 automatic cannons with 80–100 rounds of ammunition each
MiG-17PFU without cannon armament
- Gun loading of 500 kg at two external load stations BD2-48MiG
- Air-to-air guided missile
- 4 × launch rails APU-3 for one Gruschin RS-1U (AA-1 "Alkali" or Kaliningrad K-5) - radar-controlled medium-range air-to-air guided missile (only MiG-17PFU)
- Unguided missiles
- 2 × UB-16-57 rocket tube launch container (16 each × unguided S-5K air-to-surface missiles; caliber 57 mm)
- 2 × rocket tube launch container ORO-57K (8 × unguided S-5 air-to-surface rockets each ; caliber 57 mm)
- 2 × rocket tube launch container ORO-212K (1 × unguided ARS-212 (S-1) air-to-surface rocket each; caliber 212 mm)
- 4 × rocket tube launch container ORO-190K (1 × unguided TRS-190 air-to-surface rocket each; caliber 190 mm)
- Free fall bombs
- 2 × FAB-250 (250 kg free fall bomb )
- 2 × FAB-100 (100 kg free fall bomb)
- 2 × FAB-50 (50 kg free fall bomb)
- External container
- Drop-off additional tank with 400 liters of kerosene
- drop-off additional tank with 475 liters of kerosene (only LIM-5M)
Versions
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See also
literature
- Karl-Heinz Eyermann : MiG aircraft . Transpress, Berlin 1987, ISBN 3-344-00193-0 .
- Wilfried Copenhagen : Soviet fighters . Transpress, Berlin 1985.
- Michael Normann: NVA warplanes 1956–1990 . Motorbuch, Stuttgart 2010, ISBN 978-3-613-03227-9 .
- MiG-15 and 17: "Fagot", "Fresco" and "Midget" . In: De Agostini (Ed.): Aircraft - the new encyclopedia of aviation . No. 66 . Topic, Munich 1994, p. 1825-1837 .
- Dieter Stammer: Front fighter MiG-17 . In: FLiEGERREVUE X . No. 63 . PPV Medien, Bergkirchen 2017, p. 68-95 .
- Bill Gunston: Encyclopedia of Russian Aircraft . 2000, ISBN 1-84176-096-X .
- Jefim Gordon : Mikoyan-Gurevich MIG-17 - The Soviet Union's Jet Fighter of the Fifties . 2002, ISBN 1-85780-107-5 .
- B. Б. Шавров: История конструкций самолетов в СССР 1938–1950 . 1994, ISBN 5-217-00477-0 (WB Schawrow: History of aircraft construction in the Soviet Union 1938–1950 ).
Web links
- The MiG-17PF (615) of the Military History Museum of the Bundeswehr - Berlin-Gatow Airfield on Museum Digital
- Description of the MiG-17 (English)
- MiG-17 on vectorsite.net (English)
- Manual (russian)
Individual evidence
- ↑ G. Harzbecher, H. J. Hardt, K.-E. Hauschildt: 30 years of take-off and landing. The Jagdfliegergeschwader-2 "Juri Gagarin" at the airfield Neubrandenburg / Trollenhagen from 1960 to 1990. MediaScript, Neubrandenburg, Berlin 2013, ISBN 978-3-9814822-2-5 , pp. 105-109
- ^ Jürgen Roske: NVA aircraft in Africa. In: Fliegerrevue No. 6/1992, Brandenburgisches Verlagshaus, Berlin, ISSN 0941-889X , pp. 232-235
- ↑ Tom Cooper: Jet fighter over Nigeria. In: Flieger Revue Extra No. 5/2004, p. 106
- ^ Conversation between State Secretary Schütz and the Soviet Ambassador Zarapkin. In: Files on the Foreign Policy of the Federal Republic of Germany: Volume 1. Foreign Office , May 29, 1967, p. 813 , accessed on January 8, 2012 .
- ↑ REFUGEES / MIG LANDING: Machine broken . In: Der Spiegel . No. 23 , 1967, p. 43 ( Online - May 29, 1967 ).
- ↑ Olaf Groehler: History of the air war. 5th edition p. 670.
- ↑ Olaf Groehler: History of the air war. 5th edition p. 698.
- ↑ Conboy 1989, p. 20.
- ↑ FT-5 Retired by Pakistan. In: Air International . March 2012, p. 16.