The MiG-17 was an advanced modification of theMiG-15 aircraft produced by theSoviet Union during theKorean War. Production of the MiG-17 was too late for use in that conflict and was first used in theSecond Taiwan Strait Crisis in 1958. While the MiG-17 was designed to shoot down slower American bombers, it showed surprising success when used by North Vietnamese pilots to combat American fighters and fighter-bombers during theVietnam War, nearly a decade after its initial design. This was due to the MiG-17 being more agile and maneuverable than the AmericanF-4 Phantom andF-105 Thunderchief, which were focused on speed and long range combat, as well as the fact that MiG-17 was armed with guns, which initial models of the F-4 Phantom lacked.
While the MiG-15bis introduced swept wings to air combat over Korea, the Mikoyan-Gurevich design bureau had already begun work on its replacement in 1949 (originally the MiG-15bis45) in order to fix any problems found with the MiG-15 in combat.[2] The result was one of the most successful transonic fighters introduced before the advent of true supersonic types such as theMikoyan-Gurevich MiG-19 andNorth American F-100 Super Sabre. The design ultimately proved effective into the 1960s when pressed into subsonic dogfights over Vietnam against much faster planes that were not optimized for maneuvering in such lower speed, short-range engagements.
While the MiG-15 used a Mach sensor to deploy airbrakes because it could not safely exceed Mach 0.92, the MiG-17 was designed to be controllable at higher Mach numbers.[3] Early versions that retained the original Soviet copy of theRolls-Royce Nene engine, theKlimov VK-1, were heavier with equal thrust. Later MiG-17s were the first Soviet fighter application of anafterburner, which burned extra fuel in the exhaust of the basic engine to give extra thrust at a high efficiency cost.
Though the MiG-17 looks very similar to the MiG-15, it had a new thinner and more highlyswept wing and tailplane for speeds approaching Mach 1. While theF-86 introduced the"all-flying" tailplane, which made the aircraft more controllable near the speed of sound, this feature was not adopted on MiG aircraft until the fully supersonic MiG-19.[4] The wing sweep was 45° (like the U.S. F-100 Super Sabre) near the fuselage and 42° for the outboard part of the wing.[5] The stiffer wing resisted the tendency to bend its wingtips and lose aerodynamic symmetry unexpectedly at high speeds and wing loads.[2]
Other easily visible differences to its predecessor were the addition of a thirdwing fence on each wing, the addition of a ventral fin and a longer and less tapered rear fuselage that added about one meter in length. The MiG-17 shared the sameKlimov VK-1 engine, and much of the rest of its construction such as the forward fuselage, landing gear and gun installation was carried over.[5] The first prototype, designated I-330 "SI" by the construction bureau, was flown on 14 January 1950, piloted by Ivan Ivashchenko.[6]
In the midst of testing, pilot Ivan Ivashchenko was killed when his aircraft developed flutter, which tore off his horizontal tail, causing a spin and crash on 17 March 1950. Lack of wing stiffness also resulted in aileron reversal which was discovered and fixed. Construction and tests of additional prototypes "SI-2" and experimental series aircraft "SI-02" and "SI-01" in 1951, were generally successful. On 1 September 1951, the aircraft was accepted for production, and formally given its own MiG-17 designation after so many changes from the original MiG-15. It was estimated that with the same engine as the MiG-15's, the MiG-17's maximum speed is higher by 40–50 km/h, and the fighter has greater maneuverability at high altitude.[6]
Serial production started in August 1951, but large quantity production was delayed in favor of producing more MiG-15s so it was never introduced in the Korean War. It did not enter service until October 1952, when the MiG-19 was almost ready to be flight tested. During production, the aircraft was improved and modified several times. The basic MiG-17 was a general-purpose day fighter, armed with threecannons, one Nudelman N-37 37 mm cannon and two 23 mm with 80 rounds per gun, 160 rounds total. It could also act as afighter-bomber, but itsbombload was considered light relative to other aircraft of the time, and it usually carried additional fuel tanks instead of bombs.
Although a canopy that provided clear vision to the rear—necessary forair-to-air combat (dogfighting), like the F-86—was designed, production MiG-17Fs got a cheaper rear-view periscope, which still appeared on Soviet fighters as late as theMiG-23. By 1953, pilots got safer ejection seats with protective face curtains and leg restraints like theMartin-Baker seats in the West. The MiG-15 had suffered for its lack of aradar gunsight, but in 1951, Soviet engineers obtained a capturedF-86 Sabre from Korea, and copied the optical gunsight and SRD-3 gun ranging radar to produce the ASP-4N gunsight and SRC-3 radar. The combination proved deadly over the skies of Vietnam against aircraft such as the F-4 Phantom, whose pilots lamented that guns and radar gunsights had been omitted as obsolescent.[2]
The second prototype variant, "SP-2" (dubbed "Fresco A" by NATO), was aninterceptor equipped with aradar. Soon a number of MiG-17P ("Fresco B") all-weather fighters were produced with theRP-1 Izumrud radar and front air intake modifications.
In early 1953 the MiG-17F day fighter entered production. The "F" indicated it was fitted with the VK-1F engine with anafterburner by modifying the rear fuselage with a new convergent-divergent nozzle and fuel system. Early VK-1F engines that were specifically modified to equip the MIG-17F had issues during prolonged normal afterburner usage, due to the insufficient heat resistance of the alloys used for the external nozzle body and stator vanes. Because of this, early 1953-1955 production planes had a special afterburner unit that used a separate tank filled with 90%ethanol for consumption in the afterburner due to its lower combustion temperature. This engine variant was labeled VK-1F(A). Later production jets used a normal system with on-board fuel. The afterburner doubled the rate of climb and greatly improved vertical maneuvers. But while the plane was not designed to be supersonic, skilled pilots could just dash to supersonic speed in a shallow dive, although the aircraft would often pitch up just short of Mach 1. This became the most popular variant of the MiG-17. The next mass-produced variant, MiG-17PF ("Fresco D") incorporated a more powerful Izumrud RP-2 radar, though they were still dependent on Ground Control Interception to find and be directed to targets. In 1956 a small series (47 aircraft) was converted to the MiG-17PM standard (also known asPFU) with four first-generationKaliningrad K-5 (NATO reporting name AA-1 'Alkali')air-to-air missiles. A small series of MiG-17R reconnaissance aircraft were built with VK-1F engine (after first being tested with theVK-5F engine).
5,467 MiG-17, 1,685 MiG-17F, 225 MiG-17P and 668 MiG-17PF were built in the USSR by 1958. Over 2,600 were built under licence in Poland and China.
In 1955,Poland received a license for MiG-17 production. The MiG-17F was produced by theWSK-Mielec factory under the designationLim-5 (an abbreviation oflicencyjny myśliwiec – license-built fighter). The first Lim-5 was built on 28 November 1956 and 477 were built by 1960. Apart from Poland, a number were exported to Bulgaria, designated as MiG-17F.[8] An unknown number were built as the Lim-5Rreconnaissance variant, fitted with the AFA-39 camera. In 1959–1960, 129 MiG-17PF interceptors were produced as the Lim-5P. WSK-Mielec also developed several Polishstrike variants based on the MiG-17: theLim-5M, produced from 1960;Lim-6bis, produced from 1963 (totaling 170 aircraft). Additionally some Lim-5Ps were converted in the 1970s into attack Lim-6Ms whereas other Lim-5, Lim-6bis and Lim-5P aircraft were modified for reconnaissance role as the Lim-6R, Lim-6bis R and Lim-6MR.
In thePeople's Republic of China (PRC), an initial MiG-17F was assembled from parts in 1956, with license production following in 1957 atShenyang. The Chinese-built version is known as theShenyang J-5 (for local use) or F-5 (for export). Similarly the MiG-17PF was manufactured there as the J-5A (F-5A for export). Altogether 767 of these single-seater variants were built.
MiG-17s were designed to intercept straight-and-level-flying enemy bombers, not for dogfighting with other fighters.[9] This subsonic (Mach .93) fighter was effective against slower (Mach .6-.8), heavily loaded U.S. fighter-bombers, as well as the mainstay American strategic bombers during the MiG-17's development cycle (such as theBoeing B-50 Superfortress orConvair B-36 Peacemaker, which were both still powered by piston engines). It was not however able to intercept the new generation of British jet bombers such as theAvro Vulcan andHandley Page Victor, which could both fly higher. The USAF's introduction of strategic bombers capable of supersonic dash speeds such as theConvair B-58 Hustler andGeneral Dynamics FB-111 rendered the MiG-17 obsolete in front-linePVO service, and they were supplanted by supersonic interceptors such as theMiG-21 and MiG-23.
MiG-17s were not available for the Korean War, but saw combat for the first time over the Straits of Taiwan when the Communist PRC MiG-17s clashed with theRepublic of China (ROC, Nationalist China) F-86 Sabres in 1958.
In 1960, the first group of approximately 50 North Vietnamese airmen were transferred to the PRC to begin transitional training onto the MiG-17. By this time the first detachment of Chinese trained MiG-15 pilots had returned to North Vietnam, and a group of 31 airmen were deployed to theVietnam People's Air Force (VPAF) base at Son Dong for conversion to the MiG-17. By 1962 the first North Vietnamese pilots had finished their MiG-17 courses in theSoviet Union and the PRC, and returned to their units; to mark the occasion, the Soviets sent as a "gift" 36 MiG-17 fighters and MiG-15UTI trainers to Hanoi in February 1964. These airmen would create North Vietnam's first jet fighter regiment, the 921st.[11] By 1965, another group of MiG pilots had returned from training inKrasnodar, in the USSR, as well as from the PRC. This group would form North Vietnam's second fighter unit, the 923rd Fighter Regiment. While the newly created 923rd FR operated only MiG-17s, and initially these were the only types available to oppose modern American supersonic jets before MiG-21s and MiG-19s were introduced into North Vietnamese service (the 925 FR regiment was formed in 1969, flying MiG-19s).[12]
American fighter-bombers had been in theatre flying combat sorties since 1961,[13] and the U.S. had many experienced pilots from the Korean War andWorld War II, such as World War II veteranRobin Olds.[14][15] Untried MiGs and pilots of the VPAF would be pitted against some of the most combat experienced airmen of theU.S. Air Force (USAF) andU.S. Navy. On 3 April 1965 six MiGs took off fromNoi Bai Air Base in two groups of two and four respectively, with the first acting as bait and the second being the shooters. Their target were U.S. Navy aircraft supporting an USAF 80-aircraft strike package trying to knock out theThanh Hóa Bridge. The MiG-17 leader, Lt. Pham Ngoc Lan, attacked a group ofVought F-8 Crusaders ofVF-211 fromUSS Hancock and damaged an F-8E flown by Lt. Cdr. Spence Thomas, who managed to land the aircraft atDa Nang Air Base. A second F-8 was claimed by his wingman Phan Van Tuc, but this is not corroborated by USN loss listings.[16]
On 4 April 1965, the USAF made another attempt on the Thanh Hóa Bridge with 48Republic F-105 Thunderchiefs of the 355th Tactical Fighter Wing (TFW) loaded with 384 x 750 lb (340 kg) bombs. The Thunderchiefs were escorted by aMIGCAP flight ofF-100 Super Sabres from the416th Tactical Fighter Squadron (416th TFS). Coming from above, four MiG-17s from the 921st Fighter Regiment bypassed the escorts and dove onto the Thunderchiefs, shooting two of them down; the leader Tran Hanh downed F‑105D BuNo.59-1754 of Major F. E. Benett, and his element leader Le Minh Huan downed F-105D BuNo.59-1764 of Captain J. A. Magnusson.[17][18] The Super Sabres engaged; one AIM-9 Sidewinder was fired and missed (or malfunctioned),[19] and another F-100D flown by Captain Donald Kilgus fired 20 mm cannons,[20] scoring a probable kill. Tran Hanh's wingman Pham Giay went down and was killed.[21] No other U.S. airmen reported any confirmed aerial kills during the air battle; Tran Hanh stated that three of his accompanying MiG-17s had been shot down by the opposing USAF fighters.[22]
Three F-100s from the MiGCAP, piloted by LtCol Emmett L. Hays, Capt Keith B. Connolly,[19] and Capt Donald W. Kilgus, all from the 416th TFS, had engaged the MiG-17s.[23] The four attacking MiGs from the 921st FR were flown by Flight Leader Tran Hanh, Wingman Pham Giay, Le Minh Huan and Tran Nguyen Nam.[24] Flight Leader Tran Hanh was the only Vietnamese survivor from the air battle and believed that the others in his flight were "... shot down by the F-105s."[22] Based upon the report, the USAF F-100s could have been mistaken for F-105s, and the loss of three MiG-17s was attributed to Super Sabres,[17] the first aerial victories of any American aircraft in the war. The F-100s themselves would never again encounter MiGs, being relegated toclose air support. They were replaced in the MiGCAP role by faster and longer range but less manoeuvrableMcDonnell Douglas F-4 Phantoms.
USAF Chief of Staff GeneralJohn P. McConnell was "hopping mad" to hear that two Mach-2-class F-105s had been shot down by Korean War-era subsonic North Vietnamese MiG-17s.[25]
In 1965, the NVAF had only 36 MiG-17s and a similar number of qualified pilots, which increased to 180 MiGs and 72 pilots by 1968. The Americans had at least 200 USAF F-4s and 140 USAF F-105s, plus at least 100 U.S. Navy aircraft (F-8s, A-4s and F-4s) which operated from the aircraft carriers in the Gulf of Tonkin, plus scores of other support aircraft. The Americans had a multiple numerical advantage.[26]
The MiG-17 was the primary interceptor of the fledgling VPAF in 1965, responsible for their first aerial victories and seeing extensive service during the Vietnam War. Some North Vietnamese pilots preferred the MiG-17 over the MiG-21 because it was more agile, though not as fast; three of the 16 VPAFAces of the war (credited with shooting down five or more opposing aircraft) were from MiG-17s. Those were:Nguyen Van Bay (seven victories), Luu Huy Chao and Le Hai (both with six).[27] The rest gained ace status in MiG-21s.
MiG-17/J-5 aerial combat victories in the Vietnam War 1965–1972
The VPAF made no distinction between their MiG-17s and J-5s.[30] Both mounted two 23 mm and one 37 mm cannons with enough ammunition for 5 seconds of continuous firing for all three guns. However the MiG-17 guns at a range of 1,500 m (5,000 ft) and with a two-second burst could strike an American jet with nearly 23 kg (50 lb) of metal. This contrasted to a two-second burst from USM61 Vulcan andColt Mk 12 cannon 20 mm cannons which hit with an approximate 27 and 16 kg (60 and 35 lb) of metal respectively.[31]
Luu Huy Chao andLe Hai,VPAF MIG 17 pilots, each credited with six aerial combat victories against U.S. planes in the skies over North Vietnam.
VPAF flew their interceptors with guidance from ground controllers, who directed the MiGs to ambush American formations. The MIGs made fast attacks against US formations from several directions (usually the MiG-17s performed head-on attacks and the MiG-21s attacked from the rear). After shooting down a few American planes and forcing some of the F-105s to drop their bombs prematurely, the MiGs did not wait for retaliation, but disengaged rapidly. This "guerrilla warfare in the air" proved very successful.[32]
The MiG-17 was not originally designed to function as a fighter-bomber, but in 1971 Hanoi directed that United States Navy warships were to be attacked by elements of the VPAF. This would require the MiG-17 to be fitted with bomb mountings and release mechanisms. Chief Engineer of the VPAF ground crews, Truong Khanh Chau,[33] was tasked with the mission of modifying two MiG-17s for the ground attack role; after three months of work, the two jets were ready. On 19 April 1972, two pilots from the 923rd FR took their bomb laden MiG-17s and attacked the U.S. NavydestroyerUSS Higbee andlight cruiserUSS Oklahoma City. Each MiG was armed with two 250 kg (550 lb) bombs. Pilot Le Xuan Di managed to hit the destroyer's aft 5" (127 mm) gun mount, destroying it, but inflicting no fatalities, as the crewmen had vacated the turret earlier due to a malfunction with the gun system.[34]
From 1965 to 1972, MiG-17s from the VPAF 921st and 923rd FRs would claim 71 aerial victories against U.S. aircraft: 11 Crusaders, 16 F-105 Thunderchiefs, 32 F-4 Phantom IIs, two A-4 Skyhawks, seven A-1 Skyraiders, oneC-47 cargo/transport aircraft, oneSikorsky CH-3C helicopter and oneRyan Firebee UAV,[35] while VPAF lost 63 MiG-17s in air combat.[36] According to Russian sources, from 1965 to 1972, MiG-17s from the VPAF shot down 143 enemy aircraft and helicopters, while VPAF lost 75 MiG-17s through all causes and 49 pilots were killed.[37]
The American fighter community was shocked in 1965 when elderly, subsonic MiG-17s downed sophisticatedMach-2-class F-105 Thunderchief fighter-bombers over North Vietnam. As a result of these experiences the U.S. Air Force initiated project "Feather Duster" aimed at developing tactics that would enable the heavier American fighters to deal with smaller and more agile opponents like the MiG-17. To simulate the MiG-17 the U.S. Air Force chose the F-86H Sabre. One pilot who participated in the project remarked that "In any envelope except nose down and full throttle", either the F-100 or F-105 was inferior to the F-86H in a dogfight.[38][39] The project was generally successful in that the resulting tactics effectively minimized the disadvantages of the F-105, F-100 and other heavy American fighters while minimising the advantages of slower but more manoeuvrable fighters such as the F-86 and the MiG-17.[39]
During the Vietnamese invasion ofDemocratic Kampuchea in January 1979, the recently unified Vietnamese People's Air Force reportedly conducted airstrikes against Cambodian positions with Chinese-suppliedShenyang F-5s alongside US-made aircraft captured from the formerSouth Vietnam Air Force.[40]
Twenty countries flew MiG-17s. The MiG-17 became a standard fighter in allWarsaw Pact countries in the late 1950s and early 1960s. They were also bought by many other countries, mainly in Africa and Asia, that were neutrally aligned or allied with the USSR. The MiG-17 still flies today in the air forces of Democratic Republic of the Congo, Guinea, Mali, Madagascar, Sudan, and Tanzania, and by extension through the Shenyang J-5, North Korea. JJ-5s trainers are still in limited use in China as well.
An Egyptian MiG-17 A Syrian MiG-17 inBetzet at a landing strip in 1968. The aircraft was sent to be evaluated at Have Drill.
TheEgyptian Air Force received its first MiG-17s in 1956, deploying them against the Israeli invasion of theSinai during the early stages of theSuez Crisis. When Britain and France launched air attacks against Egyptian air bases on 1 November 1956, Egyptian presidentGamal Abdel Nasser ordered the Egyptian Air Force not to oppose the Anglo-French air strikes, and where possible to evacuate its aircraft toSyria or Saudi Arabia, so while Egypt lost large numbers of aircraft, including MiG-17s, losses of pilots were relatively low. The losses were quickly replaced after the end of the war, and by June 1957 Egypt had about 100 MiG-17s.[41][42]> Syria also operated the MiG-17, receiving 60 MiG-17Fs in 1957.[42] The two air forces gradually switched the MiG-17 to ground-attack duties in the early 1960s, as the MiG-21 supplanted it in the interceptor role.[42] From 1962, Egyptian forces became involved in theNorth Yemen Civil War, supporting therepublican government, with Egyptian MiG-17s flying ground attack operations.[43]
The MiG-17 formed a major part of the Arab air strength during theSix-Day War in June 1967.[44][45] The war started with amassive airstrike by Israel against Egyptian, Jordanian, Syrian and Iraqi airbases, with more than 150 Egyptian aircraft destroyed or damaged. Egypt's surviving MiG-17s were heavily deployed in ground attacks against Israeli forces in the Sinai.[44][46] The Soviet Union again replaced Egypt's losses after the war, and Egypt was soon involved in theWar of Attrition, a sustained series of armed clashes on and over Sinai, with Egypt's MiG-17s continuing to be used in the ground attack role. While the MiG-17 was slower and shorter-ranged than theSukhoi Su-7 that was the other main component of Egypt's ground-attack forces, the MiG-17 was more manoeuvrable and sustained lower losses.[47] From 1970, Egypt deployed detachments of MiG-17s to Sudan to support government forces during theFirst Sudanese Civil War.[48] The MiG-17 continued in use in theYom Kippur War. MiG-17s were used during theOfira Air Battle by Egypt. Egyptian and Syrian MiG-17s retired shortly after these wars.
At least 24 of them served with theNigerian Air Force and were flown by a mixed group of Nigerian andmercenary pilots from East Germany, Soviet Union, South Africa, the United Kingdom, and Australia during the 1967–70Nigerian Civil War.
DuringOperation Green Sea, the Portuguese attempted to destroy theGuinean Air Force MiG-17s on the ground since tests revelead that theirFiat G.91s (with or withoutAIM-9 Sidewinder missiles) were outclassed by the MiG, but the Guineans relocated their aircraft toLabé two days earlier. Nearly seven hours after the raid inConakry a single MiG-17F appeared over the port, but instead of attacking the Portuguese flotilla, it misidentified and strafed the Cuban freighterConrado Benitez. Despite the poor performance of the Guinean Air Force, their MiG fleet remained a concern for the Portuguese commanderAntónio de Spínola.[49]
Indonesian Air Force received up to 65[50] MiG-17 in 1959,[51] consisted of Chinese-builtShenyang Type 56 and Polish-built Lim-5 and Lim-5P.[50] On 9 March 1960,an Indonesian Air Force pilot affiliated with thePermesta movement strafed several strategic locations in the capitalJakarta, including thepresidential palace, using a MiG-17 with tail number "F-1112".[52][53] During theOperation Trikora in 1961–1962, MiG-17s were deployed to the frontline airfields ofAmahai,Morotai and Letfuan in eastern Indonesia to provide air cover against potential attack by the Dutch. The deterioration of relationships with Eastern Bloc countries following the30 September Movement in 1965 and its subsequentanti-communist purge caused the Indonesian MiG-17 fleet to suffer maintenance problems due to lack of spare parts and support from foreign expert technicians. The MiG-17 along with most Eastern Bloc type aircraft still in Indonesian service were grounded in 1970.[51] Two Lim-5 were sold to the United States in early 1970s and used by the USAF's4477th Test and Evaluation Squadron.[54]
Four were hurriedly supplied by the USSR toSri Lanka during the1971 insurgency and were used for bombing and ground attack in the brief insurgency.
Two 64th Fighter Weapons Squadron F-5s with a 4477th TEF MiG-17 (leading) and MiG-21 (trailing) in 1979. Note theTactical Air Command badge applied to the vertical fin of the MiG-21 on the right.
A number of U.S. federal agencies undertook a program atGroom Lake to evaluate the MiG-17 to help fight the Vietnam War, as the kill ratio against North Vietnamese MiG-17s and MiG-21s was only 2:1. The program was code-namedHAVE DRILL (see alsoHave Doughnut), involving trials of two ex-Syrian MiG-17F Frescos, acquired and provided by Israel, over the skies of Groom Lake.[55] These aircraft were given USAF designations and fake serial numbers so that they may be identified in DOD standard flight logs.
In addition to tracking the dog fights staged between the various MiG models against virtually every fighter in U.S. service, and against SAC's B-52 Stratofortresses and B-58 Hustlers to test the ability of the bombers’ countermeasures systems, they also performed radar cross-section and propulsion tests that contributed greatly to improvements in U.S. aerial performance in Vietnam.
Four privately owned MiG-17s flying in formation at EAA AirVenture 2024
According to theFederal Aviation Administration, there are 17 privately owned MiG-17s in the US.[56] Several MiG-17s have been seized due to questions over the legality of their import into the country.[57]
(Russian:И-330) Designation of theSamolyot SI prototypes.[58]
I-340
(Russian:И-340) SI-02 prototype modified to serve as a testbed for theMikulin AM-5 engine.[59] The original VK-1 engine was swapped out for two AM-5A engines; each delivering 2,000 kg (4,400 lb) of thrust. While the AM-5A lacked an afterburner, two AM-5As provided more combined thrust than the afterburning VK-1F fitted to the MiG-17F, while weighing 88 kg (194 lb) less than the latter engine. However, this was not enough to meet the design specifications set by theCouncil of Ministers for the engine. This ledAleksandr Mikulin to develop the afterburning AM-5F, which was subsequently tested on the I-340. This new engine still did not meet expectations, leading to the development of the AM-9 (later redesignatedTumansky RD-9B).[60] Research conducted by the I-340 led to the development of theMikoyan-Gurevich MiG-19.[59]
(Russian:МиГ-17) First production fighter variant based on the SI-02 prototype, originally powered by aKlimov VK-1 engine delivering 2,700 kg (6,000 lb) of thrust.[61][62] Numerous changes were introduced along the production line:
In September 1952, the area of the airbrakes was slightly increased.[62]
A one-piece canopy was developed to improve visibility.[62]
MiG-17A
(Russian:МиГ-17А) Improved MiG-17 powered by VK-1A engine, which offered similar power to the VK-1 but had a higher lifespan.[61][62][63]
(Russian:МиГ-17П) All-weather fighter variant with a VK-1A engine, an RP-1Izumrud radar mounted on the air intake, armed with either three or (possibly more commonly) twoNudelman-Rikhter NR-23 autocannons, and airbrakes enlarged by 0.97 m2 (10.4 sq ft). The MiG-17P was the first Soviet radar-equipped interceptor to enter service, though due to poor forward visibility on landing, it was only flown by above average pilots.[64][65]
MiG-17F
(Russian:МиГ-17Ф) Improved fighter variant powered by an afterburning VK-1F engine, which delivered 2,600 kg (5,700 lb) of dry thrust or 3,380 kg (7,450 lb) with the afterburner. The new engine required numerous modifications to the original MiG-17 aircraft, including redesigning the rear fuselage and airbrakes. Armament remained the same as the MiG-17, while the MiG-17F was fitted with an ASP-4NM gunsight, an FKP-2 monitoring camera, and an RSIU-4VVHF radio.[66] Numerous changes were introduced throughout the production run:
From somewhere between aircraft 10–96onward, the MiG-17F were fitted with a negative-G fuel collector tank.[66]
From roughly aircraft 50 onward, a cold-air unit with automatic temperature control was added to the cockpit and the PPK-1G-suit was made standard. The aircraft was also fitted with an improved nose-gear unit with an emergency extension system, GA-13M/3 automatic hydraulic control valve on the afterburner nozzle, and improved seat stabilization with a faceblind.[66]
Aircraft serial number 414351 onward featured an SRD-1 radar ranger linked to the gunsight and aSirena-2 radar warning receiver.[66]
MiG-17R
(Russian:МиГ-17Р) Proposed production version of the SR-2 prototype. Not built.[67]
MiG-17F
(Russian:МиГ-17Ф)Foto (Photo) orFotografia (Photograph), reconnaissance variant of the similarly-designated MiG-17F fighter fitted with the nose of the SR-2 prototype, which mounted a camera under the cockpit and an armament of two NR-23 autocannons; one on each side.[67][68]
Izumrud radar on a Hungarian MiG-17PF.
MiG-17PF
(Russian:МиГ-17ПФ) Improved MiG-17P with the VK-1F engine and rear fuselage of the MiG-17F, an upgraded GSR-6000 electric generator, an SRD-1M radar ranger linked to the gunsight, aSirena-2 radar warning receiver, and an NI-50B ground position indicator. Starting with the 25th aircraft of the sixth series, the RP-1Izumrud radar was replaced with the RP-5Izumrud.[69]
MiG-17PFU
(Russian:МиГ-17ПФУ) Missile-armed variant of the MiG-17PF based on the SP-6 prototype with an RP-1UIzumrud radar and four APU-4 launch rails forK-5 air-to-air missiles. In addition to the K-5, the launch rails were compatible with the unguidedARS-190 andARS-212M rockets. Unlike the prototype, the production MiG-17PFU was powered by a VK-1F engine and lacked gun armament. In addition to new builds, some MiG-17PFs were upgraded to MiG-17PFU standard. By 1957, the MiG-17PFU had been upgraded with an RP-2UIzumrud-2 radar and K-5M missiles.[70] Alternatively known as theMiG-17PM.[71]
MiG-17NBU
(Russian:МиГ-17НБУ) Testbed for an "irreversible" fully-powered flight system.[72]
MiG-17GU
(Russian:МиГ-17ГУ) Either a testbed similar to the MiG-17NBU or an alternative designation for the latter.[72]
(Russian:Самолёт СИ-1) First prototype converted from aMiG-15bis. This aircraft was never flown and was instead used as a static-test airframe.[73]
Samolyot SI-2
(Russian:Самолёт СИ-2) Second prototype converted from a MiG-15bis.[73] Changes from the MiG-15 included an entirely new wing with a 45° inboard leading edge sweep, a 42° outboard sweep, increased wing area andanhedral, sixwing fences, a thinner airfoil (TsAGI S-12s at the root and TsAGI SR-11 at the tip), a lengthened fuselage, and an increased airbrake area of 1.76 m2 (18.9 sq ft). Armament was unchanged, consisting of a single N-37D autocannon with 42 rounds and two NR-23 autocannons with 80 rounds each. Avionics included an RSIU-3Klen VHF radio, an SRO-1Bariy-MIFF transponder, an OSP-48lnstrument landing system with an ARK-5Amurdirection finder, an MRP-48Khrizantema marker receiver, and an RV-2Kristallradio altimeter.[62]
(Russian:Самолёт СИ-02) Third prototype converted from a MiG-15bis. This prototype differed from the SI-2 primarily in the correction of the faulty elevator circuit that led to the loss of the latter.[74] Flight testing of the SI-02 proved satisfactory, and the aircraft was ordered into production as the MiG-17.[62] This aircraft was later modified into the I-340 (Samolyot SM-1) prototype.[59] Not to be confused with the SI-2.
Samolyot SI-01
(Russian:Самолёт СИ-01) Fourth prototype converted from a MiG-15bis.[74] While construction of this prototype started before the SI-02, production issued led to the SI-01's completion being delayed until after the latter.[62] Not to be confused with the SI-1.
Samolyot SI
(Russian:Самолёт СИ) OKB designation of the production MiG-17, based on the SI-02 and SI-01 prototypes.[61]
Samolyot SI-05
(Russian:Самолёт СИ-05) Testbed for weapons systems.[75]
Samolyot SI-07
(Russian:Самолёт СИ-07) Testbed for weapons systems.[75]
(Russian:Самолёт СИ-16) Testbed for the 57 mmN-57 autocannon, which replaced the N-37D on the right side.[77] The SI-16 was also used to test rockets fired from short pods.[75]
Samolyot SI-19
(Russian:Самолёт СИ-19) Testbed for theTRS-190 rocket on modified APU-4 pylons.[77] The SI-19 was also used to test rockets fired from short pods.[75]
Samolyot SI-21
(Russian:Самолёт СИ-21) Testbed for weapons systems.[75]
Samolyot SI-21m
(Russian:Самолёт СИ-21м) Testbed for weapons systems.[75]
Samolyot SI-91
(Russian:Самолёт СИ-91) Testbed for weapons systems.[75]
SamolyotSP-2
(Russian:Самолёт СП-2) Experimental variant with an afterburning VK-1F engine and aKorshun interception radar. The SP-2 was also fitted with an S-13 camera on the right side of the nose. The N-37D cannon was removed, while ammo capacity for the NR-23 autocannons was increased to 120 rounds per gun. Capacity of the fuel tank under the jetpipe was increased to 195 L (52 US gal) to balance the increased weight of the nose.[78] Flight testing revealed that while the SP-2 met the performance targets requested by the Council of Ministers, it did not offer much of an improvement over the existing MiG-17F. The tests also found that pilots had difficulty reading data from theKorshun radar, which also suffered from poor reliability. Due in part to these reasons, the SP-2 program was terminated.[79] Not to be confused with theMiG-15 variant of the same name.
Samolyot SP-7
(Russian:Самолёт СП-7) Prototype of the MiG-17P converted from a single MiG-17 with a VK-1A engine, an RP-1Izumrud radar installation similar toSamolyot SP-5, and armed with three NR-23 autocannons with 100 rounds each. The SP-7 lacked the enlarged airbrakes of the production MiG-17P.[64]
Samolyot SP-7F
(Russian:Самолёт СП-7Ф) Prototype of the MiG-17PF with the VK-1F engine and rear fuselage of the MiG-17F, an upgraded GSR-6000 electric generator, an SRD-1M radar ranger linked to the gunsight, and aSirena-2 radar warning receiver. The prototype lacked the NI-50B ground position indicator that became standard on production aircraft.[69]
Samolyot SP-6
(Russian:Самолёт СП-6) Prototype of the MiG-17PFU with an RP-1UIzumrud radar and four APU-4 launch rails for K-5 air-to-air missiles. Unlike the production MiG-17PFU, the SP-6 was powered by a VK-1A engine and had a single NR-23 autocannon mounted on the right side of the nose.[70]
Samolyot SP-8
(Russian:Самолёт СП-8) Testbed for theSRD-3Grad radar ranger,Sneghead-up display. Though theGrad andSneg systems themselves were not fitted to production aircraft, the tests resulted in many MiG-17s being retrofitted with ASP-4NM gunsights withKvant radar rangers.[77]
Samolyot SP-9
(Russian:Самолёт СП-9) Testbed for the RP-2UIzumrud-2 radar and the K-5M missile.[77] The SP-9 was also used to test rocket pods attached under long pylons, with a ZP-6-Sh system to automatically fire the rockets in sequence. This aircraft had no guns.[75]
Samolyot SP-10
(Russian:Самолёт СП-10) MiG-17PF converted to a testbed for a pair of unidentified twin-barrel 23 mm guns and theARS-57 rocket.[77][80]
Samolyot SR-2
(Russian:Самолёт СР-2) Prototype for a reconnaissance version of the MiG-17F with a redesigned forward fuselage mounting either an AFA-BA-21S or AFA-BA-40R camera under the cockpit and an armament of two NR-23 autocannons; one on each side. The pilot was equipped with an MAG-9 voice recorder, and the hydraulic elevator control was replaced with a servo. The aircraft was also powered by the experimentalKlimov VK-5F engine with 3,000 kg (6,600 lb) of dry thrust and 3,850 kg (8,490 lb) afterburning thrust. While the Soviet Air Force was satisfied with the prototype's performance, it recommended that a production derivative be fitted with the original VK-1F engine due to the KV-5F's small increase in performance.[67][68]
Samolyot SR-2s
(Russian:Самолёт СР-2с) OKB designation for the reconnaissance MiG-17F. Essentially a MiG-17F fighter with the nose of the SR-2.[67]
Samolyot SF
(Russian:Самолёт СФ) OKB designation of the MiG-17F fighter.[66]
SamolyotSM-1
(Russian:Самолёт СМ-1) OKB designation of the I-340 prototype.[59]
Samolyot SN
(Russian:Самолёт СН) Experimental variant powered by a VK-1A engine with a redesigned nose with twin side intakes and an SV-25 armament installation, allowing three 23 mmTKB-495 autocannons to pivot to engage ground targets. The canopy was also modified to improve the pilot's field of view. Flight testing revealed poor performance, and the armament installation was described as "useless" as firing the guns in a tight turn would throw the aircraft off target.[81]
For the Polish attack variant of the MiG-17, seePZL-Mielec Lim-6.
Lim-5
Licensed production of the MiG-17F byPZL Mielec in Poland, powered by a Lis-5 engine (licensed VK-1F). Two prototypes and 222 production aircraft were built.[84]
CM-I
Version of the Lim-5 developed with improvedSTOL performance. The aircraft was fitted with a Type SRJATO rocket and a Type SH-19 drogue parachute.[84]
CM-II
Parallel development of the CM-I intended for operations from unpaved runways. Changes from the Lim-5 include redesigned main landing gear with low-pressure tires. The inboard wing was extended forward to accommodate the greater retracted landing gear depth while also maintaining the thickness/chord ratio, and a large wing fence was added between the inner and outer wing surfaces. The rear fuselage tanks were enlarged for balance, and the plumbing for external fuel tanks was removed from the outer wing pylons, which could now carry only weapons. Two prototypes were built.[85]
Lim-5M
Production variant of the CM-II. 60 built. The aircraft suffered from poor handling at high speeds, and all surviving aircraft were eventually converted toLim-6bis standard.[85]
Lim-5P
Licensed production of the MiG-17P with no modifications. 129 built.[86]
Lim-5MR
Proposed reconnaissance variant with an increased wingspan and wingtip pods for either AFA-39, AFA-BA/40R, AFA-BA/21S, or AFP-21 cameras. Not built.[86]
MiG-17F fighters converted in 1973 with underwing pylons forMARS-2 rocket pods, an RV-UM radio altimeter, an ASP-4NM, and other avionics changes. These conversions used parts supplied from Poland.[88]
Royal Cambodian Air Force – 16 aircraft, including five MiG-17s and 11Shenyang J-5s were received from the Soviet Union and China in 1967–1968, later all were destroyed on the ground in 1971.[100]
People's Liberation Army Air Force[101] – They were operated under the designationJ-4 against MiG-17s provided by the Soviet Union, until they were replaced by the J-5, a license-built version of the MiG-17, at which point they were discontinued.
Formerly used for evaluation in theUnited States Air Force, however in January 2014 a camouflaged example was seen operating near Edwards AFB, possibly as a training vehicle at the USAF Test Pilot School where MiG-15s are routinely operated.
Twin 23 mmNudelman-Rikhter NR-23 cannon winched down from the nose of a Polish-built Lim-6 (MiG-17F; a third 37 mmNudelman N-37 cannon was also fitted.
Data from Combat Aircraft since 1945,[126] MiG: Fifty Years of Secret Aircraft Design[127]
^abSubroto, Hendro (2005).Operasi Udara di Timor Timur [Air Operations in East Timor] (in Indonesian). Jakarta: Pustaka Sinar Harapan. p. 7.ISBN979-416-837-8.
^abAdrian, Beny (2011). "MiG Family".Angkasa Edisi Koleksi. Pesawat Kombatan TNI-AU 1946-2011: Dari Legenda Churen Hingga Kedigdayaan Flanker (in Indonesian). No. 72. PT Mediarona Dirgantara. p. 34-38.
^"Registry: MiG-17".Federal Aviation Administration. Retrieved16 November 2022.
^Vasconcelos, Miguel. Civil Airworthiness Certification: Former Military High-Performance Aircraft (Report). United States Department of Transportation, Federal Aviation Administration. p. 3–10.
^Müller, Lukas (2020).Wings over the Hindu Kush: Air Forces, Aircraft and Air Warfare of Afghanistan, 1989-2001. Helion and Company. p. 8.ISBN978-1913118662.
Anderton, David A. (1987).North American F-100 Super Sabre. Oxford, UK: Osprey Publishing Limited.ISBN0-85045-662-2.
Belyakov, R. A.; Marmain, J. (1994).MiG: Fifty Years of Secret Aircraft Design. Shrewsbury, UK: Airlife Publishing.ISBN1-85310-488-4.
Butowski, Piotr; Miller, Jay (1991).OKB MiG: A History of the Design Bureau and its Aircraft. Leicester, UK: Midland Counties Publications.ISBN0-904597-80-6.
Conboy, Kenneth (1989).The War in Cambodia 1970–75. Men-at-Arms. Oxford, UK: Osprey Publishing Ltd.ISBN0-85045-851-X.
Cooper, Tom (2017).Hot Skies Over Yemen, Volume 1: Aerial Warfare Over the South Arabian Peninsula, 1962–1994. Solihull, UK: Helion & Company Publishing.ISBN978-1-912174-23-2.
Crosby, Francis (2002).Fighter Aircraft. London: Lorenz Books.ISBN0-7548-0990-0.
Davies, Peter E. (2003).North American F-100 Super Sabre. Ramsbury, Wiltshire, UK: The Crowood Press.ISBN1-86126-577-8.
Gordon, Yefim (2002).Mikoyan-Gurevich MiG-17: The Soviet Union's Jet Fighter of the Fifties. Hinckley, UK: Midland Publishing.ISBN1-85780-107-5.
Gunston, Bill (1995).The Osprey Encyclopedia of Russian Aircraft 1875–1995. London: Osprey.ISBN1-85532-405-9.
Gunston, Bill; Gordon, Yefim (1998).MiG Aircraft since 1937. United Kingdom: Putnam Aeronautical Books.ISBN1-55750-541-1.
Hobson, Chris (2001).Vietnam Air Losses: United States Air Force, Navy and Marine Corps Fixed-Wing Aircraft Losses in Southeast Asia 1961–1973. England: Midland Publishing.ISBN978-1-85780-115-6.
Koenig, William; Peter Scofield (1983).Soviet Military Power. Greenwich, Connecticut: Bison Books.ISBN0-86124-127-4.
Michel, Marshall L. III (2007).Clashes: Air Combat Over North Vietnam 1965–1972 (1st ed. 1997 ed.). Annapolis, Maryland, USA: Naval Institute Press.ISBN1-59114-519-8.
Nicolle, David (November–December 1995). "Bearing the Brunt: Thirty Years of MiG-17 Service with the Egyptian and Syrian Air Forces".Air Enthusiast. No. 60. pp. 12–27.ISSN0143-5450.
Olynyk, Frank (1999).US Post World War 2 Victory Credits. Self-published.
Olds, Christina; Rasimus, Ed (2010).Fighter Pilot: Robin Olds, Memoirs of Legendary Ace Robin Olds. New York: St. Martin's Griffin.ISBN978-0-312-56023-2.
"Pentagon Over the Islands: The Thirty-Year History of Indonesian Military Aviation".Air Enthusiast Quarterly (2):154–162.ISSN0143-5450.
Robinson, Anthony (1985).Soviet Air Power. London: Bison Books.ISBN0-86124-180-0.
Sweetman, Bill (1984).Modern Fighting Aircraft: Volume 9: MiGs. New York: Arco Publishing.ISBN978-0-668-06493-4.
Sweetman, Bill; Gunston, Bill (1978).Soviet Air Power: An Illustrated Encyclopedia of the Warsaw Pact Air Forces Today. London: Salamander Books.ISBN0-517-24948-0.
Toperczer, István (2001).MiG-17 and MiG-19 Units of the Vietnam War. Osprey Combat Aircraft. Oxford, UK: Osprey Publishing Limited.ISBN978-1-84176-162-6.
Wilson, Stewart (2000).Combat Aircraft since 1945. Fyshwick, Australia: Aerospace Publications.ISBN1-875671-50-1.
.jpg)
.jpg)
.jpg)
.jpg)
