Mikoyan MIG-19[Aviation] - [4+ Publication]

8/13/2019 Mikoyan MIG-19[Aviation] - [4+ Publication]

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publication

M i G - 1 9D a y I n t e r c e p t o r & T w o - s e a t v a r i a n t s

M iG-19, S, SV, S-10 5,S h e n y a n g J - 6 / F - 6 , J Z - 6 , J J - 6 / F T - 6J-6I , I I & III


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[M i G - 1 9

Day Interceptor & Two-seat varian

MiC-19, S,SV, S-105,

Shenyang J-6/F-6, JZ-6, JJ-S/FT-6

J-6I. II & III

ACKNOWLEDGEMENTSThe publishers gratefully acknowledge the co-operation of:Eddy de Kruijff, Josef Faul and Zdenek ProchazkaA sincere word of thanks is also extended to:Jozef Andal, Miroslav Balous, Miroslav Bily, Radko Bohdalek, Stephan Boshniakov, Thomas Bufimann,Piotr Butowski, Jaroslav Farkas,Yefim Gordon, Martin Janousek, Michael Janousek, Miroslav Khol, Jr.,Bohumir Kudlicka, David Nicolle, Jaroslav Matoulek, Ivo Pavlovsky, Sergei Popsuyevich, Stanislav Skala,Vaclav Sorel, Petr Soukop, Hans-Heiri Stapfer, Eduard Stehlik, Stanislav Stepanek +, Andy Sun, Pavel Tyc,Jiri Vlach, Mirostaw Wasielewski, Leon Wong, Andrei Zinchuk.A special thanks is also expressed to:Air Commodore Shahid Nisar Khan, Samungli Base Commander, and Wing Commander A. Nawaz Khan,Pakistan Air Force HQ.

SOURCESYefim Gordon collection, Prague-Kbely Aviation Museum, China Aviation Museum Changping (Beijing),Samungli AB, Flugplatzmuseum Cottbus archive, Aviation Museum at Khodynka airfield (Moscow),MARK I archive

Front cover photo:An unidentified Czechoslovak S-105(MiG-19S) Farmer C, of the Sth Fighter

Regiment, lands at its home base atLine, southwest of Pilsen. Redformation keeping/aligning stripespainted on the wing fences and belowthe cockpit canopy, and the lack ofwing-mounted cannons suggest it wastaking part in one of the military airparades organized in the mid-sixties.

Photo Zdenek Prochazka collection viaPetr Soukop

Rear cover photo:An unusually Yellow-coded MiG-19SFarmer C converted into a weaponstest-bed for the K-13 (AA-2 Atoll) air-to-air missile. Designated the SM-9/3T,it was thoroughly tested and flownbetween 11 February and 3 March 1959.

Photo Yefim Gordon collection

COPYRIGHT 2003 by 4+ Publishing Co.All rights reserved. No part of this publication may be reproduced nor copied in any form electronic,electrical, chemical, mechanical, optical, photocopying or otherwise, without prior written permission

of the publishers. It is forbidden to use any part of this publication on websites.

THE AUTHORS' WORDDear reader,Thank you for your buying another publication with the 4+ trademark. This publication is devoted to the firstSoviet production fighter capable of attaining supersonic speed in level flight. It quickly became the true ColdWar warrior, equipping a number of the air forces of former Warsaw Pact countries. It was also licence-builtin Czechoslovakia and China, with the latter's product still flying at the turn of this century. The first volume,now in your hands, deals with the day fighter models only while the second, due to be published soon, willdescri be the radar-equipped versions. We hope this publication will satisfy your interest in this typeof aeroplane.

4+ publications already published:

4+001 MiG-21 Fishbed (out of print)4+002 Su-22 Fitter (out of print)4+003 Mi-24 Hind (out of print)4+004 MiG-23 Flogger Fighter variants (out of print)4+005 MiG-29 Fulcrum4+006 Su-25 Frogfoot (out of print)4+007 MiG-15 Fagot4+008 Westland Wessex (out of print)4+009 Westland Lysander4+010 Hawker Tempest4+011 Hawker Sea Hawk4+012 Miles Magister

4+013 Fairey Fulmar4+014 Westland Whirlwind Fighter/Fighter-Bomber4+015 Vickers-Armstrongs Wellington Medium Bomber variants4+016 Westland Wyvern

MiG-19 Farmer Day Interceptor & Two-seat variants publication, 4+017Authors of the text - the history and summary, technical description, armament and equipment, coloursand markings - Ivo Pavlovsky, Michal Ovcacik, Karel SusaPhoto captions - Michal Ovcacik, Karel SusaPhotos (unless otherwise stated) - Michal Ovcacik, Karel Susa, MARK I archivePlans and drawings - Michal Ovcacik, Karel Susa, MARK I archiveCamouflage drawings - MARK ILitho - Art-D, Graficky atelier Cerny Ltd., Prague 10, Czech RepublicPrinted by TRICO Ltd., Prague 7, Czech Republic

If not available in your area and/or for moreinformation on 4+ publications, write to:

MARK I Ltd.POBoxlO100 31 Prague 10 - StrasniceCZECH REPUBLIC

4+ is a registered trademark

Published by 4+ Publishing Co., PO Box 10, 100 31 Prague 10 - Strasnice, Czech Republic 4+ v.o.s., 1st edition, Prague 2003

You can also e-mail us at:marki (fficmail.cz

ISBN 80-900708-8-4


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A nice shot of the Czechoslovak-built S-105 Farmer C, seen on 15 October 1963 at Brno-Turany AB. The aeroplane is from the fifth production batch and sports a large fin fillet. Note the ground crewmember (seen lying behind the port underwing tank) closing the parachute bay doors.

MiG-19 Day Interceptor & Two-seat variants,the history and summary

In July 1950 the Supreme Council in Moscow conceived the requirements for a newfighter whose performance would substantially surpass those of the MiG-15 Fagot andMiG-17 Fresco fighters. One of the design offices charged to develop such an aero-plane was the famous Mikoyan Gurevich Design Bureau, headed by Artyom I. Mikoyan.The result of the development, which in general followed the lines of its predecessors,appeared as the MiG-19. The aircraft started to leave the production lines of the StateAircraft Factory at Gorkiy (GAZ No.21) in 1954 under the factory in-house designation"product 59" and a year later production was also launched at Novosibirsk (GAZNo.153, as product 25). In March 1955, the first unit of the WS (Soviet Air Force) atKubinka AB received their MiG-19s and on 3 July, a formation of 48 aeroplanes madea spectacular fly-past over Tushino, enabling Western intelligence to spot the modernfighter for the first time. Soon afterwards the MiG-19 received the NATO code nameFarmer A.The MiG-19 was the first Soviet combat aircraft capable of reaching and maintainingsupersonic speed in level flight. The definitive clear weather variant, the MiG-19S,meant a true leap forward in comparison to any other jet fighter of the time. In combatthe MiG-19S proved to be an excellent dog fighter, with exceptional manoeuvrability,high thrust-to-weight ratio, plus very good handling capabilities and speed.Production of the MiG-19 in the Soviet Union was rather short-lived and had ceased bythe late 1950s in favour of the more ad vanc ed MiG-21 Fishbe d. Although not wellreceived by Russian pilots and groundcrew, a new lease of life began in China, wherea remarkable quantity would be built during the following decades. Later, during itsoperational career and despit e lacking the sophistication of more moder n fighters, theday fighter variant of the MiG-19 appeared to be a forceful warplane.Yet today, almost50 years after the first airframe left the production line, the Chinese models remain inoperational service in China, Albania and Bangladesh.

Development and Soviet production1-340 (SM-1)was the first MiG-19 predecessor built in 1951 on the basis of the MiG-17F,with two Mikulin AM-5 axial-flow turbojets m ounted s ide-by- side in a new re ar fuselage.1-360 (SM-2/1, SM-2/2) followed in 1952 as a new mid-wing escort fighter design. Thefuselage, mounting two AM-5A engin es, was e xte nded by 1.6 m (5'3") while new wings,with a high-speed airfoil section, anhedral and boundary layer fences were optimisedfor supe rsonic flight. The 1-360 had a s wept-b ack fin and T-shaped tail. A more spaci ous

cockpit, with a reinforced bubble canopy, was fitted with an ejection seat and faceshield ejection actuator. The armament was changed from the MiG-17-style cannonpack to two separate 37mm N-37D guns in the wing roots. Two aeroplanes were builtand used for flight tests in the Zhukovskiy-based Flight Research Institute while thehird airframe was used for static tests. The SM-2/1 did not break the sound barrier inevel flight and r each ed a s pee d of M= 1.19 only in shallow dive. The SM-2/2 differed in

having larger air brakes and enlarged cannon muzzle brakes.

MiG-19 (SM-9/1, SM-9/2, products 59 and 25) was a new design with modifiedengines. The Mikulin OKB fitted their AM-9F turbojet (later re-designated the AM-9B)with an afterburner proportionally identical to the AM-5 unit. Its dry thrust was 25.5 kN(5,730 lb st) rising to 31.87 kN (7,165 lb st) in full afterburner. The main difference,compared to the SM-2, was an enlarged and reshaped fin and widened rear fuselage.The wings, with deep-chord fences, and fixed tailplanes were identical. The first flightof the SM-9/1 took place on 5 January 1954, closely followed by the second prototype.The SM-9/2 introduced a slab tailplane, mounted higher up on the fuselage, andfeatured a longer fuselage nose section, with reduced air intake diameter, larger nosewheel, ventral air brake, wing interceptors, cooling air scoops on the rear fuselage anda smaller rudder. No Pitot tubes were fitted and no armament was installed in the wing,although later three NR-23 cannons were added. During test flights the aircraft per-formed well, but it was sensitive to stick inputs during low speed pitch. The problemwas resolved with an ARU-2A automatic flight control unit controlling the stick forcesand stabilator deflection according to speed and altitude. Well before the end ofacceptance trials, on 17 February 1954, the Council of Ministers ordered mass produc-ion of the MiG-19.The product ion aircraft differed from the SM-9/1 in armame nt, which

comprised three 23mm NR-23 cannons instead of the former installation of one N-37Dand two NR-23 guns. The MiG-19s were also fitted with two underwing pylons forbombs or drop tanks, and a pair of removable pylons for unguided rockets aft of the

main undercar riage wells. O ther visible differences included a lack of gun muzzle blastshields, absence of Pitot tubes on the wing tips and a canopy without supportingframes. The MiG-19s possess ed several drawbacks , especially a tendency to blow up inmid-air, causing a fair degree of unpopularity amongst pilots. The MiG OKB identifiedthe problem as insufficient heat insulation of the rear fuselage fuel cells leading to over-heating and ensuing fuel explosion. Other improvements comprised redesigned airbrakes, which produced turbulence around the tailplane, and reshaping of the tailfairing behind the jet nozzles. The MiG-19 Farmer A entered service in large numbersduring 1956, pending the introduction of the definitive slab-tailed MiG-19S model.MiG-19S (SM-9/3, products 61 and 26).The protot ype first flew on 27 Novembe r 1955piloted by K. Kokkinaki. It had a short nose, with large intake similar to that on theSM-9/1, an all-movable tailplane, shorter rudder with trim tab, shallow fuselage spineand a lon g fin fillet. Three NR-30 cannons w ere inst alled, with two guns in the wing rootsand the third on the starboard side of the nose. The fuselage skin around the cannonmuzzles was protected by blast guards. Although both the SM-9/2 and SM-9/3 were lostduring tests, the latter demonstrated an excellent performance reaching the speedof M=1.46. The SM-9/3 was in fact a pattern for MiG-19S production superseding theoriginal"sans suffix" version. The armament of most MiG-19S fighters comprised NR-30cannons with muzzle br akes, although early production machines had unbraked NR-23guns with small blast shields. Additionally, modifications to the RD-9B engines, wheelbrakes, bra king chute and control system were incorporated. Unlike the MiG-19, the 'S'variant was equip ped with a third ventral air brake and spoilers below the wings; earlyMiG-19S's also had a short dorsal fin fillet. The KK-2 ejection seat was completed witha face curtain incorporated into the he adrest. During serial production the two pylonsfor ORO-57K pods were repositioned to the wing leading edge. On some aircraft theshort fin leading ed ge fillet receiv ed a small blis ter over an im proved ARU-3V automaticflight control unit, which was enclosed by a longer fin fillet on later machines. TheMiG-19S Farmer C was the most numerous version of the family, becoming the main-stay of Soviet fighter aviation of the fifties.

MiG-19 (SM-2A)was modi fied in 1955 to car ry four RO-70-5 pod s ea ch with five 70mm(2.75") ARS-70 unguided rockets. The aeroplane could carry either four pods or a com-bination of two pods and drop tanks. The trials proved satisfactory.MiG-19 (SM-2B, SM-2V, SM-21). The SM-2B was a MiG-19 modification fitted withORO-190K launchers for two or four TRS-190 unguided rockets. The aircraft was latermodified to carry two ARS-212M (S-21) rockets in APU-5 launchers. Re-designated theSM-2V it successfully passed state acceptance trials in 1957. The APU-5 launchers werealso experimentally installed outboard the fuel tank hardpoints and as such the aero-

plane was known as the SM-21.MiG-19 (SM-2G). A single aircraft was used in 1955-56 for flight tests with coupledlaunch tubes for ARS-160 unguided rockets.MiG-19 (SM-2D)was the modification, made in 1957, of the SM-2A enabling carriageof four 408/3 th ree- tube rocket po ds for ni ne 85mm (3.34") TRS-85 FFARs.MiG-19 (SM-2M)was a MiG-19S fitted with two APU-5M missile rails on Type 369-Shpylons for test launches of K-5M (RS-2US) radar-guided missiles. Such an arrangementwas later utilised on the MiG-19P Farmer B interceptors.MiG-19 (SM-21),with the wing cannons retained, was modified as a weapons test- bedfor the K-6 (AA-1 Alkali) radar-guided missiles. Live missile tests were conductedduring May - December 1956.MiG-19S (SM-9/3T). In February 1959 a MiG-19S was upgraded with outboard wingpylons and APU-26 rails for K-13 IR AAMs. Firing data recorders were installed in placeof the wing cannons. The programme was carried out successfully, with the missileshaving no adverse effect on handling.MiG-19S (SM-9/9)was a special variant tested in 1959. A BDZ-55T weapons pylon forcarrying a 244-N nuclear bomb was installed under the starboard wing near its root.Both the starboard wing and nose cannons were removed and an aerodynamic fairingwas added to the wing/fuselage joint and around the pylon itself. Dummy bombs weresuccessfully dropped both from level flight and during the toss-bombing manoeuvres.MiG-19SF(the 'F' denoting hi gh-performance). A certain num ber of MiG-19S fighterswere stripped of redundant on-board equipment to reduce weight and had the im-proved RD-9BF-1 or RD-9BF-2 engines fitted. These aircraft were later upgraded withoutb oard wi ng pylons for two R-3S (AA-2a Atoll) IR-guided AAMs.MiG-19SV (SM-9V) was a high-altitude interceptor developed to counteract high-flying spy planes and reconnaissance balloons intruding on Soviet territory. The MiGOKB decided to improve the climb and service ceiling of the basic MiG-19 by the


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installation of an upgraded RD-9BF engine (with raised turbine inlet temperature to730 C), removing the wing cannons, dismantling the armour plating and increasing thewing area by 2 m2 (21.5 sq ft). A 12 flap setting for use at heights above 15,000 m(49,212 ft) was proposed to improve the wing lift and manoeuvring at speeds belowMach 0.9. At first two MiG-19s were modified as prototypes in 1956, soon followed bysimilar conversion of another two MiG-19S. To save weight the RV-2 altimeter and br akechute were also removed and KT-61 wheels with disc brakes were fitted to shortenlanding runs. High-altitude missions also required more complex life support equip-ment in the form of a KKO-1 oxygen disp ense r and a VSS-04A pressu re suit. However,the suit proved to be cumbersome and poorly ventilated and therefore a new VKK-2 suitwas introduced, soon supplemented by a GSh pressurised helmet. This combinationallowed pilots to attain safe operational altitudes of 24,000 m (78,740 ft). ProductionMiG-19SV fighters did not have the larger-area wings and had its flaps setting reducedto 8. RD-9BF-1 engines were fitted to several 'SV aircraft whereas some other receivedan improved RD-9BF-2s, with thrust increased to 32.36 kN (7,277 lb st) in full afterburner.

A record altitude of 20,740 m (68,044 ft) was set on 6 December 1956 by the Nil WSpilot N. Korovushkin flying an SM-9V prototype, while a maximum speed of 1,572 km h V977 mph (or Mach 1.48) at 10,000 m (32,810 ft) was also reached during another flight.The MiG-19SVs were produced anew at the GAZ No.21 factory, with an unknownnumber of MiG-19S fighters also converted to the 'SV standard.MiG-19R (SM-9R, the 'R' for reconnaissance) was a modification of the MiG-19SV.A special mount with AFA-39 cameras was installed in the compartment substituting thenose-mounted cannon. The aeroplane was successfully tested at Nil WS and reported-ly produ ced only in limited numb ers by the GAZ No.21 factory.MiG-19M (M-19)was a supersonic remote-controlled target drone based on both theMiG-19 and MiG-19S fighters, which had been retired from the front-line service. Themodification comprised the removal of all superfluous equipment and installation ofradio guidance system antennae on the nose, fin top and below the wings.MiG-19SU (SM-50, the 'IT standing for booster) was a high-altitude interceptor fittedwith upgr aded RD-9BM engi nes, deliveri ng 31.58 kN (7,100 lb st), an d a U-19 liquid fuelbooster, with an SZ-20M rocket motor in a jettisonable underbelly fairing. Although theSM-50 did not pass the sta te acce ptanc e trials, a small batc h of five aircraft was produ cedin 1957 for training purposes including the GCI and high-altitude intercept methods.MiG-19S (SM-K/1, SM-K/2).Two series-built fighters were converted by the OKB-155

in 1957 to serve as test-beds for the guidance system of the K-10S (AS-2 Kipper) cruisemissile. The YeS guidance system was fitted and subordinated to the YeN target illumi-nation radar of the Tu-16K-10 missile carrier. YeS units and data recorder were installedin the fuselage, wing roots and in special under wing pods .

MiG-19S (SM-9K, SM-30/1, SM-30/2, SM-30M, also designated the MiG-19P). In1956 two fighters were converted for zero-length launches (ZELL) from a trailer, a systemto be used to defend remote areas of the Soviet Union. Structural modifications wereincorporated to the SM-30/1, and PRD-22R solid-fuel boosters were utilised. Thesecond prototype had a further reinforced fuselage to withstand the high G-forces inforce during take-off. In July 1957 the state acceptance trials began at the Nil WS andcontinued until November that year. Reportedly five aircraft and six launchers wereproduced, but due to the complex system and problems in finding suitable landingstrips in remote areas, the SM-30 programme was shelved. Within the SM-30 projectan unusual MiG-19SV, fitted with an arr este r hook, was us ed for short land ing trial s.MiG-19 (SM-9D, SM-10/1, SM-10/2).To extend the operational range of the MiG-19,in-flight refuelling was considered, with three aircraft converted in 1954 and 1955 byadding refuelling receptacles to the port wing tip. Flight tests using the Tu-16 asa tanker were conducted in March 1957, but the modification was not accepted.MiG-19 (SM-20/1, SM-20/2also known as theSM-20andSM-20P). In 1956 two aircraftwere use d as test-b eds for the Kh-20 (AS-3 Kangaroo) missile guid ance s ystem as part of

Tu-95K-20 weapons system development. The SM-20/1 acted as a remote-controlledsimulator while the SM-20/2 could be cont rolled either by the pilot or autopilot. After thecompletion of more than 150 test flights, the Kh-20 guid ance system was accept ed.Other various flying laboratories and test-beds were based on the MiG-19, but it is outof the scope of this publication to deal with all these minor alternative models.The MiG-19S Farmer Cs were supplied by the USSR only to three WarPac countries,Bulgaria (24 a/c), East Germany (12) and Czechoslovakia (13). Outside Europe theSoviet Union delivered a number MiG-19S to Afghanistan (18 a/c), the League of ArabNations (at least 80 a/c to Egypt a nd 40 to Syria), Indonesi a (at least 35), Iraq (15), NorthKorea (15) and North Vietnam (around 40) while other air forces around the world weresupplied by the Chinese.

Czechoslovak production and serviceIn 1953 the Czechoslovak Air Force was in need of supersonic fighters capable of inter-cepting high-flying intruders. The MiG-19S was chosen as the most suitable aeroplaneand an agreement on delivery of Farmers from the USSR and on licenced productionwas signed in July 1956. The first "pattern" aeroplane was delivered in May 1957,followed by 13 aircraft, in the form of CKD kits. Another batch of 12 MiG-19S's arrivedin crates at the end of 1957.The first aircraft, the '1006', flew on 6 February 1958. Due to

discrepancies between the documentation and pattern aircraft, licenced productionwas temporarily halted, but was resumed in 1959, when the first series of 6 aircraft,designated the S-105 ('S' standing for fighter), was completed. A total of 104 MiG-19S,

in 5 production batches, had been built at the Aero Vodochody plant by November1961; all of them were destined for the Czechoslovak AF. The engines, known as theM-09, were locally manufactured by Zavody J. Svermy, while overhauls were latercarried out by Aero and the Aircraft Repair Works at Prague-Kbely. The MiG-19Sfighters subsequently equ ipped eight fighter regiments, with the first aeroplanes goingto the 1st FR (1. sip) at Ce ske Budejovice and the 1 lth FR at Zatec.The last Farmer C wasremoved from service in June 1972.MiG-19SF (the 'F' denoting the photo reconnaissance, orMiG-19R).A single MiG-19S (c/n 850012) was modified for reconnaissance by the removal of the fuselagecannon, No.2 fuel tank and other equipment . Two camer a bays were provided, enablingthree different installations for vertical and oblique photography: either 3x AFP-21KT orAFPN-21B cameras, or 2x ShFP-21B, one AFP-12.5 and one AK-16 (or AFP-12.5), or twoAFPN-21B units. The aircraft was tested beginning from May 1959, but the project wascancelled in 1960.

Chinese production and exportThe MiG-19 licence programme in China was assigned to the Shenyang Aircraft Factory,by an agreement signed early in 1958. Initially MiG-19P Farmer Bs were to be manufac-tured under the designation J-6, but following unacceptable results, in terms of quality,production was halted an d revived only in 1961 using original Soviet documentation andtooling. The day fighter model was now used as the basis, without any designation change.Shenyang J-6 was based on the MiG-19SF, with deliveries beginning in December1961. During production the aircraft were upgraded with the installation of a brakingparachute in a bullet-shape fairing at the base of the fin, thus becoming the J-6C. Theexport aeroplanes, designated the F-6C, were fitted with a Martin-Baker ejection seatand Westernised avionics (aircraft for Pakistan and Egypt).

Shenyang J-6I was a high-altitude, day interceptor employing more powerful WP-6Aturbojets of 29.42 kN (6,610 lb) dry thrust and 36.77 kN (8,270 lb) in full afterburner,and featuring a larger wing. All surplus on-board equipment was removed, includingthe two wing cannons. The nose section was fitted with a sharp-tipped, fixed nose coneon a splitter plate.Shenyang J-6II was an improved variant of the J-6I, with a 30mm cannon on the star-board side and 23mm gun on port. It featured a MiG-19S-style nose mounted Pitot tubeand ventral placed braking parachute.

Shenyang J-6III was based on the J-6II, with upgraded gun armament of three 30mmType 30-1 cannons and relocated brake chute to the base of the rudder. Two upgradedWopen WP-6A turbojets were mounted.Shenyang JJ-6was a l ocally desi gne d two-seat trainer, first flown in November 1970. Itsforward-lengthened fuselage (by 0.33 m/l'l") accommodated a second (rear) seat forthe instructor, with the cockpit covered by a widened windshield and two separatecanopies, hing ed to the starboard. The armament consisted of a single 30mm cannon.The aircraft differed from the J-6C in having its internal fuel capacity reduced to 2,000litres (440 gal). Production amounted to 634 aircraft, with some machines exportedunder the designation FT-6.

Shenyang JZ-6 was a reconnaissance modification, incorporating a camera compart-ment in the fuselage aft of the nose wheel bay. First flown on 2 July 1971, the JZ-6 hasbeen the only dedicated reconnaissance aircraft in the PLAAF's inventory (until thearrival of the JZ-8), with around 100 aerop lanes still in service.The Chinese Farmer Cs and their optional models were produced by three statefactories at Shenyang, Nanchang a nd Tianjin (Tientsin), reaching mor e than 4,500 exam-ples; the majority of them were built as the J-6/F-6 (3,300 a/c) and JJ-6/FT-6 (637 a/c).Although Pakistan has never produced any F-6 fighters, it can be regarded as thebiggest foreign user of the Chinese derivatives. Early-model aircraft supplied to the PAFwere locally retrofitted with a chute container and additional outboard wing pylons for

AIM-9B/J/P AAMs. Most late F-6s were upgraded through the installation of MB Mk.10PKD ejection s eats and the Rockwell Collins navigation system. A provision was mad e tocarry a locally-designed 1,140 1 (251gal) underbelly semi-conformal fuel tank. ThePakistani aeroplanes were also modified to carry French FFARs instead of the Chineserocket pods. Aircraft overhauls were carried out in the Aeronautical Complex at Kamra,while engine maintenance took place at the PAF Air Logistics Depot at Sharea Faisal.Pakistan took delivery of a total of 253 Shenyang-built Farmers, with a certain nu mber ofaircraft purchased from other countries. The original Chinese supply consisted of 4batches: 74 F-6s (during 1965-66), 2x 60 F-6Cs (in 1972 and 1977) and an unknown quan-tity of FT-6s in 1980. Other op erato rs of the S henyang J-6 clear-weathe r fighter variantswere Albania, Bangladesh, Congo, Egypt, Indonesia, Iran, Iraq, Cambodia (Kampuchea),North Korea, North Vietnam, Somalia, Sudan, Syria, Tanzania, Yemen and Zambia. MiG-19and MiG-19S production in the Soviet Union

Designation

MiG-19MiG-19S, SV*

MiG-19

MiG-19S, SV *

SUBTOTAL

TOTAL

Factory

No.21 Gorkiy "

No. 153 Novosibirsk

1,084

1955

139

139

7956

11859

143145

465

1957

11

283

285

1958

175

175

f959

20

20

* MiG-19S and SV had the same product number" all export MiG-19S a/c manufactured by GAZ No.21

Pilots of the last two Pakistani F-6C squadrons, No. 17 "Tigers' and No.23 'Talons'proudly pose in front of their well maintained aeroplanes at SamungliAB. The recogni sable identi ties of the aircraft are (right

to left): 7839, 7635,8923, 7722 and 8913.


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List of abbreviationsAAM Air-to-air missi le

CKD kit Comp onen t Knocked-Down kit

FFAR Folding -fin aircraft roc ket

GCI Ground-Co ntrolle d Intercept

GvIAP Guards Fighter Regimen t

HSI Horizontal Situation Indic ator

IFF Identification Fri end or Foe

ILS Instr ument Land ing Syst em

Nil WS Scientific Rese arch Institute of

theWS

OKB Experimental Design Bureau

PLAAF People's Liberation Army Air

Force (Chinese Air Force)

PTB jet tisonable fuel tank

PVO Anti-aircraft defence

RHAWS Radar Homing And Warning

System

SHORAN Short Range Navigation (system)

TACAN Tactical Air Navigation

WS Army Air Forces of the USSR

Technical description of MiG-19S Farmer CThe MiG-19S was a single-seat, supersonic twin-jet fighter designed for interception,close air support and limited fighter-bomber roles. It was a mid-wing, all-metal mono-plane, with a back swept wing and all-movable horizontal tailplanes.The fuselageis of a stressed-skin aluminium construction, with the cross section beingcircular over the nose and gradually ch anging to oval over the engine s. The fuselage, witha max. diameter of 1.45 m (4'9"), is divided into two main portions comprising 35 bulk-heads. The front section consists of an intake splitter dividing the duct into two channelssurrounding the cockpit and the nose wheel well. The upper intake lip incorporates a guncamera while a Pitot boom, which can be swung upwards, is fitted centrally below thenose. The upper nose section houses radio equipment and an accumulator and is en-closed by a detachable cover. The lower starboard side is occupied by the cannon, whilethe radio installation is in the lower centre. A retractable landing light is on the port side.The fuselage centre section carries the wing attachments (at bulkheads Nos.9 and 15)and engine mounts. The rear section, attached by four quick-release locks at bulkheadNo.20, can be quickly detached for engine and systems maintenance. The aft fuselagehouses engine jet pipes, control system linkage and hydraulics. A dorsal spine on the topof the centre fuselage covers the linkage of the ARU automatic flight control unit. Belowthe rear fuselage a liquid-sprung bumper is fitted to prevent damage during take-off andlanding. Two lateral air brakes, of an area of 1.48 m2(16 sq ft) in total, and a ventral perfo-rated air brak e, with a braking area of 0.45 m3(4.85 sq ft), are incorpor ated in the rear pa rtand below the centre fuselage. A TP-19 brak ing parach ute, of an area of 15 m2(161.46 sq

ft), is carried in a ventral bay between the engine pipes, with two-piece doors offset toport. The fuselage skin thickness varies between 0.6 and 1.2 mm (0.024 and 0.047"). Theendmost fuselage part, in the form of a forked fairing, is made of steel. Several air scoopsaround the rear fuselage are fitted to cool the engines and associated systems.

A Pilsen - Line-based S-105 Farmer Q 0218, shows its TP-19 brake chute.

The cockpit, situated between bulkheads Nos.4 and 9, is enclosed by a three-piecewindscreen, with the front panel made of 64mm bullet-proof glass, and an aft slidingPerspex canopy. The windscreen can be de-iced using pneumatically-sprayed alcohol.The cockpit tub is surrounded by a 10mm (0.39") thick armour plate at the front,a 16mm (0.63") plate at the rear and a 25mm (0.98") sheet behind the pilot's head. It ispressurized by the engine bleed air and is equipped with an automatic temperaturecontrol system. The pilot's emergency re scue system comprises canopy jettisoning andair brake deployment. The procedure can be initiated by pulling down a protectiveface shield out of the seat headrest. The Mikoyan-designed KK-2 ejection seat alsomounts a canopy glass penetrator in case of hood jettison failure.

The tail surfaces consist of cantilever all-metal stressed-skin construction. A slabtailplane (or stabilator) is fitted, with a TsAGI-M aerofoil section, 55 sweep at quarterchord and 7 % thickness/chord ratio. The stabilators rotate around a beam axisattached to the rear fuselage above the afterburner. An anti-flutter mass balance weightis fitted to each tailplane tip. The vertical tail unit, of a conventional design, utilisesa TsAGI-S-1 IS section and its T/C ratio is 8 %. Early MiG-19S fighters were fitted witha short fin leading edge extension while on later aircraft a long fin fillet is installed to

cover the ARU-2V control unit. Some early aircraft (with a short fin fillet) were upgradedwith an ARU-3V reco gnisab le by a small bl ister at the fin/fin fillet junction. An ID induc-tion transmitter (of the GIK-1 set) and Sirena-2 RHAWS sensor are mounted in the finand fin tip respectively. An additional lon g ventral fin, of an area of 0.54 m2 (5.81 sq ft),is installed to improve stability at high AoA.The wingsare of a cantilever construction and back-swept design, using D-16-T Elec-tron magnesium alloy castings and V95 aluminium alloy panels. The airfoil section isTsAGI S-12 at the root and SR-7 at the wing tip, with root thickness 8.74 per centdecreasing to 8 % at the tip. The wing aspect ratio is 3.24 and taper ratio 3.04. Eachwing consists of a main, front and rear, and an auxiliary spar implementing a total of 30ribs and a detachable wing tip.A single boundary layer fence (320mm high) is fitted to the upper wing's surface. Thetrailing edge inboard of the fence is occupied by a single-section Fowler flap which canbe set at -12 for combat manoeuvri ng at spe eds of up to 797 km h1(495 mph), while out-board of the fence is a two-piece aileron; the trim tab is fitted to the port side only. Theinterceptors, interconnected with the ailerons, are installed on the lower wing's surfaceforward of the flaps, thus improving flight characteristics at high Mach spe eds . The wingleading edge also incorporates an ammunition magazine for the wing root cannons.The landing gear consists of a tricycle-type retractable undercarriage with leversuspension. The nose gear, incorporating a shock absorber and anti-shimmy damper,retracts forward. A free castoring KT-38 wheel, with a 500 x 180mm (19.7" x 7.1") tyre, isfitted. On late-model aircraft a taxiing lamp is mounted on the leg. The main legs andwheels retract inward into the undercarriage wells formed by the front and main wingspar. Both undercarriage legs comprise a hollow cylinder, with a 4.3 litre (0.95 gal)pressure air bottle, and a telescopic hydraulic shock absorber. Standard KT-37 wheels(660 x 200 mm/23.6" x 7.9") with drum brakes are employed, and two wheel doors and

a leg cover are fitted. Gear retraction and extension is actuated hydraulically, with anemergency pneumatic back-up.The powerplant.Two Mikulin RD-9B single-shaft axial-flow afterburning turbojets areinstalled side-by-side in the centre fuselage, attached to bulkheads Nos.15 and 20.Each engine has a two-stage turbine driving a nine-stage com pressor via a single shaft.The afterburner has 10 adjustable nozzle flaps that can be secured in three positions.The nozzle diam eter is 498 mm in full afterburner, 442 mm at max. thrust and 465 mm inother modes (19.6", 17.4" and 18.3"). The engines and their accessories are accessiblevia hinged panels in the upper centre fuselage. For engine starting an external powersource is used; the first engine to be lit is chosen depending on wind direction.The fuel system consists of four fuselage tanks, piping, valves, fuel pumps, filters,sensors and signalling system. Two rubber-bag type main tanks (Nos.l and 2) aresituated behind the cockpit and under the engin es respectively (No. 1 b etween bulk-head Nos.9 and 15, No.2 between Nos. 15 and 20) while two smaller aluminium integral-type tanks are positioned under the front end of the jet pipes. Their capacities are asfollows:No.l 1,485 l,No.2 330 l,No.3 (front tank) 1 801andN o.4 1751, making 2,170 litresin total (327, 73, 39 an d 38 gal, 477 gal in t otal). Tank No. 1 acts as a collector, with 3 fuelpumps securing fuel delivery. For engine starting a separate 6 litre (1.3-gal) tank,placed inside fuselage tank No. 1, is used. Two different types of underwing drop tankscould be carried - either small MiG-17-type 400 litre tanks or larger tanks of 760 litrecapacity (88 or 167 gal).The hydraulic system, of a double redundant type, operates at 13.246 MPa (1,920 psi)and employs two Type 435VM engine-driven hydraulic pump s. The starboard eng inesupplies the main system, which operates the landing gear, flaps, air brakes andexhaust nozzles, and also provides standby power for the flight control system. The portengine provides primary power for the flight control system (servo-installation). In theevent of failure of one of the two engines, the other unit automatically takes over itsfunctions. AMG-10 oil is used in the system; the total capacity of the installation is40 litres (8.8 gal).The pneumatic system operates both the main and emergency wheel brakes, emer-gency extension of the undercarriag e and flaps, cannon loading, parachute release andunlocking, emerge ncy hood jettison and windshield de-icing. The main pressure sourceconsists of three air bottles (10 litre/2.2 gal capacity in total), with a pressure of 10.793 -12.756 MPa (1,565 - 1,850 psi), while the emergency system utilises two 4.3 litre (0.95-gal)

bottles in the undercarriage legs and a 2 litre (0.45-gal) bottle for flap extension.The air conditioning systemmaintains overpressure and optimises the temperaturein the cockpit (1 5- 26 C) using air from the engine compressor. The pressure is main-taine d at the out er spa ce level up to 2,000 met res (6,560 ft). Up to 10,000 m (32,810 ft) itis evenly increased by an RD-2IA regulator to 29.435 kPa (4.3 psi), while above thislevel the overpressure is constant. An auxiliary ventilation system is also provided.The oxygen system. A KKO-1 set comprises the KP-30D oxygen distribution unit andsix pressur e cyli nders with a total volume of 12 litres (2.65 gal), stowed in the nosewheelwell and behind the pilot's seat. Oxygen is supplied to the KM-30 pilot's mask, PPK-1anti-G suit, VSS-04A or VKK-2 suits and to the KP-27M parachute oxygen apparatus.The electrical syste mconsists of DC and AC circuits, supplied by two engi ne-drivenGSR-ST-6000A starter-generators and backed up by a 12SAM-28 accumulator. Thesystem caters for starting the engines, and the functioning of controls and otheron-board equipment. The DC voltage is 28.51.5 V maintained by R-27 regulators,while for AC supply (115 V 400 Hz) PO-750, PT-125 and PAG-1F converters are used.An RU-11AM DC converter supplies 220 Volts to operate the radio altimeter.The flight controls are of a conventional mechanical type, with rudder pedals andcontrol column, push-pull rods, cranks and levers assisted by irreversible hydraulicboosters. A BU-13M hydraulic booster is incorporated in the aileron control systemwhile a BU-14MS powers the rudder. An ARU-2A automatic flight control unit, laterreplaced by the ARU-2V or ARU-3V units, adjusts the gear ratio between the stickcontrol and stabilator movement according to the speed and flight altitude. A loadadjuster and a MP-100M actuator were used in the system. For trim tab adjustment, twoUT-6D electric motors are installed. In case of hydraulic system failure an APS-4 electro-mechanical emergency system is provided.

MiG-19S Farmer C technical dataLength, overall/without Pitot tubeLength, fuselageWing span/tailplane spanHeightWheel track/baseWing/fin leading edge sweep angleWing anhedral/incidenceAileron deflection angleLanding flaps angle, take-off/landingMax. interceptor extensionElevator/rudder deflection angle

Ventral/side air brake deflection angleWing/stabilator areaFin/rudder areaWeight, empty

take-off, no external storesmax. take-off (2x PTB-760 + 2x rocket pods)

Max. speed, at 9,000 m (29,530 ft)Unstick speedTake-off distance (full afterburner)Landing run, with/without brakin g chuteMax. G-load (no external stores)Rate of climb, initialClimb to 9,000 m (29,530 ft)Service ceiling (full afterburner)Range, at 14,000 m (45,930 ft)

no external stores2x drop tank

Mikulin RD-9B turbojet engine

Dry weightMax. diameterMax. static thrust/with afterburnerNominal static thrustJet pipe temperaturePower ratingFuel

14,840/12,540 mm (48'8.3'74ri.7")10,428 mm (34'2.6")9,000/4,490 mm (29'6.3"/14'8.8")3,880 mm (12'8.8")4,156/4,398 mm (13'7.6"/14'5.1")57o44'/5730'-430'/020-15/-25575mm(2.2"0.2")+ ir30'-2630725

45/2525.16/4.40 m2 (270.82/47.36 sq m)4.17/0.93 ma(44.89/10.01 sq m)5,455 kg (12,0261b)7,560 kg (16,6671b)8,832 kg (19,4711b)1,452 km h "(902 mph), i.e. M=1.348280 - 305 km h '(174 - 189 mph)515m(563yd)610/890 m (667/973 yd)6.5 g115ms l(22,640ft/min)0.9 min17,900 m (58,730 ft)

1,400 km (870 miles)2,200 km (1,367 miles)

695 kg (1,5321b)665 mm (26.2")25.50/31.87 kN (5,732/7,165 lb st)21.08 kN (4,740 lb st)550 - 650 C11,150 rpmT-1, TS-1 or JP 4 (Pakistan a/c)


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The Russian "quest" to break thesound barrier in level flightbegan with the Mikoyan SM-1aeroplane, also known as the1-340 experimental fighter. It wasa modified MiG-17Faccommodating two Mikulin

AM-5 single-shaft turbojets (laterexchanged forAM-SAs). It rolledout of the Moscow OKB-155

factory at the end of 1951 (left).

Built specifically around theAM-5A engines, the SM-2 becamea flying laboratory. Althoughoutwardly similar to previous MiCOKB fighters, it was actually a newdesign, with a longer fuselageand a 55 swept-back thin wing.The second of the two prototypesbuilt, the SM-212, demonstrates itsoriginal T-tail configurationduring state acceptance trialsearly in 1953 (below left).7brectify instability at high speedsand spin problems, the tailplanewas repositioned to the base ofthe fin. This SM-2/1 also displaysthe early "framed"hood, shallow

wing fences and newly addedgun blast panel at the wing root(below).

9

The SM-9, whose first prototype is pictured above, was a new aeroplane designed to overcome the SM-2's shortcomings. By the time it appeared in December 1953, the service designation MiG-19had already been alloted to it. The machine was powered by two new AM-9B afterburning turbojet engines (later renamed the RD-9B), each rated at 25.5 kN dry and 31.87 in reheat. The on-boardarmament consisted of three 23mm NR-23 cannons, two in each wing root and one on the starboard lower side of the fuselage. It first flew on 5 February 1954, with factory Chief Tes t Pilot G. Sedovin the cockpit and broke the sound barrier during the next test flight.

SM-1 (1-340), SM-2 (1-360), SM-9/1 (MiG-19)


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An overall view of the first MiG-19prototype, the SM-9/1, showing togood effect its conventional fixedtailplanes and elevators, spinelessupper fuselage, reshaped fin witha large rudder, short tail fairingand deep-chord wing fences. Thetwo wing tip Pitot tubes wereremoved from the productionMiG-19 aircraft. The biggestproblem associated with thisversion was the elevatorinefficiency at supersonic speeds.

The SM-9/2 featured alengthened fuselage nose, all-movable tailplanes (stabilators),a long fin fillet, smaller rudder,ventral airbrake and canopyframing, but carried no guns. Onthe other hand, it shared somecharacteristic marks with theearly MiG-19s, including theposition of its IFF aerials andRHAWS and gun ranging radarantennae (below).

The secondary fighter-bomber role of the MiG-19 is demonstrated by an early-model Farmer A,the 'Red 405', carrying two FAB-2S0M-46 bombs on its universal wing pylon (right).

The first MiG-19 fighters (given the NATO reporting name Farmer A) were delivered to the WS squadrons in mid-1955, becoming operational soon after. They were the first Soviet supersonicfighters capable of reaching a top speed of 1,452 km per hour (902 mph) and possessing an excellent climb rate for the day. A line-up of Red-numbered MiG-19 Farmer As can be seen refuellingprior to another mission. The aircraft are fitted with SOD-57 transponders, recognisable by a blister on the starboard side of the fin and only visible on the MiG-19 carrying the nose number '22'.

SM-9/1 (MiG-19), SM-9/2, MiG-19


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MiG-19 Farmer A, Red 25PVO Guards Unit,W S USSR(Voyenno-VozdushnyeSily SSSR), 1956Natural Metal overall finish with Grey painted fuselage gun blast area and highly polishedfuselage air brakes. Soviet stars applied to the fin and upper and lower surfaces of the ings.

M1G-19S Farmer C, Blue 36WS USSR, East Germany, 1960Overall Natural Metal finish with Black outlined nose tactical code number. Fuselage air brakesare highly polished Metal while gun blast panels are painted in Grey. Stars in six positions.

Soviet star is Redwith Red and Whiteoutline

In Socialist Care emblemcomprises Red star, Greenleaves and Black inscription

Czechoslovak nationalinsignia is Blue, Red andWhite with Blue outline

D1D3Presentation of unusualnumeral shape

MiG-19S (S-105) Farmer C, Black 0103 (c/n 950103) 1st Sq. 9th FighterRegiment, Czechoslovak AF (vojenske letectvo CSLA)Bechyne AB, June 1961Finish is entirely Natural Metal with highly polished fuselage air brakes. Fintip is painted in Blue, Pitot tube stripes are Red. Wing walkways are DarkGrey while gun blast areas are painted in Grey. Czechoslovak insignia in sixpositions, note that the Red segment always faces inward on the wings.

~1 Natural Metal

iRed

I Blue

I White

jj ; j Grey

mmGreen

Yellow

1 Burnt Metal

MiG-19SFarmer C, Red 1119th IAP, Bulgarian AF (Bolgarski Voyenno Vozdushni Sily)Graf IgnatievoAB, 1958Overall Natural Metal finish with highly polished fuselage air brakes. Smalgun blast panel riveted on both fuselage sides, with a bigger area paintedin Aluminium. Red aligning/position keeping stripes on the wing fence andfuselage. National insignia carried on rear fuselage, high up on the finand only below the wings.

Bulgarian star is Red with Red andWhite outline, central circles areWhite (centre), Green and Redoutlined in White

MiG-19SFarmer C, Red 495 (c/n 61211225)1/JG-3 (1. Staffel Jagdfliegergeschwader 3) 'WladimirKomarow', EastGerman AF (LSK/LV DDR - Luftstreitkrafte und Luftverteidigung der DDR)Preschen AB, Brandenburg, 1967Natural Metal finish overall with stencilled nose code number. Fuselage airbrakes have highly polished surface. National insignia in six positions, withBlack segment always on the left hand side.

East Germaninsignia is Black,Red and Yellow

AAMV-


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The MiG-19S Farmer C began leaving the production lines in Gorkiy and Novosibirsk in mid-1956. The two photos above depict an early production machine, with a shallow fuselage spine anda short fin fillet, a smaller rudder and a new higher-set slab tailplane (thence the suffix'S' in the aircraft designation). Note also the small riveted-on gun blast panel, the position of the gun rangingradar in front of the windscreen and the early mount of the IFF blade antenna on the port side of the nose.

f'k#- ;>"-'./

Above left, a MiG-19S, Red 03, parked at the PVO Aviation Museum at Sevastleika, carriesadditional wing leading edge pylons for the ORO-57K rocket pods and a flight control unit underthe blister on the fin extension. Above, displayed as an air force memorial, this MiG-19S, Red 01,

formerly with the 146th GvIAP of the WS, reveals its underbelly details and the wing star location.

Aprototype of the MiG-19SV high-altitude interceptor, the 'Red 14',was designed and built in 1956. Itwas powered by upgraded RD-9BFengines, whose increased turbinetemperature necessitated additionalcooling air scoops in the rear

fuselage. Only a limited quantity assuch were produced while mostMiG-19SVs were converted fromthe 'S'fighters (above).

Another attempt to increase theservice ceiling of the Farmer wasthe MiG-19SU, fitted with a liquid-fuel rocket motor under thefuselage. The first prototype,undergoing a test programme inDecember 1957, introduced anexperimental 'Kaskad' guidance

system.7breduce the weight theaircraft was stripped of allsuperfluous equipment andammunition, only retaining the wingroot guns. A handful ofMiG-19Saircraft were converted to 'SU'standard.

m^

MiG-19S, SV, SU


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The Czechoslovak Air Force was the biggest WarPac user of the MiG-19S fighter. In addition to 13 aircraft delivered from the USSR in the latter half of 1957, a total of 104 machines, designated the S-1(the 'S'stood for fighter) had been built by the Aero Vodochody plant, north of Prague, by November 196 LA well-worn 'Black 0312', of the 5th Fighter Regiment from Line AB is seen during flight in1967. After overhaul it continued to serve with No.4 FR at Pardubice and was finally withdrawn in the early 1970s. A colour shot of this aeroplane appears on p. 17.

The brand new early-series S-105on the ramp at Vodochody A shortdorsal fillet is fitted with a smallblister over theARU-2A stabilatorcontrol unit. Note the square gunblast panels and gun smoke stainson the fuselage nose (above left).Taxiing on the wet runway duringwintry flight training is this S-105,0208, of the Bechyne-based 9thFighter Regiment. The aircraft wasfirst flown on 23 June 196O.Asmall

badge is painted on the nose; fordetails see p. 6 (above).

During the early sixties, the MiG-19S aircraft were the most modernand sophisticated piece ofequipment in the Eastern Bloc air

forces' inventory and thus closely-guarded objects. Unofficial

photography was strictlyforbidden, with seriousconsequences if the ban wasbreached. Thankfully, theindiscipline of some personneland pilots made it possible to

preserve glimpses of the MiG- 19'sheyday for posterity. An S-105,0420, from the fourth productionbatch, is pushed to its place on theramp at Line AB in 1967. Note thelong fin fillet and Dark Grey orBlack wing walkway.

8 M1G-19S/S-105


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"Sentry of Peace and Socialism". A propaganda caption of the sixties is intentionally used to describe this atmospheric picture of the Czechoslovak S-105s, lined up at Pilsen-Line Air Base. TheseFarmer Cs belonged to the 5th Fighter Regiment, which was equipped with this type from 1959 up to the early 1970s, when the unit finally gave up their aircraf t in favour of a new generation ofMiC-21 Fishbedjets.

A maintenance site scene on a grassy ramp shows an unidentified Czechoslovak Farmer C being checked by its ground crew. The engine bay doors are open while the cockpit canopy and seat areremoved exposing the seat guide rails (left). The "Box" aerobatic team, formed in 1963 under J. Patrik's leadership, also took part in an air display over Prague on occasion of the 3rd Spartakiad,a national gymnastics festival, in June 1965. Special smoke-producing pods were installed below the wings, here seen fitted to the '0428'. Note the aircraft is painted with a Red nose, fin leadingedge and two fin stripes (right).

A second-series S-105 Farmer C, 0208 (c/n 050208), taxies to the ramp after landing, with its parachute bay doors still open. For a time in 1961 the aircraft had been assigned to the 9th FighterRegiment at Bechyne AB, but this photo may have been taken later, during an exercise while operating from a detached reserve airfield. Worthy of note are the two MiG-15bisR Fagot photo-reconnaissance aircraft fitted with 600 litre underwing tanks and an UTI MiG-15 Midget hidden behind the M1G-19S.

MiG-19S/S-105


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An S-105, c/n 950103, of the 1st Sq. 9th Fighter Regiment, Czechoslovak Air Force, taxies along the runway prior to take-off from the unit's home base near Bechyne in June 1961. The '0103'was thethird machine (the second flying) from the small first batch of six Farmer Cs produced by the Aero factory at Vodochody in late 1959. This aircraft is the subject of a colour profile on p. 6 (above).One of the original Soviet-built MiG-19S, 0872, supplied to the CzAF in crates late in 1957. The aircraft flew for the first time on 18 February 1958 with Test Pilot J. Zvara at the controls. The first unitto be equipped with these fighters were Nos. 1 and 11 Fighter Regiments at Ceske Budejovice and Zatec respectively (below left).

The 'Red872'(c/n 211226) wasone of two MiC-19S aircraft thatwore a special paint scheme forthe opening ceremony of the 5thWorld Aerobatic Championshipheld at Magdeburg in August1968. In the event nodemonstration flight was

performed due to a hydraulicsystem failure of the '872'and thefatal crash of the other aeroplane.The aircraft in the photo above,

seen at Stendal AB, was paintedin Blue/Yellow "anti-camouflage"colours, with Red and Whiterudder stripes and Red/Blue(upper/lower part respectively).White outlined, fuselagelightning; the canopy framingwas left unpainted.

The Air Force of the formerGerman Democratic Republic(East Germany), the LSK/LV DDR.

purchased a total of 12 MiG-19SFarmer C day fighters in August1959. All of them were ex-Sovietinventory and included theaeroplanes both with short andlong fin fillets. The 'Red 495', c/n211225, had been on the strength

of the lstStaffelJG-3 'WladimirKomarow', at Preschen AB, until itcrashed in January 1968 followingengine fire. Note the small blisterin the fin "bend"covering animproved ARU-3V automatic

flight control unit.

10 MiG-19S, S-105


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An export variant of the Shenyang]-6, fitted with a tail-based brake chute, was called the F-6C, and was widely used by other air forces, represented here by Pakistan (above) and Egypt (belowright). The PAF aircraft (7635, 7701, 7719 and 7839) belong to No.23 AS (Air Superiority) Squadron based at Samungli, while the EAF machine, s/n 3860, on the strength of one of two Farmer-equipped Brigades, is displayed at Almaza in 1980; it sports Black-edged Orange identification panels on the tail, fuselage spine and outer wings.

After initial problems with licenced production of the radar-equipped MiG-19P Farmer B, China switched to manufacturing the 'S' day fighter. In late 1961 its copy emerged as theJ-6 (the 'J' denotingfighter), with the initial production programme assigned to the Shenyang state factory. Similar in appearance to their Soviet counterparts, the Chinese later improved the aircraft by adding a new

weapons pylon to the wing leading edge and relocated the parachute to a bullet container at the base of the rudder. An early production example, the Red 2207, is seen in the photo above lef t.

A J-6III, Red 11323, shows its striking camouflage of Light Green /Dark Green /Sand over Light Grey. The type features aerodynamic modifications made to the nose and wings, and is equipped withthree 30mm cannons (left). Albania took delivery of a total of70F-6 and F-6C fighters between 1965 and 1978. The 'Red 8-03', a late-model aircraft, wears the new Red-Black-Red roundelsintroduced in 1993. This F-6C was with Aviation Regiment 4010 based at Lezha-Zadrima in the late 1990s (right).

Shenyang J-6, F-6C, J-6III 11


14/4712


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starboard main undercarriagefairing (inner side)

starboard main undercarriage(inner side)


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M1G-19S&SV

13


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Shenyang J-6/F-6

14


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Shenyang JJ-6/FT-6

15


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Shenyang J-6 Farmer C, Red 10309Chinese AF (PLAAF - Chung-kuo Shen Min Taie-Fang-Tsun Pu-tai), 1978Overall Light Grey finish with stencilled serial number. National insigniacarried on both wing surfaces and on rear fuselage.

Chinese insignia is Redwith Yellow outline andinscription

Shenyang JZ-6. Red 3171Chinese AF, 1977Natural Metal overall finish with rear portion of gun blast panelpainted in Light Grey. National markings in standard six positions.

Shenyang J-6III, Red 31694Chinese AF, 1985Overall Natural Metal finish. Light Grey painted blast area belowcockpit. Nose codes are stencilled.

Yellow

Burnt Metal

Polished Metal

Black

Egyptian flag is Red (top),White and Black withGold and Black eagle

Shenyang F-6C Farmer C, Black VA-V (3803)No.241 Air Brigade, Egyptian AF (Al Quwwat al Jawwiya al Misriya)AlmazaAB, 1980Overall Light Grey finish with irregular Dark Grey patches on fuselage, and wing and stabilator upper surfaces.Upper part of the vertical tail, fuselage spine and outer wing sections painted in Orange with Black outline.Roundels applied on the fuselage, above and below the wings while a flag representation is carried on the fin.Ejection triangles below the cockpit on both sides.

16


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Period colour photographs of Soviet AF Farmers are extremely rare, if virtually non-existent. Thisshot (above) was extracted from a propaganda documentary showing a MiG-19S, 42, of the WSdisplay team from Kubinka AB. Smoke generators were carried under the wings to attractspectators' attention during the show.Right, the third prototype, the SM-9/3, 03, acted as a "pattern " for the MiG-19S production. Notethe short gun barrel of the NR-23 cannon and redesigned hood without framing.

Two Czechoslovak licence-built S-105s ready for take-off for another border patrol sortie. The'0106' and '0506' are depicted in the photo on the right while a third-series S-105, the '0312', flies

for the camera over the Czech countryside (above). Note the Grey-coloured dorsal fillet and gunblast panel.

An early-production Farmer C,030, currently displayed at thePlovdiv Aviation Museum atKrumovo AB, was one of a batchof two-dozen MiG-19S fightersdelivered to the Bulgarian AFduring 1957. Bulgaria was amongthe first three Warsaw Pactmembers to receive this typeof aircraft(top).

The MiG-l9SVwas a lightweighthigh-altitude fighter developedfrom the basic 'S' version, aimedat countering aerial espionage byWestern reconnaissance aircraft.

Its armament was reduced by

fuselage cannon disposal andalso other on-board equipmentwas removed in order to saveweight. The type is representedhere by the '171 '(c/n 0615337)

preserved in the aviation museumon Khodynka Airfield in Moscow.

SM-9/3 (MiG-19S), MiG-19S, SV, S-105 17


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A quartet ofF-6Cs, 7719, 7701, 7839and 7635 (left to right), of the 23rd ASSquadron, flies high over the Suleimanmountain range. This squadron was the

first Farmer-equipped unit of thePakistani Air Force and with other twoF-6 squadrons, Nos. 11 and 25. it tookan active part in the war with India in1971. At the turn of the century theF-6Cswere in the twilight of their career,havingserved with the PAF for more than36years; the last single-seaters wereretired from service on 27 March 2002.

The Shenyang J-6C is a slightly

improved basic J-6 version, productionof which started at the beginning of the1970s. It is fitted with an early type ofthe parachute container belowtherudder. This aircraft, the '40307',defected to Taiwan, where this shot wasrecently taken (below).For training J-6 pilots, the Chinesedesigned a two-seat derivative, theJJ-6.This machine, the '41483', one of nearly900 built, is displayed at the PLAAF

Museum, An extension plug inthefuselage near the wing root is clearlyvisible (below left).

An improved J-6II, 40403, in the PLA Navy colours, on display in a museum outside Beijing (above)One of forty F-6Cs donated by the Chinese to Egypt in 1979. The '3878'is seen during the jointUS/Egyptian 'Exercise Bright Star'in 1983 (right) while another F-6C, 8923, of the 'Talons'Squadron, PAF, is parked on the flightline at Samungli (below).

18 Shenyang J-6, F-6C, JJ-6, J-6II


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The front fuselage of the

Shenyang F-6C. A number of

details, typical for Chinese

production, can be observed in

this view (compare with a similar

shot on p. 21): wing root cannon

without muzzle brake and gun

blast panel, UHF blade antenna

on the port nose, repositioned

auxiliary Pitot head, new wing

pylon for Matra FFARs and an

M-B ejection seat. Note also the

camouflage colours, with gloss

finish, and the different style

of the access ladder.

The J-6 day fighters were further

developed to increase their

performance. A J-6II, depicted in

the photo below, has its nose

section aerodynamically

redesigned implementing a fixed

cone in the air intake. The

aircraft, seen at the Chinese

Aviation Museum, Changping, is

fitted with a 30mm cannon on thestarboard side of the fuselage

while a 23mm gun is mounted on

the port side.

The M1G-19S cockpit was enclosed by a three-panel windscreen and a single-piece aft sliding hood. The front armoured

glass is 64 mm thick and the Perspex canopy incorporates an omnidirectional aerial for the radio compass. Offset to the

starboard side of the canopy is a UHF communications radio antenna (right).

Centre fuselage and inner wing section (below). The large panel on the fuselage provided access to the electrical system

equipment while the wing panel, with four vents, led to the cannon breech. Note the wing root fairing and skin

reinforcement rib. Below right, starboard wing tip, with an inverted T-shaped RV-2 radio altimeter aerial and SRO-2 fFF

antennae.

M1G-19/S-105, Shenyang F-6C, J-6II 19


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The Czechoslovak and Chinese-built MiC- 19S Farmer Cs differed from each other only in minor details, such as the air scoop location. Both aeroplanes feature a long dorsal fin fillet covering theimproved ARU-2V slab tailplane control system units and linkage. The aircraft serving with the CzAF used a four-digit identification system (numbers were always painted in Black), while the PLAAF

personnel placed the individual Red four or five-digit numbers on the nose.

Left, spring-loaded tail bumper and brake chute ripcord eye at the fairing end.The core of the Farmer's supersonic capability - the Mikulin RD-9B single-shaft afterburning turbojet (below left).The main production MiG-19S aircraft were equipped with NR-30 cannons with distinctive muzzle brakes (below).

20 M1G-19S/S-105, Shenyang J-6


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MiC-19SV (left) and S-105 front fuselage (above). Different NR-30 cannon muzzles and gun blast panels are fitted; note theremoved fuselage gun from the former aircraft. In the photo above, the SRD- 1M ranging radar antenna is mounted justabove the nosewheel door. The pilot wears a VKK-2 pressure suit.

Fuselage starboard side, with open canopy details, of the late production S-105. Note the Black painted wing walkway andupper nose access cover (below left).

^^^^^K> HBHlB

Transport joint at the bulkhead No.20, with aft wing root fairing and an auxiliary cooling airscoop, starboard view (above).

The centre fuselage section shows the shallow spine introduced on the 'P' and'S' versions of theMiC-19 (Farmer B and C respectively). The prominent aerodynamic fairing at the wing rootcovers the rear wing attachment while in the upper part of the fuselage is the port engine bayaccess door with a cooling air scoop (top right and right).

J 7 1

A 1

MiG-19S/S-105, MiG-19SV 21


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Shenyang F-6C Farmer C, Black 10435No.26 'Black Spider' Sq., Pakistani AF (Pakistan Fiza'ya)Peshawar AB, North West Frontier Province, 1980Overall Light Grey finish with Black and Yellow checkerboard motif on nose andrudder. Stencilled serials on rear fuselage with last three digits repeated on thenose. Roundels in six positions, flag insignia and squadron badge on the fin.Twin stripes around rear fuselage, wing flap edge and 'NO STEP' on aileronsand flaps are Red. Ejection seat triangle below cockpit canopy on both sides.

No.26 Squadron badge consistsof a Black spider on the Whitebackground and Yellow scrolls,all outlines are Red

Warning triangle isRed on White orYellow background

Pakistan national flagis Green with Whitehalf-moon and star

No.19 'Phoenix' Squadronbadge is Black and Yellow,outline is Black

Pakistan roundel isGreen and White

Shenyang F-6 Farmer C, Black 1911No.19 'Phoenix' Air Superiority Sq., Pakistani AFMasroorAB, 1984Disruptive camouflage pattern of Mid Grey and Dark Grey with Light Greyundersides. Stencilled serials on rear fuselage and nose. Stripes on rearfuselage and flap outline on wing upper surfaces are Red. Roundels carried insix positions and national flag on the fin. Squadron badge placed on the finbelow the flag and repeated in small form on the nose below the windscreen(the bird's head always facing forward). Ejection triangles on both sides.

I Natural Metal

Light Grey

~~| Middle Grey

I Green

I Burnt Metal

1 Polished Metal

Shenyang F-6 Farmer C, Red 3-77Aviation Regiment 4020, Albanian AF (Aviacione Ushtarak Shquipetare)Tirana-Rinas AB, 1993Natural Metal overall finish with highly polished fuselage air brakes. Gunblast panels painted in Aluminium. Roundels {introduced in 1993) appliedbelow the wings and on the fin.

Albanian roundel isRed and Black

Shenyang F-6 Farmer C, Red 6023925th Fighter Regiment, North Vietnamese AF (VPAF - Vietnamese People's Air Force)Yen BaiAB, 1969Overall Natural Metal finish with national markings in six positions. Stencilled codes on the nose.

North Vietnamese insigniais Red and Yellow

22


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An overall view of the port wing showing the deep-chord wing fence. Fowler flap and its hinges, and bulge with skin reinforcementover the main undercarriage wheel well. The position of the wing main spar can also be traced in this view (above).

Outer wing section with a two-piece aileron. Note the trim tab and various inspection covers (right).

The hydraulically-operated landing flap, seen partially extended (above left), was hinged on two steel rails. Its hinge de tail and the fuselage-wing joint fairing are dep icted in the photo below right.A 1,350mm-long interceptor, installed on each wing lower surface forward of the flap, was mechanically interconnected with the appropriate aileron and thus enhanced the aircraft's longitudinal controlat higher Mach speeds (above centre). The wing release unit, with BD3-56(369) lock mechanism, was used for attaching the universal pylon for the bomb or rocket pod or for the drop tank (above right).

Only the port aileron was fitted with a trim tab. The light-coloured rectangular cover near the wingleading edge was used for wing cannon ammunition loading. Note the position of the wing star insigniaextending onto the aileron (left).

24 MiG-19S, S-105


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Left and below, the lower section of the centre fuselage showing access panels to the navigationand communication system equipment (at the front) and hydraulic pipe couplings (at the rear),and position of the ventral air brake. The bulge, visible in the centre of the photo below, coversthe used chain link case of the wing cannon. Wing root cannon installation and removable accesscovers of the fuselage-mounted gun, with cartr idge case outlet (above).

An overall view of the rear fuselage, with prominent stabilator root fillet and tail fairing, andnumerous access and inspection covers (left).

A group of air scoops was provided in the rear fuselage to cool the jet pipes; their number wasreduced on the Chinese ]-6s. The keel was fitted with a ventral fin which implemented a tailbumper (above, top right and right).

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A redesigned fuselage nose of the ]-GUI features a sharp-tippednose cone and eight auxiliary air intakes on the circumferenceof the nose ring.

The nose of the S-105 shows the vertically-splitted air intake, gun camera window and Pitot tube pivot mounting (top left). Port air duct interior with horizontal split ter plates (top centre). Thecharacteristic "fork" tail fairing between the engine nozzles improved the airflow at high speeds (above left). Above right, RD-9B engine afterburning chamber and exhaust nozzles fitted withejectors. Note the shape of the fuselage-stabilator fillet.

Open starboard (top left and two photos above) and port engine bays (top right). Each access door has cooling air inlets in its front part and four hinged air by-passing gills in the centre.Starter-generators and other accessories, controls, fuel piping and electr ical cables can be seen in the bays. There is a booster hydraulic tank in the front of the port bay while a hydraulicaccumulator is in the same place on the starboard side.

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An overall view of the pilot's cockpit of the Czechoslovak S-105 Farmer C. Except three indicatorson the starboard side of the instrument panel all other instruments are flying controls. The ASP-5Ncomputing gunsight, placed above the main instrument panel, was fitted with an SSh-45 GGSrecorder on some machines (left and above).

MIKOYAN KK-2 EJECTION SEATDetail of the control column, withgun firing triggers and a brakecontrol lever on the port side. Thecannon ammunition indicator

panel is visible below thedashboard (above left). The KK-2ejection seat displays itshorizontal and vertical stabilizingfins and face blind firing handle(far left). The seat in place, notethe safety harness shoulder andlap straps(above).

Ejection seat:1) Stabilising fins in stowed

position 2) Telescopic ejection

mechanism 3) Face screen andfiring handle 4)Headrest5) AD-3 leg clamp and safetyharness release device6) Safety harness 7) Secondary

firing handles 8) Leg clamps9) Foot rests 10) Seat pan.

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M1G-19S COCKPIT

Instrument panel

Port side and console Starboard side and console

45

46

47

Instruments,controls and equipment:1) Radio compass switch 2) Brake chute release button 3) Guns re-charge box 4) AM-10 G-meter 5) ASP-5N computing GGS 6) PRV-46 radio altimeterindicator 7) GIK-1 gyromagnetic compass indicator 8) ARU-2 indicator 9) PPS-2 u/c position indicator 10) U/c alteration switch 11) IK-18 oxygen pressure indicator 12) VD-20 altimeter 13) KUS-2000combined airspeed indicator 14) AGI-1 artificial horizon 15)AChKhO clock 16) EUP-53 turn-and-slip indicator 17) VAR-300 rate-ofclimb indicator 18) 2TE-15-1 engine speed indicator19) 2TVG-411 exhaust gas temperature indicator 20) M-1.5 machmeter 21) TRZ-52 fuel gauge 22)V-1 voltmeter 23) T-6 panel with afterburner oil and min. fuel contents indicators 24) UVPD-15Ucabin pressure altimeter 25) M-1000 oxygen pressure gauge 26) Cannon ammunition indicator panel 27) MG-250M hydraulic system pressure gauge (servo installation) 28) MV-12M pneumaticsystem pressure gauge (brakes) 29) EKSR-46 signal flare control panel 30) SRD-1M gun ranging radar control panel 31) Port block of automatic switches (engines, afterburners, pumps)32) Fire extinguisher control panel 33) RSIU-4V radio panel 34) Throttle control lever 35) Flaps controls 36) TP-4/TP-156 switch cock 37) FFAR indicator 38) ARKS ADFswitch 39) KP-30D oxygenregulator 40) Starboard block of automatic switches (generators, guns, radio, instruments) 41) ARKS radio compass control panel 42) RUFO-45 rheostat 43) Cockpit temperature control44) Automatic switches (u/c and flaps position indicators, external stores and chute emergency release switches) 45) SRO IFF control panel 46) Cockpit pressurisation control lever 47) Flapsemergency extension cock 48) U/c emergency lowering cock 49) Pressure gauges (1 to r): f laps emergency extension hydraulic system (main), u/c emergency lowering, main air cylinders.

The main festures of the cockpit port side are the throttle control lever (at the front of the console) and the KP-30D oxygen regulator (the rounded device). Attached to the seat port side is anORK-1M personal equipment connector (left). The starboard sidewall is occupied by two rows of section switches and the ARKS radio compass control panel. An emergency canopy jettison lever islocated above the console at the top left (right). Worthy of note is the mixed use of the inscriptions both in Czech and Russian languages, although the interior depicted is of a Czech-built example.

MiG-19S/S-105 29


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The "angular" type nosewheel fork fitted with a KT-38 wheel The forward retracting leg was equipped with an automatic aligning and braking system that was activated during retraction. There isa brake system valve mounted on the fork near the wheel disk centre. A 70W taxiing lamp, type FR-100, mounted on the nosewheel leg, was fixed and inclined downward and to port (above left andcentre). Front section of the nosewheel bay, note the 2 litre ball-shaped bottles of the KKO-1 oxygen system (above right).

An overall view of the starboard main gear, with a drum-braked KT-37 wheel and hydro-pneumatic shock absorber. Thehollow-leg cylinder, of 4.3 litre capacity, contained pressuredair for undercarriage emergency operation (left). Inner side ofthe triangular-shaped port undercarriage cover and itsconnecting strut (above).

Each main undercarriage unit consisted of a leg and its hinge,swinging half-fork carrying the wheel and actuating hydraulic

jack (far left).

I<

The inner and rear sides of the starboard main undercarriage wheel bay show the hydraulic and pneumatic system piping and inner door hinges (left) . Another view of the starboard wheel well ,looking outwards. The leg operating jack is hinged on the well rear wall (right).

30 MiG-19S/S-105


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Shenyang JJ-6, Red 13425Chinese AF (PLAAF - Chung-kuo Shen Min Taie-Fang-Tsun Pu-tai), 1985Natural Metal overall finish with serial number on the nose. National insigniacarried on both wing surfaces and on rear fuselage-

Natural Metal

White

Red

d Green

I Yellow

1 Black

Bangladesh roundel and flagare Green with Red centre

Shenyang FT-6, Black 10840No.25 (OCU) 'Trendsetters' Sq., Bangladeshi AF (BangladeshBimanBahini)Patenga (Zahurul Haque) AB, Chittagong, 1991Finish is entirely off-White with Natural Metal wing pylons. Serial numbers carried

Colours andmarkings

Most Soviet MiG-19 and MiG-19S fighters were left unpainted, with their aiclad surfacecovered with a protective clear varnish. Only the moulded and cast panels remainedunvarnished. However, exceptions to the rule consisted of some North Fleet Air Armfrontline MiG-19s, which had their upper surfaces painted in Medium Blue-Grey andlower surfaces in Light Blue. National insignia, in the form of the Red stars, with a Whiteand Red outline, were carried in six positions above and below the wings, and on the

fin. The star's dimensions were given by its circumscribed circle - 1,000 or 800 mm(39.4" or 31.5"), with the wing star centre placed 1,350 mm (53.1") from the wing tipand that of the fin star located 970 mm (38.2") below the fin tip.The aircraft wore their two-digit identification numbers on both sides of the nose,painted in Red or Blue, usually with a thin Black outline. To denote training assignmentof certain aeroplanes, enlarged figures (compared to those carried by operationalfighters) were used, or three-digit numbers were carried instead. For military paradesand air shows, several aircraft were painted in distinctive colours, such as Crimson Redon the top and Medium Blue-Grey on the undersides, and complemented by Yellow,outlined Black, nose numbers.The MiG-19S fighters exported during the 1960s and '70s were usually left witha natural metal finish, too. This livery can be found on aircraft used by Bulgaria, EastGermany, Indonesia, Iraq, North Korea, Kampuchea, Sudan, Syria and Yemen.Frequently the original bright finish, exposed to elements during service, faded todull Greyish Silver.In the Middle East region, combat aircraft received quick ID markings or camouflage.In 1967, Egyptian Farmers wore a wide Red-edged White band around the rearfuselage behind the insignia, while Syrian MiGs were later painted in a pattern of Sandand Brown on their upper surfaces and Light Blue on their undersides.Czechoslovak MiG-19S aircraft had a varnished, bare metal finish overall. Nationalinsignia, service markings and stencils were applied in accordance with a normreleased in 1958 (drawings VM2-0001-00/A - 42/A). Aircraft identification consisted ofa four-digit fuselage code number identical to the last 4 digits of the aeroplane's con-struction number. These serials, 400 mm high, were painted in Black on the rearfuselage, with the last digit placed just forward of bulkhead No.28. National insignia,outlined Blue and with the Red segment always placed inwards, were placed on bothwings (800 mm/31.5" in diameter) and on the fin (540 mm/21.3"). Some aircraft hadcertain areas painted in distinct colours (usually in Red) to make identification easier.Narrow horizontal stripes were painted across the fin tip and rudder, while otheraircraft had coloured wing tips, trim tabs, mass balances, or stabilator and rudder trail-ing edges. Pitot tubes often carried several stripes. During military exercises, specialtemporary markings were added to represent "enemy" forces, e.g. Red fin tips or out-board wing sections. Squadron badges or coat-of-arms were not applied to theCzechoslovak MiG-19s, except for a handful of aircraft, including the '0103' and '0208',which carried a small badge and an inscription on the nose (for details see colourprofile on p. 6).The majority of the Chinese J-6s was left unpainted and thus had the colour of naturalmetal. Some units painted the upper half of the fin in Red while some J-6, JZ-6 and JJ-6aircraft wore all-White or Medium Blue-Grey scheme. Some J-6s were painted in Dark

Green and Dark Brown or Ochre, or Dark Brown and Sand; the camouflage was appliedin vertical stripes on the fuselage and across the wings and tailplanes. J-6III fightersadopted a camouflage pattern similar to that of the Pakistani J-6s, with Medium Greysurfaces and a Gunship Grey-painted fuselage centre section and portions of the finand stabilator. The fuselage codes comprised four or five-digit numbers painted inRed on both sides of the nose, although three digits were also applied. The Chinese

insignia (Red star and bar with a Yellow outline and inscription) were placed in sixpositions - on the upper and lower sides of the wings and on the rear fuselage.The first Shenyangs delivered to the Pakistani AF retained the same scheme as theirChinese counterparts, i.e. a natural metal finish. The markings comprisedGreen/White roundels in six positions, with a fin flash representing the national flag.Three, four or five-digit Black numbers were positioned on the nose, which repeatedon the rear fuselage under the stabilator roots. During service each squadron embla-zoned their machines with badges, applied on the fin below the fin flash and some-

times supplemented by their smaller representations on the nose. Each aeroplanehad two parallel red stripes around the rear fuselage marking the break joint. Variousstriking colour decorations, in the form of checkerboard patterns on the nose andrudder, stripes, shark mouths etc., were also carried. Following overhauls, a numberof F-6Cs received new camouflage scheme: White or Dark Green overall, Dark Greenupper surfaces with Light Grey undersides, or Dark Brown and Sand on the top andLight Blue below. The ultimate camouflage introduced in the PAF consisted of MediumGrey upper surfaces, with Gunship Grey covering the centre fuselage portion andwings, both sides of the fin fillet, and the front or rear part of the tailplanes. Lowersurfaces were sprayed in Light Grey, with a "wavy" demarcation line. At least twostandard schemes were used, but individual pattern variations appeared duringservice. Undoubtedly the Pakistani aircraft were the most colourful Farmers in theworld. Their display machines were seen painted in Yellow and Purple Red whilea single F-6, commemorating Chinese-Pakistan co-operation, received a speciallivery of Green, White and Red on the fuselage, with a White moon and star symbolson the nose, andYellow stars on the fin.Egyptian fighters, originally in bare metal finish, were later repainted in Light Grey allover, with irregular areas of Medium Grey on the upper surfaces. Quick identificationmarkings were also added to the wings, spine and fin, comprising bright Orangesegments outlined Black. The FT-6 trainers were painted in off-White all over. Red,White and Black roundels were carried in standard six positions while a national flagwas situated on the fin. Four-digit Black numbers in Arabic were placed on the noseand repeated on the fin on some aeroplanes.The first Bangladeshi F-6s were also left unpainted, whereas other F-6 and FT-6 aircraft,later supplied by Pakistan, retained their original camouflage - either two Greys overLight Grey or White overall. Some FT-6 trainers also sported a camouflage schemesimilar to that of the Pakistani A-5 Fantans, i.e. Sand, Dark Brown and Dark Greenuppersurfaces and Light Blue-Grey undersides.Somali F-6s were delivered in an overall off-White colour scheme. Later most of theirF-6 and FT-6 aircraft received camouflage consisting of irregular bands of Sand, EarthBrown and Duck Egg Green over Light Blue lower surfaces. National insignia - a Whitestar superimposed on the Blue circle - was carried above and below the wings, and highup on the fin. Three-digit Black numbers in small characters were painted on the nose.The MiG-19/19S cockpit interior was Medium Grey, with Black side consoles, instru-ment panel, throttle and control column. The ejection seat was painted in Black or Greywhile the headrest and cushion were made from Black leather. Emergency handlesand control levers were Red. The engine compartment, undercarriage legs, wheelwells, and insides of the air brakes, wheel covers and engine bay doors were Dark orMedium Grey (Pakistani a/c had the engine bay doors painted in Zinc Chromate).

Wheel discs were Medium Green. The wing walkways and anti-glare panels in front ofthe windscreen (some a/c only) were Matt Black. Gun blast panels were painted in Midor Dark Grey, on later aeroplanes they were painted over, leaving no border or onlya thin colour outline. Stencils appeared to be Blue on "silver" aircraft, while the ejec-tion seat warning triangle was placed below the cockpit of the Pakistani and EgyptianShenyangs.

31


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The built-in armament of the MiG-19S comprised three 30mm NR-30 guns-two in the wingroots and one on the lower starboard side of the fuselage nose. On later aeroplanes two smallgun blast panels were placed above and below the wing cannon muzzle , and usually Grey paintwas applied to protect the surrounding skin.

25

M1G-19S FARMER C

ON-BOARD ARMAMENT AND EXTERNAL STORES INSTALLATION

Armament, storesand equipment:1) Gun camera 2) Fuselage cannon 3) Gun mounting No. 3 4) Front gun mounting 5) Oxygen cylinder 6) Ammunition belt guide rails 7) Rear gun mounting8) Empty cartridge case outlet 9) Empty link chute 10) Gunsight recording camera 11) GGS 12) Winding cable pulling rod 13) Cartridge 14) Used chain link cases 15) Ammunition belt windingcable 16) Winding drum 17) Ammunition belt pull-out rod 18) Starboard wing root cannon 19) Ammunit ion belt loading aperture 20) Ammunit ion belt pull-out carriage 21) Port wing root cannon22) Ammunition box 23) Ammunition belt feed neck 24) Rocket pod 25) Drop tank.

32 M1G-19S, S-105


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The installation of the fuselage-mounted NR-30 cannon, with front gun mounting, ammunitionfeed neck and gun blast gases outlet (left). Detail of the cannon breech mechanism (above).

Fuselage gun bay doors with cartridge case outlets and feedneck (far left and above), and lower access panel of the wingmounted cannon (left).

Sight and firing documentation was made available by the AKS-3M (orAKS-5) gun camera mounted in the upper part of the nose (left). Right, refuelling of fuselage tank No. 1. Other details can bespotted in this picture: the inner side of the open engine bay door, cartridge case collector basket below the wing and the 'ARU2V inscription below the cockpit.

The ORO-57Kpods (designated the V-5 in the CzAF) could be carried either on the inner wingpylons, aft of the mainwheel wells (above), or on the leading edge pylons (right). Each podcontained eight 57mm S-SM (ARS-57M) FFARs.

M1G-19S, S-105 33


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As a fighter-bomber the Farm er could carry bombs weighing 50 to 250 kg. A 136kg OFAB-100Mfragment ation demolition bomb is shown in the pho to on the lef t. Above, a test inst allation of the K-13(AA-2 Atoll) IR-homing AAM fitted to APU-26 missile launcher.

An ARKS Amur radio compass (with a circular cover over the frame aerial) and an MRP-56P marker beacon receiver were placed in the lower fuselage just behind the nosewhee l bay; bo th instrume ntswere part of an OSP-48 blind-landing system. A retractable LFSV-45 landing lamp, with a GOOW clear bulb, was mounted above the radio compass (above left). Each wing tip mounted a position light(above centre), SRO-2 IFF antenna (frequency band I) and a static discharge device (above right). The Pitot tube had to be tilted up, when the aircraft was parked or towed (below left and centre). Notethe early installation of the IFF blade antenna on the Chinese J-6. An extended undercarriage position indicator located on the starboard wing upper surface (below right).

ANTENNAE, EQUIPMENT AND LIGHTING LOCATION

MiG-19, 19S, S-1OS

Shenyang J-6C/F-6CJJ-6/FT-6

Antennae:1) SRD-lMKonus gun ranging radarantenna(MiG-19,19S early) 2) SRD-1M/SRD-3 or 5 Grad antenna (S-105/

MiG-19S late ) 3 ) ARK-5 omnidirectionalantenna 4) RSIUSMKlyon UHFradio(MiG-19 early) 5) RSIU-4VDub UHF

radio (MiG-19 late, 19S, S-105)6)SRZO-1 Uzel-1 orSRO-1 Bariy-M IFF(MiG-19, 19S early) 7), 8) and 9) SRO-2Khrom IFF(MiG-19Slate, S-105)-band

I (both wing tips), band II (below thewings, both sides) and band III

respectively 10) SOD-57 IFFtransponder (MiG-19 stbd side)ll)Sirena-2 RHAWS antenna12) and 13) RV-2 Kristall low-level radioaltimeter: transmitter (port) and receiveraerial (stbd), both below the wings14) MRP-48P Khrizantema (MiG-19) or

MRP-56P (MiG-19S, S-105) marker

beacon receiver 15) ARK-5 Amur radiocompass (ADF) 16) UHF radio (F-6, 6C,FT-6) 17) TACAN (some F-6, 6C)18) ADF sensor (some F-6C).

Equipment:

A) PVD-4 Pitot tube B) TP -156 auxiliarypressure probe C) AKS-3M (or AKS-5)gun camera D) U/cposition indicator

E) ASP-5N gunsight F) SSh-45 GGSrecorder (some a/c) G) EKSR-46 signal

flare launcher H) Stat ic discharger

J) Aperture for ammunition belt pulling rodK) TP-19 parachute hayh) Brake chutecontainer (J-6C/F-6QJJ-6/FT-6).

Lighting:

I) BANO-45 navig ation (position ) lightII) Rear navigation (position ) lightIII) LFSV-45 retrac table landing lamp

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Nose equipment bay, with RS1U-4V transmitter and receiver (right), and itshinged cover (above). Note the auxiliary TP-156 Pitot tube in the photo onthe right

PTB-400 FUEL TANK

Standard 400 litre drop tank:1) Filler cap 2) Front bracing struts 3) Eye screw 4) Front support 5) Auxiliary draining plugG) Fuel piping 7) Draining plug.

760 litre fuel drop tank mounted below the wing ( top) andremovable brake chute case installed in the lower rear fuselagtlooking rearward (above).

Different braking parachutecontainers at the base of the finand rudder, as fitted totheChinese-built Farmers: abovecentre, an early

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Mikoyan MIG-19[Aviation] - [4+ Publication]