Country of origin:

Union of Soviet Socialist Republics

Description:

Single-seat fighter bomber

Power Plant:

One 5,732 lbst (dry), 7,452 lbst (afterburning) Klimov VK-1F turbojet

Specifications:

Armament:

Two 23 mm NR23 cannon with 80 rounds each; one 37 mm N-37D cannon with 40 rounds, in lower forward fuselage; 4 or 6 hardpoints for up to 500 kg (1,102 lb) of bombs, or packs of eight 55 mm unguided rockets; two AA-2 “Attol” air-to-air missiles on outer pylons.

History:

The MiG 17 was a total redesign of the MiG 15, some 6,000 being built in the Soviet Union, and large numbers being under licence in Poland (as the Lim 5), China (as the J-5, J-5A and JJ-5), and Czechoslovakia. In 1949 a design team led by Messrs I M Pashkowskij and M I Masurskis began a programme to make a MiG 15bis reach Mach I. This became known as Project SE, or MiG 15LL, and it differed from the MiG 15 in having a larger tail. On 21 September 1949 it reached Mach 0.97 in a shallow dive, and on 18 October that year reached Mach 1.01. During that year also research data collected was used to design a new fighter, known as Project S-1, or I-330, and the first two prototypes were converted from MiG 15 airframes with a new wing and increased fuselage length.

The second prototype of the definitive MiG 17 (SI-2) made its first flight at Zhukovsky on 1 February 1950 flown by Ivan Ivashchenko, reaching a speed of 1,152 km/h (716 mph) at 2,151 m (7,058 ft), but on 20 March it failed to recover from a dive and was lost. The test programme concluded on 20 June 1951 and the new type was placed in production.

Early production aircraft were operated as air-superiority fighters and escort fighters. Fuel capacity was 1,435 litres (316 Imp gals) and to supplement this two 333 litre (73 Imp gal) underwing tanks were installed. The Klimov OKB developed the Rolls Royce Nene engine as the VK-1A and it provided 5,952 lbst. Underwing weapons carried included bombs up to a weight of 250 kg (551 lb), and un-guided rockets of various types. The MiG 17 was supplied to Warsaw Pact countries, Bulgaria being supplied with the Fresco A in 1953, Poland in 1955, and East Germany in 1957. In 1957 when new models became available, examples were supplied to Afghanistan, these aircraft being used against the Mujahideen. Examples were also supplied to the air forces of China, Cuba, Morocco, Mongolia, Mozambique and Sri Lanka.

Development led to the MiG 17F (Fresco C), which introduced the 7,452 lbst VK-1F engine with afterburning, and it was placed in production in 1952. Due to the high fuel consumption when using afterburner the MiG 17F was usually fitted with two 400 litre (88 Imp gal) underwing fuel tanks. The MiG 17F was built at a number of State aircraft factories, the last aircraft being delivered in 1988 after some 8,000 had been completed. At its peak production some 300 were being delivered each month.

Too late to see service in Korea, the type did see action. It saw combat in a number of regional conflicts around the world, including the 1956 Arab – Israel War, and later with the North Yemen Air Force when it was used against RAF Hawker Hunters in 1963. During that same year it operated with the Syrian Air Force against Israel Air Force Mirage IIICJs. Further combat was seen during border skirmishes between Uganda and Tanzania, in Mozambique, and in the Biafran War in Nigeria from 1968. In Afghanistan it was used against rebel strongholds in the mountains; and in Vietnam against USAF aircraft, where some 20 were claimed as shot down by US fighters.

Basic versions of the type produced included the MiG 17 (Fresco A) with no afterburner; MiG 17P (Fresco B) interceptor with radar; MiG 17F (Fresco C) with afterburner and improved performance; MiG 17PF (Fresco D) with improved radar; and MiG 17PFU (Fresco E) with armament removed and fitted with ARS-212 air-to-air missiles. A two-seat variant was built in China and was known as the JJ-5.

About 1,000 MiG 17Fs were built in Poland by WSK Mielec as the Lim-5P, a ground attack variant developed from the Lim-5M with extra pylons, a braking parachute, and points for auxiliary take-off rockets. Later the Lim-6 was developed with extra fuel and a modified wing designed to overcome the shortcomings of the earlier models, the braking parachute and its container being relocated from under the rear fuselage to a bullet shaped fairing at the base of the rudder. Other changes included the Fowler flaps being replaced with blown flaps using high-pressure air from the engine. Forty Lim-6s were built, followed by the Lim-6bis with the original MiG 17F wing and landing gear. Some Lim-5 and Lim-6 airframes were modified to “bis” standard and these were followed by 70 new aircraft. Final production variant was the Lim-6R, which had an AFA39 camera for photo reconnaissance.

Since 1989 four MiG 17s are known to have been imported to this region, two built in Poland and the others built in Russia. The first restored, a Lim-6 (serial IJ-04-34) becoming VH-ALG at Bankstown, NSW on 4 March 1993 has never flown in Australia, being loaned to the Museum of Flight at Nowra, NSW for display. At some stage it will be conveyed to HARS at Albion Park, NSW where it will join a MiG 15 and a MiG 21. A second Lim-6 (IFO102) is complete and on display in a museum at Caboolture, QLD. A third, a Russian built MiG-17 (serial IG1919), has undergone restoration to airworthiness at Archerfield in Brisbane, QLD. In late 2021 a Polish built aircraft was conveyed to the Scone, NSW, Warbird Museum where it has been placed on display.

A further example was imported from Illinois in the US to New Zealand in 2015. This aircraft, a Polish-built Lim-5 (serial IC1912), arrived in Christchurch and was removed from its container on 26 May 2015 and subsequently conveyed to the Ashburton Aviation Museum. It was later restored for display and painted in Polish Air Force markings.