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Day Interceptor & Two-seat variants MiG-19, S, SV, S-105, Shenyang J-6/F-6, JZ-6, JJ-6/FT-6 J-6I, II & III

The publishers gratefully acknowledge the co-operation of: Eddy de Kruijff, Josef Faul and Zdenek Prochazka A 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.


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

Yefim 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 at Line, southwest of Pilsen. Red formation keeping/aligning stripes painted on the wing fences and below the cockpit canopy, and the lack of wing-mounted cannons suggest it was taking part in one of the military air parades organized in the mid-sixties. Photo Zdenek Prochazka collection via Petr Soukop

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.


Dear reader, Thank you for your buying another publication with the 4+ trademark. This publication is devoted to the first Soviet production fighter capable of attaining supersonic speed in level flight. It quickly became the true Cold War warrior, equipping a number of the air forces of former Warsaw Pact countries. It was also licence-built in 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, will describe the radar-equipped versions. We hope this publication will satisfy your interest in this type of aeroplane.

Rear cover photo:

An unusually Yellow-coded MiG-19S Farmer C converted into a weapons test-bed for the K-13 (AA-2 Atoll) airto-air missile. Designated the SM-9/3T, it was thoroughly tested and flown between 11 February and 3 March 1959. Photo Yefim Gordon collection

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MiG-19 Farmer Day Interceptor & Two-seat variants publication, 4+017

Authors of the text - the history and summary, technical description, armament and equipment, colours and markings - Ivo Pavlovsky, Michal Ovcacik, Karel Susa Photo captions - Michal Ovcacik, Karel Susa Photos (unless otherwise stated) - Michal Ovcacik, Karel Susa, MARK I archive Plans and drawings - Michal Ovcacik, Karel Susa, MARK I archive Camouflage drawings - MARK I Litho - Art-D, Graficky atelier Cerny Ltd., Prague 10, Czech Republic Printed by TRICO Ltd., Prague 7, Czech 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 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 crew member (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 new fighter whose performance would substantially surpass those of the MiG-15 Fagot and MiG-17 Fresco fighters. One of the design offices charged to develop such an aeroplane 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 State Aircraft 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 (GAZ No.153, as product 25). In March 1955, the first unit of the WS (Soviet Air Force) at Kubinka AB received their MiG-19s and on 3 July, a formation of 48 aeroplanes made a spectacular fly-past over Tushino, enabling Western intelligence to spot the modern fighter for the first time. Soon afterwards the MiG-19 received the NATO code name Farmer A. The MiG-19 was the first Soviet combat aircraft capable of reaching and maintaining supersonic 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 combat the 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 by the late 1950s in favour of the more advanced MiG-21 Fishbed. Although not well received by Russian pilots and groundcrew, a new lease of life began in China, where a remarkable quantity would be built during the following decades. Later, during its operational career and despite lacking the sophistication of more modern fighters, the day fighter variant of the MiG-19 appeared to be a forceful warplane.Yet today, almost 50 years after the first airframe left the production line, the Chinese models remain in operational service in China, Albania and Bangladesh.

Development and Soviet production

1-340 (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 mounted side-by-side in a new rear fuselage. 1-360 (SM-2/1, SM-2/2) followed in 1952 as a new mid-wing escort fighter design. The fuselage, mounting two AM-5A engines, was extended by 1.6 m (5'3") while new wings, with a high-speed airfoil section, anhedral and boundary layer fences were optimised for supersonic flight. The 1-360 had a swept-back fin and T-shaped tail. A more spacious cockpit, with a reinforced bubble canopy, was fitted with an ejection seat and face shield ejection actuator. The armament was changed from the MiG-17-style cannon pack to two separate 37mm N-37D guns in the wing roots. Two aeroplanes were built and used for flight tests in the Zhukovskiy-based Flight Research Institute while the third airframe was used for static tests. The SM-2/1 did not break the sound barrier in level flight and reached a speed 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 modified engines. 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 flight of 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, and featured a longer fuselage nose section, with reduced air intake diameter, larger nose wheel, ventral air brake, wing interceptors, cooling air scoops on the rear fuselage and a 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 performed well, but it was sensitive to stick inputs during low speed pitch. The problem was resolved with an ARU-2A automatic flight control unit controlling the stick forces and stabilator deflection according to speed and altitude. Well before the end of acceptance trials, on 17 February 1954, the Council of Ministers ordered mass production of the MiG-19.The production aircraft differed from the SM-9/1 in armament, which comprised three 23mm NR-23 cannons instead of the former installation of one N-37D and two NR-23 guns. The MiG-19s were also fitted with two underwing pylons for bombs or drop tanks, and a pair of removable pylons for unguided rockets aft of the

main undercarriage wells. Other visible differences included a lack of gun muzzle blast shields, absence of Pitot tubes on the wing tips and a canopy without supporting frames. The MiG-19s possessed several drawbacks, especially a tendency to blow up in mid-air, causing a fair degree of unpopularity amongst pilots. The MiG OKB identified the problem as insufficient heat insulation of the rear fuselage fuel cells leading to overheating and ensuing fuel explosion. Other improvements comprised redesigned air brakes, which produced turbulence around the tailplane, and reshaping of the tail fairing behind the jet nozzles. The MiG-19 Farmer A entered service in large numbers during 1956, pending the introduction of the definitive slab-tailed MiG-19S model. MiG-19S (SM-9/3, products 61 and 26). The prototype first flew on 27 November 1955 piloted by K. Kokkinaki. It had a short nose, with large intake similar to that on the SM-9/1, an all-movable tailplane, shorter rudder with trim tab, shallow fuselage spine and a long fin fillet. Three NR-30 cannons were installed, with two guns in the wing roots and the third on the starboard side of the nose. The fuselage skin around the cannon muzzles was protected by blast guards. Although both the SM-9/2 and SM-9/3 were lost during tests, the latter demonstrated an excellent performance reaching the speed of M=1.46. The SM-9/3 was in fact a pattern for MiG-19S production superseding the original"sans suffix" version. The armament of most MiG-19S fighters comprised NR-30 cannons with muzzle brakes, although early production machines had unbraked NR-23 guns with small blast shields. Additionally, modifications to the RD-9B engines, wheel brakes, braking chute and control system were incorporated. Unlike the MiG-19, the 'S' variant was equipped with a third ventral air brake and spoilers below the wings; early MiG-19S's also had a short dorsal fin fillet. The KK-2 ejection seat was completed with a face curtain incorporated into the headrest. During serial production the two pylons for ORO-57K pods were repositioned to the wing leading edge. On some aircraft the short fin leading edge fillet received a small blister over an improved ARU-3V automatic flight control unit, which was enclosed by a longer fin fillet on later machines. The MiG-19S Farmer C was the most numerous version of the family, becoming the mainstay of Soviet fighter aviation of the fifties. MiG-19 (SM-2A) was modified in 1955 to carry four RO-70-5 pods each with five 70mm (2.75") ARS-70 unguided rockets. The aeroplane could carry either four pods or a combination 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 with ORO-190K launchers for two or four TRS-190 unguided rockets. The aircraft was later modified to carry two ARS-212M (S-21) rockets in APU-5 launchers. Re-designated the SM-2V it successfully passed state acceptance trials in 1957. The APU-5 launchers were also experimentally installed outboard the fuel tank hardpoints and as such the aeroplane was known as the SM-21. MiG-19 (SM-2G). A single aircraft was used in 1955-56 for flight tests with coupled launch tubes for ARS-160 unguided rockets. MiG-19 (SM-2D) was the modification, made in 1957, of the SM-2A enabling carriage of four 408/3 three-tube rocket pods for nine 85mm (3.34") TRS-85 FFARs. MiG-19 (SM-2M) was a MiG-19S fitted with two APU-5M missile rails on Type 369-Sh pylons for test launches of K-5M (RS-2US) radar-guided missiles. Such an arrangement was later utilised on the MiG-19P Farmer B interceptors. MiG-19 (SM-21), with the wing cannons retained, was modified as a weapons test-bed for the K-6 (AA-1 Alkali) radar-guided missiles. Live missile tests were conducted during May - December 1956. MiG-19S (SM-9/3T). In February 1959 a MiG-19S was upgraded with outboard wing pylons and APU-26 rails for K-13 IR AAMs. Firing data recorders were installed in place of the wing cannons. The programme was carried out successfully, with the missiles having no adverse effect on handling. MiG-19S (SM-9/9) was a special variant tested in 1959. A BDZ-55T weapons pylon for carrying 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 fairing was added to the wing/fuselage joint and around the pylon itself. Dummy bombs were successfully dropped both from level flight and during the toss-bombing manoeuvres. MiG-19SF (the 'F' denoting high-performance). A certain number of MiG-19S fighters were stripped of redundant on-board equipment to reduce weight and had the improved RD-9BF-1 or RD-9BF-2 engines fitted. These aircraft were later upgraded with outboard wing pylons for two R-3S (AA-2a Atoll) IR-guided AAMs. MiG-19SV (SM-9V) was a high-altitude interceptor developed to counteract highflying spy planes and reconnaissance balloons intruding on Soviet territory. The MiG OKB decided to improve the climb and service ceiling of the basic MiG-19 by the

installation of an upgraded RD-9BF engine (with raised turbine inlet temperature to 730 C), removing the wing cannons, dismantling the armour plating and increasing the wing 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 below Mach 0.9. At first two MiG-19s were modified as prototypes in 1956, soon followed by similar conversion of another two MiG-19S. To save weight the RV-2 altimeter and brake chute were also removed and KT-61 wheels with disc brakes were fitted to shorten landing runs. High-altitude missions also required more complex life support equipment in the form of a KKO-1 oxygen dispenser and a VSS-04A pressure suit. However, the suit proved to be cumbersome and poorly ventilated and therefore a new VKK-2 suit was introduced, soon supplemented by a GSh pressurised helmet. This combination allowed pilots to attain safe operational altitudes of 24,000 m (78,740 ft). Production MiG-19SV fighters did not have the larger-area wings and had its flaps setting reduced to 8. RD-9BF-1 engines were fitted to several 'SV aircraft whereas some other received an 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 WS pilot N. Korovushkin flying an SM-9V prototype, while a maximum speed of 1,572 km h V 977 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 unknown number 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 the nose-mounted cannon. The aeroplane was successfully tested at Nil WS and reportedly produced only in limited numbers by the GAZ No.21 factory. MiG-19M (M-19) was a supersonic remote-controlled target drone based on both the MiG-19 and MiG-19S fighters, which had been retired from the front-line service. The modification comprised the removal of all superfluous equipment and installation of radio 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 fitted with upgraded RD-9BM engines, delivering 31.58 kN (7,100 lb st), and a U-19 liquid fuel booster, with an SZ-20M rocket motor in a jettisonable underbelly fairing. Although the SM-50 did not pass the state acceptance trials, a small batch of five aircraft was produced in 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) cruise missile. The YeS guidance system was fitted and subordinated to the YeN target illumination radar of the Tu-16K-10 missile carrier. YeS units and data recorder were installed in the fuselage, wing roots and in special underwing pods. MiG-19S (SM-9K, SM-30/1, SM-30/2, SM-30M, also designated the MiG-19P). In 1956 two fighters were converted for zero-length launches (ZELL) from a trailer, a system to be used to defend remote areas of the Soviet Union. Structural modifications were incorporated to the SM-30/1, and PRD-22R solid-fuel boosters were utilised. The second prototype had a further reinforced fuselage to withstand the high G-forces in force during take-off. In July 1957 the state acceptance trials began at the Nil WS and continued until November that year. Reportedly five aircraft and six launchers were produced, but due to the complex system and problems in finding suitable landing strips in remote areas, the SM-30 programme was shelved. Within the SM-30 project an unusual MiG-19SV, fitted with an arrester hook, was used for short landing trials. 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 by adding refuelling receptacles to the port wing tip. Flight tests using the Tu-16 as a tanker were conducted in March 1957, but the modification was not accepted. MiG-19 (SM-20/1, SM-20/2 also known as the SM-20 and SM-20P). In 1956 two aircraft were used as test-beds for the Kh-20 (AS-3 Kangaroo) missile guidance system as part of Tu-95K-20 weapons system development. The SM-20/1 acted as a remote-controlled simulator while the SM-20/2 could be controlled either by the pilot or autopilot. After the completion of more than 150 test flights, the Kh-20 guidance system was accepted. Other various flying laboratories and test-beds were based on the MiG-19, but it is out of 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 the Soviet Union delivered a number MiG-19S to Afghanistan (18 a/c), the League of Arab Nations (at least 80 a/c to Egypt and 40 to Syria), Indonesia (at least 35), Iraq (15), North Korea (15) and North Vietnam (around 40) while other air forces around the world were supplied by the Chinese.

in 5 production batches, had been built at the Aero Vodochody plant by November 1961; all of them were destined for the Czechoslovak AF. The engines, known as the M-09, were locally manufactured by Zavody J. Svermy, while overhauls were later carried out by Aero and the Aircraft Repair Works at Prague-Kbely. The MiG-19S fighters subsequently equipped eight fighter regiments, with the first aeroplanes going to the 1st FR (1. sip) at Ceske Budejovice and the 1 lth FR at Zatec.The last Farmer C was removed from service in June 1972. MiG-19SF (the 'F' denoting the photo reconnaissance, or MiG-19R). A single MiG19S (c/n 850012) was modified for reconnaissance by the removal of the fuselage cannon, No.2 fuel tank and other equipment. Two camera bays were provided, enabling three different installations for vertical and oblique photography: either 3x AFP-21KT or AFPN-21B cameras, or 2x ShFP-21B, one AFP-12.5 and one AK-16 (or AFP-12.5), or two AFPN-21B units. The aircraft was tested beginning from May 1959, but the project was cancelled in 1960.

Chinese production and export

The 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 manufactured under the designation J-6, but following unacceptable results, in terms of quality, production was halted and revived only in 1961 using original Soviet documentation and tooling. 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 December 1961. During production the aircraft were upgraded with the installation of a braking parachute in a bullet-shape fairing at the base of the fin, thus becoming the J-6C. The export aeroplanes, designated the F-6C, were fitted with a Martin-Baker ejection seat and Westernised avionics (aircraft for Pakistan and Egypt). Shenyang J-6I was a high-altitude, day interceptor employing more powerful WP-6A turbojets 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, including the two wing cannons. The nose section was fitted with a sharp-tipped, fixed nose cone on a splitter plate. Shenyang J-6II was an improved variant of the J-6I, with a 30mm cannon on the starboard side and 23mm gun on port. It featured a MiG-19S-style nose mounted Pitot tube and ventral placed braking parachute. Shenyang J-6III was based on the J-6II, with upgraded gun armament of three 30mm Type 30-1 cannons and relocated brake chute to the base of the rudder. Two upgraded Wopen WP-6A turbojets were mounted. Shenyang JJ-6 was a locally designed two-seat trainer, first flown in November 1970. Its forward-lengthened fuselage (by 0.33 m/l'l") accommodated a second (rear) seat for the instructor, with the cockpit covered by a widened windshield and two separate canopies, hinged 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 2,000 litres (440 gal). Production amounted to 634 aircraft, with some machines exported under the designation FT-6. Shenyang JZ-6 was a reconnaissance modification, incorporating a camera compartment in the fuselage aft of the nose wheel bay. First flown on 2 July 1971, the JZ-6 has been the only dedicated reconnaissance aircraft in the PLAAF's inventory (until the arrival of the JZ-8), with around 100 aeroplanes still in service. The Chinese Farmer Cs and their optional models were produced by three state factories at Shenyang, Nanchang and Tianjin (Tientsin), reaching more than 4,500 examples; 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 the biggest foreign user of the Chinese derivatives. Early-model aircraft supplied to the PAF were 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.10 PKD ejection seats and the Rockwell Collins navigation system. A provision was made to carry a locally-designed 1,140 1 (251gal) underbelly semi-conformal fuel tank. The Pakistani aeroplanes were also modified to carry French FFARs instead of the Chinese rocket 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 number of aircraft purchased from other countries. The original Chinese supply consisted of 4 batches: 74 F-6s (during 1965-66), 2x 60 F-6Cs (in 1972 and 1977) and an unknown quantity of FT-6s in 1980. Other operators of the Shenyang J-6 clear-weather fighter variants were Albania, Bangladesh, Congo, Egypt, Indonesia, Iran, Iraq, Cambodia (Kampuchea), North Korea, North Vietnam, Somalia, Sudan, Syria, Tanzania, Yemen and Zambia.
MiG-19 and MiG-19S production in the Soviet Union Designation MiG-19 MiG-19S, SV* MiG-19 MiG-19S, SV * SUBTOTAL TOTAL

Czechoslovak production and service

In 1953 the Czechoslovak Air Force was in need of supersonic fighters capable of intercepting high-flying intruders. The MiG-19S was chosen as the most suitable aeroplane and an agreement on delivery of Farmers from the USSR and on licenced production was 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 arrived in 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 production was 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,


1957 f959 7956 1958 1 118 1 59 No. 153 Novosibirsk 143 145 283 175 20 139 285 20 465 175 * MiG-19S and SV had the same product number 1,084 " all export MiG-19S a/c manufactured by GAZ No.21 No.21 Gorkiy " 1955 139

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 recognisable identities of the aircraft are (right to left): 7839, 7635,8923, 7722 and 8913.

List of abbreviations
AAM CKD kit FFAR GCI GvIAP HSI IFF ILS Nil WS Air-to-air missile C o m p o n e n t Knocked-Down kit Folding-fin aircraft rocket G r o u n d - C o n t r o l l e d Intercept G u a r d s Fighter R e g i m e n t Horizontal Situation Indicator Identification F r i e n d or Foe Instrument Landing System Scientific Research Institute of theWS Experimental Design Bureau People's Liberation Army Air Force (Chinese Air Force) PTB jettisonable fuel tank PVO Anti-aircraft defence RHAWS Radar Homing And Warning System SHORAN Short Range Navigation (system) TACAN Tactical Air Navigation OKB PLAAF


Army Air Forces of the USSR

Technical description of MiG-19S Farmer C

The 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 monoplane, with a back swept wing and all-movable horizontal tailplanes. The fuselage is of a stressed-skin aluminium construction, with the cross section being circular over the nose and gradually changing to oval over the engines. The fuselage, with a max. diameter of 1.45 m (4'9"), is divided into two main portions comprising 35 bulkheads. The front section consists of an intake splitter dividing the duct into two channels surrounding the cockpit and the nose wheel well. The upper intake lip incorporates a gun camera while a Pitot boom, which can be swung upwards, is fitted centrally below the nose. The upper nose section houses radio equipment and an accumulator and is enclosed by a detachable cover. The lower starboard side is occupied by the cannon, while the 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 bulkhead No.20, can be quickly detached for engine and systems maintenance. The aft fuselage houses engine jet pipes, control system linkage and hydraulics. A dorsal spine on the top of the centre fuselage covers the linkage of the ARU automatic flight control unit. Below the rear fuselage a liquid-sprung bumper is fitted to prevent damage during take-off and landing. Two lateral air brakes, of an area of 1.48 m2 (16 sq ft) in total, and a ventral perforated air brake, with a braking area of 0.45 m3 (4.85 sq ft), are incorporated in the rear part and below the centre fuselage. A TP-19 braking parachute, 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 to port. The fuselage skin thickness varies between 0.6 and 1.2 mm (0.024 and 0.047"). The endmost fuselage part, in the form of a forked fairing, is made of steel. Several air scoops around 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-piece windscreen, with the front panel made of 64mm bullet-proof glass, and an aft sliding Perspex 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 is pressurized by the engine bleed air and is equipped with an automatic temperature control system. The pilot's emergency rescue system comprises canopy jettisoning and air brake deployment. The procedure can be initiated by pulling down a protective face shield out of the seat headrest. The Mikoyan-designed KK-2 ejection seat also mounts a canopy glass penetrator in case of hood jettison failure. The tail surfaces consist of cantilever all-metal stressed-skin construction. A slab tailplane (or stabilator) is fitted, with a TsAGI-M aerofoil section, 55 sweep at quarter chord and 7 % thickness/chord ratio. The stabilators rotate around a beam axis attached to the rear fuselage above the afterburner. An anti-flutter mass balance weight is fitted to each tailplane tip. The vertical tail unit, of a conventional design, utilises a TsAGI-S-1 IS section and its T/C ratio is 8 %. Early MiG-19S fighters were fitted with a 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 upgraded with an ARU-3V recognisable by a small blister at the fin/fin fillet junction. An ID induction transmitter (of the GIK-1 set) and Sirena-2 RHAWS sensor are mounted in the fin and fin tip respectively. An additional long ventral fin, of an area of 0.54 m2 (5.81 sq ft), is installed to improve stability at high AoA. The wings are of a cantilever construction and back-swept design, using D-16-T Electron magnesium alloy castings and V95 aluminium alloy panels. The airfoil section is TsAGI S-12 at the root and SR-7 at the wing tip, with root thickness 8.74 per cent decreasing to 8 % at the tip. The wing aspect ratio is 3.24 and taper ratio 3.04. Each wing consists of a main, front and rear, and an auxiliary spar implementing a total of 30 ribs and a detachable wing tip. A single boundary layer fence (320mm high) is fitted to the upper wing's surface. The trailing edge inboard of the fence is occupied by a single-section Fowler flap which can be set at -12 for combat manoeuvring at speeds of up to 797 km h1 (495 mph), while outboard of the fence is a two-piece aileron; the trim tab is fitted to the port side only. The interceptors, interconnected with the ailerons, are installed on the lower wing's surface forward of the flaps, thus improving flight characteristics at high Mach speeds. The wing leading edge also incorporates an ammunition magazine for the wing root cannons. The landing gear consists of a tricycle-type retractable undercarriage with lever suspension. 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, is fitted. On late-model aircraft a taxiing lamp is mounted on the leg. The main legs and wheels retract inward into the undercarriage wells formed by the front and main wing spar. 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 an emergency pneumatic back-up. The powerplant. Two Mikulin RD-9B single-shaft axial-flow afterburning turbojets are installed 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 compressor via a single shaft. The afterburner has 10 adjustable nozzle flaps that can be secured in three positions. The nozzle diameter is 498 mm in full afterburner, 442 mm at max. thrust and 465 mm in other modes (19.6", 17.4" and 18.3"). The engines and their accessories are accessible via hinged panels in the upper centre fuselage. For engine starting an external power source 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) are situated behind the cockpit and under the engines respectively (No. 1 between bulkhead Nos.9 and 15, No.2 between Nos. 15 and 20) while two smaller aluminium integraltype tanks are positioned under the front end of the jet pipes. Their capacities are as follows:No.l 1,485 l,No.2 330 l,No.3 (front tank) 1801andNo.4 1751, making 2,170 litres in total (327, 73, 39 and 38 gal, 477 gal in total). Tank No. 1 acts as a collector, with 3 fuel pumps 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 tanks could be carried - either small MiG-17-type 400 litre tanks or larger tanks of 760 litre capacity (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 pumps. The starboard engine supplies the main system, which operates the landing gear, flaps, air brakes and exhaust nozzles, and also provides standby power for the flight control system. The port engine provides primary power for the flight control system (servo-installation). In the event of failure of one of the two engines, the other unit automatically takes over its functions. AMG-10 oil is used in the system; the total capacity of the installation is 40 litres (8.8 gal). The pneumatic system operates both the main and emergency wheel brakes, emergency extension of the undercarriage and flaps, cannon loading, parachute release and unlocking, emergency hood jettison and windshield de-icing. The main pressure source consists 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 system maintains overpressure and optimises the temperature in the cockpit (15-26 C) using air from the engine compressor. The pressure is maintained at the outer space level up to 2,000 metres (6,560 ft). Up to 10,000 m (32,810 ft) it is evenly increased by an RD-2IA regulator to 29.435 kPa (4.3 psi), while above this level 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 and six pressure cylinders with a total volume of 12 litres (2.65 gal), stowed in the nosewheel well and behind the pilot's seat. Oxygen is supplied to the KM-30 pilot's mask, PPK-1 anti-G suit, VSS-04A or VKK-2 suits and to the KP-27M parachute oxygen apparatus. The electrical system consists of DC and AC circuits, supplied by two engine-driven GSR-ST-6000A starter-generators and backed up by a 12SAM-28 accumulator. The system caters for starting the engines, and the functioning of controls and other on-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 and control column, push-pull rods, cranks and levers assisted by irreversible hydraulic boosters. A BU-13M hydraulic booster is incorporated in the aileron control system while a BU-14MS powers the rudder. An ARU-2A automatic flight control unit, later replaced by the ARU-2V or ARU-3V units, adjusts the gear ratio between the stick control and stabilator movement according to the speed and flight altitude. A load adjuster and a MP-100M actuator were used in the system. For trim tab adjustment, two UT-6D electric motors are installed. In case of hydraulic system failure an APS-4 electromechanical emergency system is provided.

MiG-19S Farmer C technical data

Length, overall/without Pitot tube Length, fuselage Wing span/tailplane span Height Wheel track/base Wing/fin leading edge sweep angle Wing anhedral/incidence Aileron deflection angle Landing flaps angle, take-off/landing Max. interceptor extension Elevator/rudder deflection angle Ventral/side air brake deflection angle Wing/stabilator area Fin/rudder area Weight, empty take-off, no external stores max. take-off (2x PTB-760 + 2x rocket pods) Max. speed, at 9,000 m (29,530 ft) Unstick speed Take-off distance (full afterburner) Landing run, with/without braking chute Max. G-load (no external stores) Rate of climb, initial Climb to 9,000 m (29,530 ft) Service ceiling (full afterburner) Range, at 14,000 m (45,930 ft) no external stores 2x drop tank 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'/0 20 -15/-25 575mm(2.2"0.2") + ir30'-2630725 45/25 25.16/4.40 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=1.348 280 - 305 km h '(174 - 189 mph) 515 m (563 yd) 610/890 m (667/973 yd) 6.5 g 115ms l (22,640ft/min) 0.9 min 17,900 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 C 11,150 rpm T-1, TS-1 or JP 4 (Pakistan a/c)

Mikulin RD-9B turbojet engine

Dry weight Max. diameter Max. static thrust/with afterburner Nominal static thrust Jet pipe temperature Power rating Fuel

The Russian "quest" to break the sound barrier in level flight began with the Mikoyan SM-1 aeroplane, also known as the 1-340 experimental fighter. It was a modified MiG-17F accommodating two Mikulin AM-5 single-shaft turbojets (later exchanged forAM-SAs). It rolled out of the Moscow OKB-155 factory at the end of 1951 (left).

Built specifically around the AM-5A engines, the SM-2 became a flying laboratory. Although outwardly similar to previous MiC OKB fighters, it was actually a new design, with a longer fuselage and a 55 swept-back thin wing. The second of the two prototypes built, the SM-212, demonstrates its original T-tail configuration during state acceptance trials early in 1953 (below left). 7b rectify instability at high speeds and spin problems, the tailplane was repositioned to the base of the fin. This SM-2/1 also displays the early "framed"hood, shallow wing fences and newly added gun blast panel at the wing root (below).

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-19 had 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-board armament 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 Test Pilot G. Sedov in 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)

An overall view of the first MiG-19 prototype, the SM-9/1, showing to good effect its conventional fixed tailplanes and elevators, spineless upper fuselage, reshaped fin with a large rudder, short tail fairing and deep-chord wing fences. The two wing tip Pitot tubes were removed from the production MiG-19 aircraft. The biggest problem associated with this version was the elevator inefficiency at supersonic speeds.

The SM-9/2 featured a lengthened fuselage nose, allmovable tailplanes (stabilators), a long fin fillet, smaller rudder, ventral airbrake and canopy framing, but carried no guns. On the other hand, it shared some characteristic marks with the early MiG-19s, including the position of its IFF aerials and RHAWS and gun ranging radar antennae (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 supersonic fighters 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 refuelling prior 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

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

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

In Socialist Care emblem comprises Red star, Green leaves and Black inscription

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

Presentation of unusual numeral shape


~1 Natural Metal

jj; j Grey
mm Green Yellow 1 Burnt Metal

iRed I B l u e
I White

MiG-19S Farmer C, Red 11 19th IAP, Bulgarian AF (Bolgarski Voyenno Vozdushni Sily) Graf IgnatievoAB, 1958 Overall Natural Metal finish with highly polished fuselage air brakes. Smal gun blast panel riveted on both fuselage sides, with a bigger area painted in Aluminium. Red aligning/position keeping stripes on the wing fence and fuselage. National insignia carried on rear fuselage, high up on the fin and only below the wings.

Bulgarian star is Red with Red and White outline, central circles are White (centre), Green and Red outlined in White MiG-19S Farmer C, Red 495 (c/n 61211225) 1/JG-3 (1. Staffel Jagdfliegergeschwader 3) 'Wladimir Komarow', East German AF (LSK/LV DDR - Luftstreitkrafte und Luftverteidigung der DDR) Preschen AB, Brandenburg, 1967 Natural Metal finish overall with stencilled nose code number. Fuselage air brakes have highly polished surface. National insignia in six positions, with Black segment always on the left hand side.

East German insignia is Black, Red and Yellow


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 and a 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 ranging radar 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, carries additional wing leading edge pylons for the ORO-57K rocket pods and a flight control unit under the 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 highaltitude interceptor, the 'Red 14', was designed and built in 1956. It was powered by upgraded RD-9BF engines, whose increased turbine temperature necessitated additional cooling air scoops in the rear fuselage. Only a limited quantity as such were produced while most MiG-19SVs were converted from the 'S'fighters (above).

Another attempt to increase the service ceiling of the Farmer was the MiG-19SU, fitted with a liquidfuel rocket motor under the fuselage. The first prototype, undergoing a test programme in December 1957, introduced an experimental 'Kaskad' guidance system. 7b reduce the weight the aircraft was stripped of all superfluous equipment and ammunition, only retaining the wing root guns. A handful ofMiG-19S aircraft were converted to 'SU' standard.

MiG-19S, SV, SU

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 in 1967. 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-105 on the ramp at Vodochody A short dorsal fillet is fitted with a small blister over theARU-2A stabilator control unit. Note the square gun blast panels and gun smoke stains on the fuselage nose (above left). Taxiing on the wet runway during wintry flight training is this S-105, 0208, of the Bechyne-based 9th Fighter Regiment. The aircraft was first flown on 23 June 196O.Asmall badge is painted on the nose; for details see p. 6 (above).

During the early sixties, the MiG19S aircraft were the most modern and sophisticated piece of equipment in the Eastern Bloc air forces' inventory and thus closelyguarded objects. Unofficial photography was strictly forbidden, with serious consequences if the ban was breached. Thankfully, the indiscipline of some personnel and pilots made it possible to preserve glimpses of the MiG- 19's heyday for posterity. An S-105, 0420, from the fourth production batch, is pushed to its place on the ramp at Line AB in 1967. Note the long fin fillet and Dark Grey or Black wing walkway.


"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. These Farmer 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 aircraft in favour of a new generation of MiC-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 are removed 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 leading edge 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 Fighter Regiment 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 photoreconnaissance aircraft fitted with 600 litre underwing tanks and an UTI MiG-15 Midget hidden behind the M1G-19S.


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 the third 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 units to 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) was one of two MiC-19S aircraft that wore a special paint scheme for the opening ceremony of the 5th World Aerobatic Championship held at Magdeburg in August 1968. In the event no demonstration flight was performed due to a hydraulic system failure of the '872'and the fatal crash of the other aeroplane. The aircraft in the photo above, seen at Stendal AB, was painted in Blue/Yellow "anti-camouflage" colours, with Red and White rudder stripes and Red/Blue (upper/lower part respectively). White outlined, fuselage lightning; the canopy framing was left unpainted.

The Air Force of the former German Democratic Republic (East Germany), the LSK/LV DDR. purchased a total of 12 MiG-19S Farmer C day fighters in August 1959. All of them were ex-Soviet inventory and included the aeroplanes both with short and long fin fillets. The 'Red 495', c/n 211225, had been on the strength of the lstStaffelJG-3 'Wladimir Komarow', at Preschen AB, until it crashed in January 1968 following engine fire. Note the small blister in the fin "bend"covering an improved ARU-3V automatic flight control unit.


MiG-19S, S-105

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 (below right). 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 Farmerequipped 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' denoting fighter), 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 left.

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 with three 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 roundels introduced 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



starboard main undercarriage fairing (inner side)

starboard main undercarriage (inner side)



Shenyang J-6/F-6


Shenyang JJ-6/FT-6


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

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

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

Yellow Burnt Metal Polished Metal Black

Egyptian flag is Red (top), White and Black with Gold 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, 1980 Overall 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.


Period colour photographs of Soviet AF Farmers are extremely rare, if virtually non-existent. This shot (above) was extracted from a propaganda documentary showing a MiG-19S, 42, of the WS display team from Kubinka AB. Smoke generators were carried under the wings to attract spectators' attention during the show. Right, the third prototype, the SM-9/3, 03, acted as a "pattern " for the MiG-19S production. Note the 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 gun blast panel. An early-production Farmer C, 030, currently displayed at the Plovdiv Aviation Museum at Krumovo AB, was one of a batch of two-dozen MiG-19S fighters delivered to the Bulgarian AF during 1957. Bulgaria was among the first three Warsaw Pact members to receive this type of aircraft (top).

The MiG-l9SVwas a lightweight high-altitude fighter developed from the basic 'S' version, aimed at countering aerial espionage by Western reconnaissance aircraft. Its armament was reduced by fuselage cannon disposal and also other on-board equipment was removed in order to save weight. The type is represented here by the '171 '(c/n 0615337) preserved in the aviation museum on Khodynka Airfield in Moscow.

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


A quartet ofF-6Cs, 7719, 7701, 7839 and 7635 (left to right), of the 23rd AS Squadron, flies high over the Suleiman mountain range. This squadron was the first Farmer-equipped unit of the Pakistani Air Force and with other two F-6 squadrons, Nos. 11 and 25. it took an active part in the war with India in 1971. At the turn of the century theF-6Cs were in the twilight of their career, havingserved with the PAF for more than 36years; the last single-seaters were retired from service on 27 March 2002.

The Shenyang J-6C is a slightly improved basic J-6 version, production of which started at the beginning of the 1970s. It is fitted with an early type of the parachute container below the rudder. This aircraft, the '40307', defected to Taiwan, where this shot was recently taken (below). For training J-6 pilots, the Chinese designed a two-seat derivative, theJJ-6. This machine, the '41483', one of nearly 900 built, is displayed at the PLAAF Museum, An extension plug in the fuselage near the wing root is clearly visible (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 joint US/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).


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

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 the starboard 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


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 the improved 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).


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

MiC-19SV (left) and S-105 front fuselage (above). Different NR-30 cannon muzzles and gun blast panels are fitted; note the removed fuselage gun from the former aircraft. In the photo above, the SRD- 1M ranging radar antenna is mounted just above 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 and upper nose access cover (below left).



Transport joint at the bulkhead No.20, with aft wing root fairing and an auxiliary cooling air scoop, starboard view (above). The centre fuselage section shows the shallow spine introduced on the 'P' and'S' versions of the MiC-19 (Farmer B and C respectively). The prominent aerodynamic fairing at the wing root covers the rear wing attachment while in the upper part of the fuselage is the port engine bay access door with a cooling air scoop (top right and right).

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


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

No.26 Squadron badge consists of a Black spider on the White background and Yellow scrolls, all outlines are Red

Warning triangle is Red on White or Yellow background

Pakistan national flag is Green with White half-moon and star No.19 'Phoenix' Squadron badge is Black and Yellow, outline is Black Pakistan roundel is Green and White

Shenyang F-6 Farmer C, Black 1911 No.19 'Phoenix' Air Superiority Sq., Pakistani AF MasroorAB, 1984 Disruptive camouflage pattern of Mid Grey and Dark Grey with Light Grey undersides. Stencilled serials on rear fuselage and nose. Stripes on rear fuselage and flap outline on wing upper surfaces are Red. Roundels carried in six positions and national flag on the fin. Squadron badge placed on the fin below 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 3-77 Aviation Regiment 4020, Albanian AF (Aviacione Ushtarak Shquipetare) Tirana-Rinas AB, 1993 Natural Metal overall finish with highly polished fuselage air brakes. Gun blast panels painted in Aluminium. Roundels {introduced in 1993) applied below the wings and on the fin.

Albanian roundel is Red and Black

Shenyang F-6 Farmer C, Red 6023 925th Fighter Regiment, North Vietnamese AF (VPAF - Vietnamese People's Air Force) Yen BaiAB, 1969 Overall Natural Metal finish with national markings in six positions. Stencilled codes on the nose.

North Vietnamese insignia is Red and Yellow



Front fuselage structure: 1) Gun camera location 2) Ejection seat rails 3) De-icing installation filling neck cover 4) Nosewheel leg actuatmg jack 5) Front wing attachment fitting 6) Air duct sidewall 7) Rear wing attachment lugs.

The upper decking under the rear part of the cockpit canopy mounts the cockpit pressurisation equipment, including the air cylinder, with a pressure gauge and relief valve, and the perforated heating air spill tubes (left). Centre fuselage portion, with the port wing removed, clearly shows the wing attachment lugs at the bulkhead No. 15 and their aerodynamic fairing. Note the disconnected hydraulic piping and electrical cables (right).



Port wing structure:

I) Front gun mounting 2) Rear gun mounting 3) Main spar 4) Rear spar 5) Landing flap 6) Transversal spar 7) Front spar 8) Main undercarriage leg hinge fitting 9) Drop tank carrier.



An overall view of the port wing showing the deep-chord wing fence. Fowler flap and its hinges, and bulge with skin reinforcement over 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 detail and the fuselage-wing joint fairing are depicted 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 control at 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 wing leading edge was used for wing cannon ammunition loading. Note the position of the wing star insignia extending onto the aileron (left).


MiG-19S, S-105

Left and below, the lower section of the centre fuselage showing access panels to the navigation and 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, covers the used chain link case of the wing cannon. Wing root cannon installation and removable access covers of the fuselage-mounted gun, with cartridge case outlet (above).

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

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

M1G-19S, S-105


e /m and rudder of the Czech-built S-105, with Sirena-2 RHAWS antenna and rear position light mounted on the endmost tip, and ClK-1 gyro compass transmitter cover just above the national insignia. Note the trim tab at the base of the rudder (left and above).

A large fin fillet was introduced to later Farmer C models; of note is the stabilator root fillet and EKSR-46 four-round signal flare launcher (above). The one-piece slab tailplane, with a balance weight on the tip, could swing down 17 and up 7 (right).

The MiG-19 Farmer As were equipped with only two side-mounted airbrakes that produced turbulence affecting the tailplane; to improve the aircraft's handling a third (ventral) air brake, with an area of 0.45 sq m, was installed on the next version, the NHG-19S (photos above and right).



A redesigned fuselage nose of the ]-GUI features a sharp-tipped nose cone and eight auxiliary air intakes on the circumference of 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 splitter plates (top centre). The characteristic "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 with ejectors. 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 electrical cables can be seen in the bays. There is a booster hydraulic tank in the front of the port bay while a hydraulic accumulator is in the same place on the starboard side.

MiG-19S/S-105, J-6III


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


Detail of the control column, with gun firing triggers and a brake control lever on the port side. The cannon ammunition indicator panel is visible below the dashboard (above left). The KK-2 ejection seat displays its horizontal and vertical stabilizing fins and face blind firing handle (far left). The seat in place, note the safety harness shoulder and lap straps (above).

Ejection seat: 1) Stabilising fins in stowed position 2) Telescopic ejection mechanism 3) Face screen and firing handle 4) Headrest 5) AD-3 leg clamp and safety harness release device 6) Safety harness 7) Secondary firing handles 8) Leg clamps 9) Foot rests 10) Seat pan.




Instrument panel

Port side and console

Starboard side and console

45 46


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 altimeter indicator 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-2000 combined 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 indicator 19) 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-15U cabin 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 pneumatic system 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 oxygen regulator 40) Starboard block of automatic switches (generators, guns, radio, instruments) 41) ARKS radio compass control panel 42) RUFO-45 rheostat 43) Cockpit temperature control 44) 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) Flaps emergency extension cock 48) U/c emergency lowering cock 49) Pressure gauges (1 to r): flaps 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 an ORK-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 is located 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.



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 is a 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 and centre). 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 drumbraked KT-37 wheel and hydro-pneumatic shock absorber. The hollow-leg cylinder, of 4.3 litre capacity, contained pressured air for undercarriage emergency operation (left). Inner side of the triangular-shaped port undercarriage cover and its connecting 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).


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).



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

Natural Metal Bangladesh roundel and flag are Green with Red centre White Red Shenyang FT-6, Black 10840 No.25 (OCU) 'Trendsetters' Sq., Bangladeshi AF (Bangladesh Biman Bahini) Patenga (Zahurul Haque) AB, Chittagong, 1991 Finish is entirely off-White with Natural Metal wing pylons. Serial numbers carried

d Green I Yellow 1 Black

Colours and markings

Most Soviet MiG-19 and MiG-19S fighters were left unpainted, with their aiclad surface covered with a protective clear varnish. Only the moulded and cast panels remained unvarnished. However, exceptions to the rule consisted of some North Fleet Air Arm frontline MiG-19s, which had their upper surfaces painted in Medium Blue-Grey and lower surfaces in Light Blue. National insignia, in the form of the Red stars, with a White and 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 tip and 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 assignment of certain aeroplanes, enlarged figures (compared to those carried by operational fighters) were used, or three-digit numbers were carried instead. For military parades and air shows, several aircraft were painted in distinctive colours, such as Crimson Red on 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 with a natural metal finish, too. This livery can be found on aircraft used by Bulgaria, East Germany, Indonesia, Iraq, North Korea, Kampuchea, Sudan, Syria and Yemen. Frequently the original bright finish, exposed to elements during service, faded to dull 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 rear fuselage behind the insignia, while Syrian MiGs were later painted in a pattern of Sand and Brown on their upper surfaces and Light Blue on their undersides. Czechoslovak MiG-19S aircraft had a varnished, bare metal finish overall. National insignia, service markings and stencils were applied in accordance with a norm released in 1958 (drawings VM2-0001-00/A - 42/A). Aircraft identification consisted of a four-digit fuselage code number identical to the last 4 digits of the aeroplane's construction number. These serials, 400 mm high, were painted in Black on the rear fuselage, 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 both wings (800 mm/31.5" in diameter) and on the fin (540 mm/21.3"). Some aircraft had certain areas painted in distinct colours (usually in Red) to make identification easier. Narrow horizontal stripes were painted across the fin tip and rudder, while other aircraft had coloured wing tips, trim tabs, mass balances, or stabilator and rudder trailing edges. Pitot tubes often carried several stripes. During military exercises, special temporary markings were added to represent "enemy" forces, e.g. Red fin tips or outboard wing sections. Squadron badges or coat-of-arms were not applied to the Czechoslovak 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 colour profile on p. 6). The majority of the Chinese J-6s was left unpainted and thus had the colour of natural metal. Some units painted the upper half of the fin in Red while some J-6, JZ-6 and JJ-6 aircraft 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 applied in vertical stripes on the fuselage and across the wings and tailplanes. J-6III fighters adopted a camouflage pattern similar to that of the Pakistani J-6s, with Medium Grey surfaces and a Gunship Grey-painted fuselage centre section and portions of the fin and stabilator. The fuselage codes comprised four or five-digit numbers painted in Red 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 six positions - 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 their Chinese counterparts, i.e. a natural metal finish. The markings comprised Green/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 repeated on the rear fuselage under the stabilator roots. During service each squadron emblazoned their machines with badges, applied on the fin below the fin flash and sometimes supplemented by their smaller representations on the nose. Each aeroplane had two parallel red stripes around the rear fuselage marking the break joint. Various striking colour decorations, in the form of checkerboard patterns on the nose and rudder, stripes, shark mouths etc., were also carried. Following overhauls, a number of F-6Cs received new camouflage scheme: White or Dark Green overall, Dark Green upper surfaces with Light Grey undersides, or Dark Brown and Sand on the top and Light Blue below. The ultimate camouflage introduced in the PAF consisted of Medium Grey upper surfaces, with Gunship Grey covering the centre fuselage portion and wings, both sides of the fin fillet, and the front or rear part of the tailplanes. Lower surfaces were sprayed in Light Grey, with a "wavy" demarcation line. At least two standard schemes were used, but individual pattern variations appeared during service. Undoubtedly the Pakistani aircraft were the most colourful Farmers in the world. Their display machines were seen painted in Yellow and Purple Red while a single F-6, commemorating Chinese-Pakistan co-operation, received a special livery of Green, White and Red on the fuselage, with a White moon and star symbols on the nose, andYellow stars on the fin. Egyptian fighters, originally in bare metal finish, were later repainted in Light Grey all over, with irregular areas of Medium Grey on the upper surfaces. Quick identification markings were also added to the wings, spine and fin, comprising bright Orange segments 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 flag was situated on the fin. Four-digit Black numbers in Arabic were placed on the nose and 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 over Light Grey or White overall. Some FT-6 trainers also sported a camouflage scheme similar to that of the Pakistani A-5 Fantans, i.e. Sand, Dark Brown and Dark Green uppersurfaces and Light Blue-Grey undersides. Somali F-6s were delivered in an overall off-White colour scheme. Later most of their F-6 and FT-6 aircraft received camouflage consisting of irregular bands of Sand, Earth Brown and Duck Egg Green over Light Blue lower surfaces. National insignia - a White star superimposed on the Blue circle - was carried above and below the wings, and high up 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, instrument panel, throttle and control column. The ejection seat was painted in Black or Grey while the headrest and cushion were made from Black leather. Emergency handles and control levers were Red. The engine compartment, undercarriage legs, wheel wells, and insides of the air brakes, wheel covers and engine bay doors were Dark or Medium 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 of the windscreen (some a/c only) were Matt Black. Gun blast panels were painted in Mid or Dark Grey, on later aeroplanes they were painted over, leaving no border or only a thin colour outline. Stencils appeared to be Blue on "silver" aircraft, while the ejection seat warning triangle was placed below the cockpit of the Pakistani and Egyptian Shenyangs.


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



Armament, stores and 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 mounting 8) 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 winding cable 16) Winding drum 17) Ammunition belt pull-out rod 18) Starboard wing root cannon 19) Ammunition belt loading aperture 20) Ammunition belt pull-out carriage 21) Port wing root cannon 22) Ammunition box 23) Ammunition belt feed neck 24) Rocket pod 25) Drop tank.


M1G-19S, S-105

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

Fuselage gun bay doors with cartridge case outlets and feed neck (far left and above), and lower access panel of the wing mounted 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 be spotted 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 wing pylons, aft of the mainwheel wells (above), or on the leading edge pylons (right). Each pod contained eight 57mm S-SM (ARS-57M) FFARs.

M1G-19S, S-105


As a fighter-bomber the Farmer could carry bombs weighing 50 to 250 kg. A 136kg OFAB-100M fragmentation demolition bomb is shown in the photo on the left. Above, a test installation 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 nosewheel bay; both instruments were 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). Note the 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).


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

MiG-19, 19S, S-1OS

Antennae: 1) SRD-lMKonus gun ranging radar antenna (MiG-19,19S early) 2) SRD-1M/ SRD-3 or 5 Grad antenna (S-105/ MiG-19S late) 3) ARK-5 omnidirectional antenna 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-2 Khrom IFF(MiG-19Slate, S-105)-band I (both wing tips), band II (below the wings, both sides) and band III respectively 10) SOD-57 IFF transponder (MiG-19 stbd side) ll)Sirena-2 RHAWS antenna 12) and 13) RV-2 Kristall low-level radio altimeter: transmitter (port) and receiver aerial (stbd), both below the wings 14) MRP-48P Khrizantema (MiG-19) or MRP-56P (MiG-19S, S-105) marker beacon receiver 15) ARK-5 Amur radio compass (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 auxiliary pressure probe C) AKS-3M (or AKS-5) gun camera D) U/cposition indicator E) ASP-5N gunsight F) SSh-45 GGS recorder (some a/c) G) EKSR-46 signal flare launcher H) Static discharger J) Aperture for ammunition belt pulling rod K) TP-19 parachute hayh) Brake chute container (J-6C/F-6QJJ-6/FT-6). Lighting: I) BANO-45 navigation (position) light II) Rear navigation (position) light III) LFSV-45 retractable landing lamp


MiG-19S/S-105, Shenyang J-6

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


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

760 litre fuel drop tank mounted below the wing (top) and removable brake chute case installed in the lower rear fuselagt looking rearward (above). Different braking parachute containers at the base of the fin and rudder, as fitted to the Chinese-built Farmers: above centre, an early smaller type on the J-GC, and, above, the definitive bullet fairing of the J- GUI. The latter type of the container was also incorporated in the late production F-6 export aircraft, including those supplied to Pakistan, Bangladesh, Egypt and North Korea.

A Pakistani F-6C, 7839, taxies, with its brake chute still deployed, along the runway after landing at Samungli Air Base, near Quetta, in the north-western part of the country. The parachute reduced the landing run by 280 m (compared to landing run without brake chute) approximately to 600 metres.

MiG-19S/S-105, Shenyang J-6C, J-6III, F-6C


- ffl I 4 - -H--H AIM-9B

Rocket projectiles

H-H -




Used chain link and cartridge wire collector basket


ISBN 80-900708-8-4

788090 070882

Jeden z mla dochovanch letovch zbr s. MiG 19S dokumentuje pouit barevnho oznaen konc kdel bhem cvien jako identifikaci bojujc" strany. Letoun ev. . 0218 m krom st kdel erven jet konce vkovky a smrovky a na trubici rychlomru jsou ti erven psky.

MiG-19, historie a pehled verz (denn sthac a dvoumstn varianty)

V ervnu 1950 zahjil Nejvy sovt v Moskv projednvn otzky kvalitativn novho sthae s vkony podstatn pevyujcmi stvajc sthac letouny MiG-15 a MiG-17. Jednou z konstruknch kancel povench vvojem novho sthacho letounu byla znm konstrukn kancel Mikojana a Gurjevie veden Aromem I. Mikojanem. Vsledkem vvoje byl letoun znm jako MiG-19, zaveden do vroby rozhodnutm Rady ministr a V KSSS ze dne 17.2. 1954. Tho roku zaaly prvn stroje opoutt vrobn linky Sttnho leteckho zvodu v Gorkm (GAZ.21) pod internm tovrnm oznaenm vrobek 59" a o rok pozdji byla vroba rovn zahjena v Novosibirsku (GAZ . 153, vrobek 25"). V beznu 1955 obdrel prvn tvar Sovtskch vzdunch sil na zkladn Kubinka nov letouny MiG-19, kter krtce nato doshly operan zpsobilosti. Formace tyiceti osmi stroj provedla velkolep pelet nad Tuinem 3. ervna tho roku, a dovolila tak zpadnm zpravodajskm slubm podit prvn snmky tohoto nejmodernjho sthacho letounu s povm kdlem. Krtce nato obdrel MiG-19 v identifikanm systmu NATO kdov oznaen Farmer A (Farm A"). MiG-19 byl prvnm sovtskm bojovm letounem schopnm doshnout nadzvukov rychlosti ve vodorovnm letu. Konen varianta dennho sthae, oznaen MG-19S, znamenala skuten krok vped v porovnn s ktermkoliv jinm sthacm letounem t doby. MG-19S se ukzal bt velmi vhodnm typem pro manvrov vzdun boje, a to zejmna dky vysokmu pomru tahu motoru k hmotnosti letounu, velice dobrmu chovn za letu a vysok rychlosti. Vroba letoun MiG-19 v Sovtskm svazu trvala relativn krtce a byla ukonena ji koncem 50. let, kdy jej na vrobnch linkch vystdal modernj letoun MG-21.V zemi svho vzniku nebyla devatenctka" docenna a mezi piloty ani personlem nebyla pli oblbena. Jin situace vak nastala v n, kde byly v licenci vyprodukovny dal tisce jejch kopii a na jejm zklad vyvinuty dal varianty. I dnes, skoro pt desetilet pot, co prvn letadlo opustilo vrobn linku v Sovtskm Svazu, zstvaj nsk varianty tohoto vjimenho sthacho letounu v operan slub v n, Albnii a Bangladi.

stran pd trupu. Potah trupu v okol st kann byl zeslen ochrannmi plechy. Akoliv SM9/2 i SM-9/3 byly v prbhu letovch zkouek ztraceny, prokzal druh z nich vborn letov vlastnosti a doshl rychlosti odpovdajc Mach= 1,46. Prototyp SM-9/3 byl ve skutenosti pedlohou pro sriov MiGy 19S, kter nahrazovaly pvodn verzi MiG-19. Vzbroj vtiny letoun MG-19S sestvala z t kann NR-30 s sovmi brzdami, akoliv prvn vyroben kusy zachovvaly jet pvodn vzbroj t NR-23 bez sovch brzd a s malmi ochrannmi panely. Sriov stroje mly dle upraveny motory RD-9B, systm zen, brzdy kol podvozku a brzdic padk; oproti pvodnm devatenctkm" byl MG-19S vybaven tetm podtrupovm brzdicm ttem, spoilery na spodn stran kdla a prvn srie mly tak jet krtk pechod do klov plochy. Vystelovac sedadlo KK-2 bylo vybaveno chrniem oblieje zabudovanm do oprky hlavy. V prbhu sriov vroby byly dva pylony pro raketnice ORO-57K pemstny pod nbnou hranu kdla. Letouny pozdjch vrobnch sri byly vybaveny modernizovanm regultorem systmu zen ARU-3V, jeho instalace byla charakterizovna malm krytem v lomu nbn hrany klov plochy; tato st byla na dalch letounech nakonec zvtena a dostala del nbh" klovky. Letoun MG-19S (v kdu NATO Farmer C) se stal nejpoetnji zastoupenou verz cel ady a stal se pilem sovtskho sthacho letectva konce padestch let. MiG-19 (SM-2A) byl upraven v roce 1955 pro nesen 4 raketrc RO-70-5 urench pro pt nezench protizemnch raket ARS-70 re 70mm. Letoun mohl nst bud dva raketov bloky a pdavn ndre nebo tyi raketnice. Zkouky vzbroje probhly spn. MiG-19 (SM-2B, SM-2V, SM-21). SM-2B byl uren pro zkouky se dvma i tymi vypoutcmi zazenmi ORO-190Kproprotizemn rakety TRS-190. Stroj byl pozdji upraven pro nesen dvou nezench raket ARS-212M (S-21) na adaptrech APU-5 a pejmenovn na SM-2V; sttnmi zkoukami proel v roce 1957. APU-5 byly tak pokusn namontovny vn zvsnk pro pdavn ndre a v tto konfiguraci byl letoun znm pod oznaenm SM-21. MiG-19 (SM-2G) byl pipravovn v letech 1955-1956 pro letov zkouky sdruench trubkovch odpalovacch zazen pro nezen protizemn rakety ARS-160. MiG-19 (SM-2D). V roce 1957 byl SM-2/A upraven pro podven ty thlavovch raketomet 408/3 pro 9 nezench protizemnch raket TRS-85 re 85 mm. MiG-19 (SM-2M) byl MG-19S vybaven dvma adaptry APU-5M na zvsncch 369-5 urenmi pro zkuebn stelby radarov navdnch raket K-5M (RS2-US). Tato konfigurace byla pozdji pouita na pepadovch sthacch MG-19P. MiG-19 (SM-21) byl vybaven radarov navdnmi raketami K-6 (AA-1 Alkali), piem ml zachovny kanny v kdle. Ostr stelby probhaly od kvtna do prosince 1956. MG-19S (SM-9/3T). V noru 1959 byla na jednom MiGu 19S provedena zstavba adaptr APU-26 pro rakety K-13, kter byly upevnny na pylonech v mst zvsnk pro palivov ndre. Zapisovae daj o odpalu raket byly instalovny msto kann. Program byl spn splnn, piem bylo zjitno, e rakety nemaj dn nepzniv vliv na ovldn letounu. MG-19S (SM-9/9) byl v roce 1959 upraven pro zkouky speciln vzbroje - bomby 244-N s nuklern hlavic. Jedna bomba byla nesena na specilnm zvsnk na pylonu BDZ-55T u koene prav poloviny kdla. Trupov i prav kdeln kann byl demontovn a spoj kdla a trupu spolu se zvsnkem dostal aerodynamick kryt. Cvin bomby (imitace jadern nloe) byly shazovny z vodorovnho i stoupavho letu. MG-19SF (F vkonnostn) je oznaen pro MiGy 19S s motory RD-9BF-1 nebo RD-9BF-2 a redukovanm palubnm vybavenm. Tyto stroje byly pozdji rovn vybaveny zvsnky pro dv protiletadlov rakety R-3S pod vnjmi stmi kdel. MG-19SV (SM-9V) byl vkov sthac letoun vyvinut pro nien vysokoletcch pionnch letoun a przkumnch baln, naruujcch sovtsk vzdun prostor. OKB MiG zvilo stoupavost a dostup existujcho MiGu 19 instalac vkonnjch motor RD9BF (se zvenou teplotou vstupnch plyn do turbny na 730 C), odstrannm kdelnch kann, demont pancov ochrany a zvtenm plochy kdla o 2 m3. Pro zven vztlaku a zlepen manvrovacch vlastnost pi rychlostech pod M=0,9 ve vkch nad 15 000 m bylo rovn navreno nastaven klapek na 12. V roce 1956 byly takto nejdve modifikovny dva MiGy 19, pozdji byly konvertovny dal stroje verze S". Stroje mly demontovn radiovkomr RV-2 a brzdic padk a kvli zkrcen dobhu byla kola hlavnho podvozku nahrazena typem KT-61 s kotouovmi brzdami. Plnn kol ve velkch vkch vyadovalo tak sloitj vybaven systmem pvodu kyslku KKO-1 a vkovm skafandrem typu VSS-04A. Kvli ztenm podmnkm pi zen letounu a patn ventilaci ho vak brzy nahradil nov oblek VKK-2, doplnn hermetizovanou plba typu GS. Tato kombinace umoovala pilotm dosahovat operanch vek a 24 000 m. Sriov pepadov MiGy 19SV nemly kidlo o zvten ploe a vychylovni klapek u nich bylo zmeneno na 8. Nkter SV" byly vybaveny motory RD-9BF-1, nkter vak mly i RD-9BF-2 se zvenm vkonem na 32,36 kN v reimu pdavnho spalovn. Na prototypu SM-9V doshl pilot Nil WS N. I. Korovukin dne 6. prosince 1956 rekordn vky 20 740 m, zatmco pi jinm letu ve vce 10 000 m bylo dosaeno maximln rychlosti 1572 km h ' (t.j. M=l,48). MiG19SV byl zaveden do sriov vroby v zvod . 21, avak na tento standard bylo dle pestavno i ble neuren mnostv MiG 19 verze S". MG-19R (SM-9R, R = przkumn). Takto byl oznaen letoun MG-19SV, vybaven zvsem pro fotokomory AFA-39 namsto trupovho kannu. Upraven letoun spn proel zkoukami v Nil WS a pot byl mal poet letoun upraven v zvodu v Gorkm. MG-19M (M-19) byl nadzvukov, dlkov zen bezpilotn ltajc ter, upravovan z letoun MiG-19 a MG-19S vyazench z operan sluby. Modifikace spovala v demonti nadbytenho vybaven a v instalaci automatickho systmu zen letu a jeho antn na pdi trupu, na vrcholu klovky a pod kdlem.

1-340 (SM-1) byl prvnm pedchdcem MiGu 19. Vznikl v roce 1951 na zklad MiGu 17F a vybaven byl dvma axilnmi proudovmi motory AM-5, instalovanmi vedle sebe v upraven zdi trupu. 1-360 (SM-2/1, SM-2/2), dvoumotorov stedoplonk nov konstrukce, nsledoval v roce 1952. Trup se dvma motory AM-5A byl prodlouen o 1,6 m a pov kdlo s novm profilem, aerodynamickmi pltky a zpornm vzeptm bylo optimalizovno pro let nadzvukovou rychlost. pov ocasn plochy byly ve tvaru psmene T. Prostornj pilotn kabina byla vybavena vystelovac sedakou; katapult se iniciovala staenm clony oblieje pilota. Nov del pekryt kabiny se dvma vztunmi rmy se odsouval vzad. Vzbroj se oproti kannov lafet ve stylu letounu MiG-17 zmnila na dva 37mm kanny N-37D zabudovan do koen kdla. Dva postaven stroje byly podrobeny letovm zkoukm ve Vzkumnm leteckm stavu v ukovskm a tet letoun slouil pro statick testy. Pekroit rychlost M=l ve vodorovnm letu se v SM-2/1 nepodailo, maximln rychlosti Mach 1,19 bylo dosaeno pouze v mrnm klesn. SM-2/2 se odlioval od SM-2/1 vtmi brzdicmi tty a zvtenmi sovmi brzdami kann. MiG-19 (SM-9/1, SM-9/2, vrobek 59 a 25") byl novou konstrukc, kter byla vybavena motory AM-9F s upravenm pdavnm spalovnm. Tyto motory, vyvinut Mikulinovou OKB (pozdji peznaen na AM-9B), mly rozmry identick jako AM-5, avak dosahovaly vyho statickho tahu 25,5 kN, jen se dle jet zvyoval na 31,87 kN v reimu pdavnho spalovn. Hlavnmi rozdly oproti SM-2 byly tvar a velikost klov plochy a rozen zd trupu. Pevn vkovky a kdlo bylo pevzato z 1-360, pouze nosn plocha byla navc vybavena pltky zabraujcmi odtren proudnic. SM-9/1 poprv vzltl 5. ledna 1954 a i druh prototyp byl dokonen jet v tme msci. Byl ji vybaven plovouc vkovkou, mrn posunutou vzhru, del pd s menm vstupem vzduchu, vtm povm kolem, tetm brzdicm ttem pod trupem, interceptory v kdlech, pdavnmi vstupy vzduchu na zdi trupu a nim smrovm kormidlem. Neml montovnu vzbroj (pozdji vak byly instalovny ti kanny NR-23), ani Pitotovy trubice v kdlech. Bhem letovch zkouek letoun dosahoval dobrch letovch vkon, avak pi nzkch rychlostech byl citliv na pohyby dic pky. Problm byl vyeen zabudovnm automatickho regultoru systmu zen ARU-2A, kter upravoval sly na dic pce a vychlen vkovky v zvislosti na rychlosti a vce letu. Jet ped ukonenm pejmacch zkouek prototypu vydala Rada ministr dne 17. nora 1954 dekret, kterm pikazovala zahjit sriovou vrobu letounu MiG-19. Sriov devatenctka" se liila od SM-9/1 vzbroj sestvajc ze t kann NR-23 re 23 mm namsto pedchoz kombinace jednoho kannu N-37D a dvou NR-23. MiG-19 ml dva zvsnky pod kdly, kter mohly nst bud bomby nebo pdavn palivov ndre. Dal dva demontovateln zvsnky pro nezen rakety byly instalovny za achtami hlavnho podvozku. Dalmi viditelnmi zmnami byly chybjc ochrann panely na trupu u kdelnch kann a Pitotovy trubice na koncch kdla a nov pekryt kabiny bez rmovn. Prvn sriov sthaky mly adu nedostatk, z nich nejvnj zahrnovaly ast pory a exploze bhem letu. Problm byl v nedostaten tepeln izolaci palivovch ndr umstnch mezi vtokovmi tryskami motor, vedouc k peht a nslednmu vbuchu paliva. Dal pravy zahrnovaly rekonstrukci brzdicch tt, kter zpsobovaly turbulenci okolo ocasnch ploch, a zmnu proudnicovho tvaru zd za tryskami motor. Letouny MiG-19 byly ve vtch potech zaazeny do sluby v prbhu roku 1956. MG-19S (SM-9/3, vrobekSl a 26") poprv vzltl 27. 11. 1955, pilotovn K.K. Kokkinakim. Ml krtkou p s velkm vstupnm otvorem jako prototyp SM-9/1, plovouc vkovku, mal" smrov kormidlo s vyvaovai plokou, zk hbet trupu a vy nbh klov plochy. Namontovny byly ti kanny NR-30, z nich dva byly umstny v koenech kdel a tet na prav

Vvoj a vroba v SSSR

publikace MiG-19 & 19S, denn sthac a dvoumstn varianty - doplnk

MG-19SU (SM-50, U = pdavn raketov motor) byl vkov stha, jeho konstrukce vychzela ze sriovho MiGu 19S. V trupu ml motory RD-9BM o vkonu 31,38 kN, zatmco v odhazovatelnm podtrupovm pouzde byla uloena urychlovac jednotka na kapaln paliva U-19 s raketovm motorem SZ-20M. Pestoe SM-50 neproel sttnmi zkoukami, byla v roce 1957 vyrobena mal srie pti letoun pro ely ncviku pouit systm pozemnho navdn a metod pepad ve velkch vkch. MG-19S (SM -K/l, SM-K/2) byly dva sriov stroje pestavn v OKB-155 v roce 1957 na ltajc zkuebny pro vvoj a testy navdcho systmu protilodn zen stely K-10S (AS-2 Kipper). Byly vybaveny navdc soustavou JeS propojenou s radarem pro ozen cle JeN na nosii letounovch stel Tu-16K-10. Sousti systmu JeS a zapisova letovch parametr byl umstn v trupu, v koenech kdla a ve specilnch pouzdrech pod kdlem. MG-19S (SM-9K, SM-30/1, SM-30/2, SM-30M, tak MiG-19P).V roce 1956 byly dva letouny upraveny pro start z odpalovac rampy umstn na pvsu; clem tto modifikace byla zamlen obrana odlehlch a tko pstupnch oblast Sovtskho svazu. Trup a palivov ndre prvnho prototypu byly upraveny tak, aby odolaly peten pi startu (SM-30/2 ml trup zeslen vce), a pro urychlen pi startu byly instalovny dva raketov motory na pevn palivo PRD-22R. V ervenci 1957 byl systm pedn ke zkoukm do Nil WS, kter byly spn zakoneny v listopadu tho roku. dajn bylo upraveno pt letoun a zhotoveno est ramp, avak pro sloitost celho systmu a zjevn problmy nalzt v odlehlch oblastech vhodn pistvac plochy byl program SM-30 ukonen. MiG-19 (SM-9D, SM-10/1, SM-10/2). V letech 1954 a 1955 probhaly zkouky tankovn paliva za letu. Za tmto elem byly ti letouny na lev stran kdla vybaveny tankovacm nstavcem a jako ltajc tanker" slouil Tu-16. spn letov zkouky probhly v beznu 1957, avak do adov sluby tato modifikace zavedena nebyla. MiG-19 (SM-20/1, SM-20/2, tak oznaovan SM-20 a SM-20P). V rmci vvoje zbraovho komplexu Tu-95K-20 byly v r. 1956 upraveny dva letouny na ltajc zkuebny pro navdc soustavu raket Ch-20 (AS-3 Kangaroo). Prvn byl pestavn na dlkov zen simultor a druh na zkuebnu, kter mohla bt zena pilotem nebo autopilotem. Po vce ne 150 zkuebnch letech byl program zavren a navdc systm Ch-20 byl pijat do vzbroje. Na bzi MiGu 19 a 19S byla zkonstruovna ada dalch ltajcch laborato a zkueben, jejich popis vak nebylo mono z prostorovch dvod zahrnout do tto publikace. Letouny MG-19S byly Sovtskm svazem dodny jen tem letectvm stt bval Varavsk smlouvy: Bulharsku (24 letoun), NDR (12 ks) a eskoslovensku (13 stroj). Dal letouny verze ,,S" byly exportovny do Afgnistnu (18 ks), stt Ligy arabskch nrod (nejmn 80 ks do Egypta a 40 do Srie), Indonsie (asi 35), Irku (15), Severn Koreje (15), Severnho Vietnamu (kolem 40), zatmco ada jinch stt obdrela MiGy 19S vyroben v licenci v n.

Akoliv Pkistn nikdy nevyrobil dn letoun F-6, zasluhuje si jako jejich nejvt zahranin uivatel pozornost. Prvn stroje dodan z ny byly v prbhu generlnch oprav v Pkistnu dodaten vybavovny novm pouzdrem brzdicho padku a pylony pro protiletadlov rakety AIM-9B/J/P pod vnjmi stmi kdla. Vtina pozdjch F-6 dostala sedaky M-B Mk. 10 PKD a navigan vybaven firmy Rockwell Collins. Pro zven doletu mohla bt pod trup instalovna aerodynamicky tvarovan pdavn ndr o kapacit 1140 litr. Jej pouit se osvdilo natolik, e byla rovn vyrbna v n. Pkistnsk ef estky" mohly krom pvodnch nskch 57mm raket tak nst francouzsk nezen protizemni stely re 68 mm. Generlky letoun byly provdny v opravrenskm zvod v Kame, jen byl vybudovn s nskou pomoc v roce 1980, zatmco opravy motor provdlo letectvo ve svch dlnch ve mst Sarja Fajsal. Celkem Pkistnci provozovali 253 enjangu dodanch pmo z ny a dal stroje zakoupili jinde. Pvodn nsk dodvka byla realizovna ve 4 srich: 74 letoun F-6 v letech 1965-66, dv edestikusov v r. 1972 a 1977 (verze F-6C) a ble neuren poet dvoumstnch FT-6 v roce 1980. Dalmi uivateli letoun enjang J-6 ve verzch pro denn sthn byly Albnie, Banglad, Kongo, Egypt, Indonsie, Irk, Irn, Kamboda, Severn Korea, Severn Vietnam, Somlsko, Sdn, Srie, Tanzanie, Jemen a Zambie. V roce 1953 zaalo vrchn velen eskoslovenskho vojenskho letectva plnovat vyzbrojeni jednotek nadzvukovmi sthacmi letouny, kter by byly schopny zachytit naruitele vzdunho prostoru ve vkch do 20 000 m i ve. MiGy 19S a 19P byly zstupcm letectva pedvedeny v listopadu 1956 na letiti Kubinka. Dohoda o dodvkch tchto letoun z SSSR a jejich licenn vrob (se zahjenm v r. 1961) byla podepsna v Moskv 30. 7. 1956 a ji 24. srpna byla dodna prvn st technick dokumentace. Ppravn prce na licenn vrobu MiG 19S v zvod Aero Vodochody (tehdy Stedoesk strojrny, n. p.) pod s. oznaenm S-105 (S stha) probhaly v roce 1957. Kompletn vzorov kus pro vrobu (ev. . 1006) byl dodn dne 15. 5. 1957 a tinct letoun MG-19S (tzv. rozsypy, tj. stroje v rznch fzch rozpracovanosti pro osvojen vrobnch postup a monte) nsledovalo krtce pot (vr. . 850001 a 850013). Vzhledem k nesouladu v dokumentaci (nebyly zachyceny posledn vrobn zmny) byly v prosinci 1957 veker prce na zavdn MiG 19S zastaveny a obnoveny byly teprve v ervnu nsledujcho roku. Koncem roku 1957 bylo z vrobnho zvodu v Gorkm dodno v transportnch bednch na letit Kbely celkem 12 letoun MG-19S (ev. . 0856, 0859, 0868, 0869, 0870, 0872, 0876, 0879, 0881, 0883, 0889 a 8100). Dodan letouny byly smontovny v Leteckch opravnch Kbely, s. letectvo pevzalo prvn z nich (. 0859) 3. ledna 1958 a posledn o 24 dn pozdji. Prvn dodan sovtsk MG-19S (. 1006) byl zaltn 6. 2. 1958, nsledovn prvnm rozsypovm" strojem (. 0001) 24.2. tho roku, zatmco eskoslovensk S-105 (vr. . 950102 z 1. srie) se poprv dostal do vzduchu a 30. 10. 1959; za kniplem vech letoun sedl pilot V. David. Vroba eskoslovenskch stoptek" byla ukonena v listopadu 1961 pot, co dala 104 letadla celkem v pti vrobnch srich; vechny byly ureny pro vojensk letectvo SLA. Prvn stroje mly krtk nbh klov plochy, avak od poloviny 2. vrobn srie ji mly S-105 dlouhou" k-' lovku. Motory byly vyrbny v Zvodech Jana vermy (pozdji Motorlet n. p.) v Praze - Jinonicch a byly znmy pod oznaenm M-09. Generln opravy se provdly ve Vodochodech a Leteckch opravnch Kbely. MG-19SF (F jako fotoprzkumn, tak MG-19R) byl verz MiGu 19S upravenou pro taktick przkum. Pro ely zstavby leteckch fotografickch komor do spodn sti trupu byl demontovn pov kann v. nbojov schrnky a psluenstv, palivov ndr . 2 a souvisejc vybaven v kabin pilota. Vyuity mohly bt ti rzn kombinace fotopstroj - 1. varianta zahrnovala ti komory AFP-21KT nebo AFPN-21B, druh dva pstroje FP-21B a po jedn komoe typu AFP-12,5 a AK-16, kter mohla bt rovn zamnna za AFP-12,5. Tet varianta se skldala ze dvou fotokomor AFPN-21B. Projekt byl pro technick komplikace a pro omezenou sriovou vrobu zkladnho typu v roce 1960 zruen. Zaazeni MiG 19 do sluby zce souvis s reorganizac eskoslovenskho vojenskho letectva v roce 1957, kdy dolo ke slouen sil Velitelstv letectva MNO a Velitelstv PVOS. V roce 1958 dolo k dal reorganizaci, nkolik sthacch tvar bylo zrueno a u tch, kter zstaly, byly poty letek sneny ze ty na ti. Konen od 1.9. 1961 bylo letectvo rozdleno na dv sti frontov, soustedn do 1. samostatnho smenho leteckho sboru, a letectvo PVOS, podzen velitelstv 7. armdy PVOS. Ped zavedenm MiG 19 do sluby byli nejdve zakoleni nai instruktoi v SSSR na letiti Sevastlejka u Gorkho. Na pekolen, kter probhalo od 11.7. 1957, byli astni vojent piloti J. Zvara, L. Svaina, A. Hoek, tovrn pilot Aera V David a pslunici pozemnho technickho personlu. U ns pak teoretick pekolen pilot a technik probhalo v Leteckm technickm uiliti (LTU) v Liptovskm Mikuli a praktick pekolen pilot ve Vcvikovm stedisku letectva (VSL) na letiti v Mlad. Prvn MiGy 19S byly pidleny k 1. slp v eskch Budjovicch (od r. 1958, 2. letka do r. 1965) a k 11. slp v atci (od r. 1958, 1. letka do r. 1963, 2. letka do r. 1965). Poprv se nae MiGy pedstavily veejnosti na vojensk pehldce v kvtnu 1958 a na leteckm dnu 14. z 1958 na Ton. Dalmi tvary, kde slouila ,,eska" byly: 3. slp v Brn (do r. 1964), 4. slp v Pardubicch (1958 - 66), 5. slp v Lnch u Plzn (1959 - 72), 7. slp v Pietanech (2. letka do r. 1967), 8. slp v Monov (1960 - konec 1967) a 9. slp v Bechyni (jen 1. letka od r. 1961 do r. 1967). Konec sluby MiG 19S je datovn zatkem 70. let, kdy bylo lsk letit sbrnm stediskem pro vyazovan devatenctky" od vech pluk. Jejich shromaovn zaalo v noru 1970 a trvalo do ervna 1972; celkem prola zruenm v TO v Lnch tm stovka MiG 19 vech verz.

eskoslovensk vroba a MiG-19S (S-105) ve vojenskm letectvu SLA

Licenn vroba MiGu 19 byla v n zahjena v zvod enjang na zklad smlouvy podepsan zatkem roku 1958. Zpotku mla bt pod oznaenm J-6 vyrbna verze MG-19P, ale po mal srii, kter kvalitativn neodpovdala svm vzorm a stroje nemohly bt uvedeny do provozu, byla produkce zastavena. Prce byly obnoveny a v r. 1961 za asistence sovtskch odbornk a pomoc dovezench ppravk a nstroj. Nyn byla vybrna pro licenci denn sthac varianta, avak oznaen ji zstalo nezmnno. enjang J-6 zaal bt vyrbn na zklad verze MG-19SF jako nadzvukov denn stha s vzbroji ti kann Typ 30-1 re 30mm. Dodvky tvarm byly zahjeny v prosinci 1961. Bhem vroby byl brzdic padk pemstn do vetene v koeni svisl ocasn plochy, m vznikla varianta J-6C. Exportn stroje, oznaen F-6C, byly vtinou nsledn modernizovny a vybaveny vystelovacmi sedakami Martin-Baker Mk.10 PKD a avionikou zpadn provenience (nap. pkistnsk i egyptsk letouny). enjang J-6I vznikl na zklad poadavku na vkov sthac letoun pro plnn kol za dobr viditelnosti. Dostal kdlo o vt ploe a vybaven byl dvma vkonnjmi motory WP-6A o tahu 29,42 kN (36,77 kN v reimu pdavnho spalovni). Palubn vybaven bylo redukovno na minimum, kdeln kanny demontovny a do pd byl do pepky rozdlujc vstupn stroj na dva vzduchov kanly instalovn ostr pevn kuel. enjang J-6II je oznaen pro zlepenou variantu J-6I, vyzbrojenou jednm kannem re 30 mm na prav a jednm 23mm kannem na lev stran pd. Umstn Pilotovy trubice a uloen padku odpovdalo MiGu 19S. enjang J-6III je dal zdokonalenou variantou J-6II s motory Wopen WP-6A. Vzbroj byla zvtena na ti kanny typ 30-1 re 30 mm a pouzdro brzdicho padku bylo pemstno do aerodynamickho krytu na konci svisl ocasn plochy. enjang JJ-6 je dvoumstn verze vyvinut nskmi konstruktry v matesk tovrn v enjangu; letoun poprv vltl v listopadu 1970. Pedn st trupu ped kdlem byla prodlouena o 0,33 m, m vznikl prostor pro druhho lena posdky. k sedl vpedu a instruktor vzadu. eln ttek byl zvten a kokpit dostal nov dvoudln pekryt, odklopn vpravo. Vzbroj byla omezena na jedin kann re 30 mm a objem paliva byl snen na 2000 litr. Vyrobeny byly 634 kusy, z nich ada byla exportovna pod oznaenm FT-6. enjang JZ-6 je przkumn prava sthacho J-6 s fotografickm sekem zabudovanm v trupu za pedn podvozkovou achtou. JZ-6, kter poprv vzltl 2. 7. 1971, byl a do pchodu JZ-8 jedinm specializovanm nskm letounem pro taktick przkum. Dosud je v operan slub okolo 100 letadel tohoto typu. Vroba licennch MiG 19S a jeho odvozench variant byla soustedna do t sttnch tovren v enjangu, Nanangu a Tianjinu (Tientsinu) a dala vce ne 4500 kus, z nich vtinu tvoily J-6/F-6 (3300 stroj) aJJ-6/FT-6 (637 ks).

Vroba v n a export

7en to MiG-19S (S-105) s dlou hm pechodem klovky pochz z 3. vrobn srie, jeho zlet se uskutenil ped vnocemi 1960.

publikace MiG-19 & 19S, denn sthac a dvoumstn varianty - doplnk

MiG-19S byl jednomstn nadzvukov dvoumotorov letoun zkonstruovan pro sthn, pmou leteckou podporu a v omezen me pro plnn sthacch-bombardovacch kol. Byl to celokovov stedoplonik se povm kdlem a plovoucmi vkovmi plochami. Trup je skoepinov konstrukce z hlinkovch slitin s pd kruhovho prezu, jen se postupn smrem k motorm mn na ovln. Trup, jeho maximln prmr in 1,45 m, je rozdlen na dv zkladn sti a skld se z 35 pepek. V pedn sti je pepka, kter rozdluje vstup vzduchu do dvou kanl obklopujcch pilotn prostor a achtu povho podvozku. V horn hran vstupu vzduchu je vestavn fotokulomet, zatmco Pitot-statick trubice, kter se bhem transportu sklp vzhru, je umstna pod pdi v ose trupu. Horn st pd s odnmatelnm krytem obsahuje radiovybaven a akumultor. V prav spodn sti pd je umstn kann, zatmco radioinstalace je ve stedn spodn sti. Vklopn pistvac svtlomet je na lev stran. Stedn st trupu nese zvsy kdel (na pepkch . 9 a 15) a motor. Zadn st trupu, uchycen tymi rychlozmky na pepce . 20, me bt pro poteby drby motor a systm rychle oddlena. V zdi trupu jsou vstupn trysky motor, thla systmu zen a hydraulika. Pod hbetnm krytem na stedn sti trupu jsou umstna thla automatickho regultoru systmu zen ARU. Pod zd trupu je namontovn hydraulick tlumi nraz zabraujc pokozen bhem vzletu a pistn. Dva postrann brzdic tty s celkovou plochou 1,48 mz a perforovan brzdic tt o ploe 0,45 rt jsou instalovny v zadn, resp. spodn stedn sti trupu. Ve schrnce mezi vtokovmi tryskami je umstn brzdic padk TP-19 s plochou 15 m2; jeho dvoudln dvka jsou nalevo od osy trupu. Tlouka potahu trupu se pohybuje mezi 0,6 a 1,2 mm. Zakonen trupu, vyroben z oceli, m proudnicov tvar. Po obvodu zadn sti trupu je instalovna ada pdavnch vstup vzduchu pro chlazen motor a souvisejcch systm. Pilotn prostor, umstn mezi pepkami . 4 a 9, je chrnn tdlnm vtrnm ttkem s elnm panelem z pancovho skla tlouky 64 mm a dozadu odsuvnm prhlednm krytem z Perspexu. Vtrn ttek je odmrazovn pneumatickm lihovm ostikovaem. Pilotn kabina je obklopena pancovmi deskami o tlouce 10 mm zpedu, 16 mm vzadu a 25 mm za hlavou pilota. Kabina je petlakovna pomoc vzduchu odebranho od motor a je vybavena automatickm systmem regulace teploty. Zchrann systm pilota vyuv odhozen pekrytu kabiny a vysunut brzdicch tt. Sekvence me bt sputna vytaenm chrnie oblieje ze zhlavnku vystelovacho sedadla. Vystelovac sedadlo KK-2 Mikojanovy konstrukce je tak vybaveno penetrtorem pekrytu kabiny pro ppad selhn jeho odhozen. Ocasn plochy jsou celokovov, se samonosnou skoepinovou konstrukc. Plovouc vodorovn ocasn plocha s profilem CAGI-M m hel pu 55 ve tvrtin hloubky profilu a pomr tlouky a ttivy 7 %. Jej poloviny se vychyluj kolem otonch ep, kter jsou napojeny na zd trupu nad komorami pdavnho spalovn. Na konci obou vkovch kormidel jsou instalovna antivibran zva. Svisl ocasn plocha vyuv profilu CAGI-S- USa jej pomr tlouky a ttivy je 8 %. Letouny MG-19S prvnch sri maj krtk aerodynamick nbh klovky, zatmco na novjch strojch je instalovn dlouh pechod klov plochy, kter kryje dic jednotku ARTJ-2Y Nkter letouny (s krtkou" klovkou) dostaly vylepenou jednotku ARU-3V, jej instalaci prozrazuje mal kryt v lomu nbn hrany klov plochy. Uvnit klovky se nachz indukn vysla ID (soupravy GK-1), zatmco radiolokan pijma Sirna-2 je umstn v jejm vrcholu. Pod zadn st trupu je pomocn klov plocha (0,45 rr) zlepujc stabilitu letu pi velkch hlech nbhu. Kdlo je pov, samonosn konstrukce, vyroben z odlitk ze slitiny elektronu a hoku D-16-T a panel z hlinkov slitiny V95. Profil kdla u koene je CAGI S-12 a na konci SR-7, s tloukou u koene 8,74 % zmenujc se na 8 % na jeho konci. Kdlo m thlost 3,24 a zeni 3,04 a skld se z hlavnho, pednho, zadnho a pomocnho nosnku s 30 ebry a z demontovatelnch koncovch oblouk. Na horn stran kdla je instalovn 320 mm vysok aerodynamick pltek. Odtokovou hranu kdla od pltku ke trupu zabr jednodln Fowlerova pistvac klapka, je se pi bojovch obratech a do rychlost 797 km h' me vychlit na -12. Na vnjch stech kdla jsou dvoudln kidlka, z nich pouze lev nese vyvaovai ploku. Na spodn ploe kdla ped pistvacmi klapkami jsou instalovny spoilery, mechanicky spojen s kidlky, kter zlepuj letov charakteristiky pi vysokch rychlostech. V nbn hran v prostoru ped pednm nosnkem je po celm rozpt umstn zsobnk munice pro kanny. Podvozek je pln zatahovac a skld se z pdov a dvou hlavnch podvozkovch noh s pkovm zavenm. Pdov noha, vybaven tlumiem nraz a bonch kmit, se zatahuje smrem dopedu. Na n je zaveno pln oton kolo typu KT-38 s pneumatikou o rozmrech 500 x 180 mm. Na podvozkov noze letoun pozdjch sri je instalovn pistvac reflektor. Hlavn podvozkov nohy se zatahuj smrem k trupu do achet tvoench pednm a zadnm kdelnm nosnkem. Ob podvozkov nohy, vybaven teleskopickmi hydraulickmi tlumii, jsou dut a obsahuj tlakov lahve o objemu 4,3 1. Na nohch jsou namontovna standardn kola typu KT-37 o rozmrech 660 x 200 mm s bubnovmi brzdami. Dvka hlavnho podvozku jsou tdln. Vysouvn a zatahovn podvozku je ovldno hydraulicky, nouzov pak pneumaticky. Pohonn jednotka. Dva proudov motory Mikulin RD-9B, s axiln turbnou a vybaven pdavnm spalovnm, jsou instalovny vedle sebe ve stedu trupu a uchyceny na pepkch . 15 a 20. Kad motor m dvoustupovou turbnu pohnjc pes hdel devtistupov kompresor. V komoe pdavnho spalovn je 10 nastavitelnch klapek trysky, kter mohou bt zajitny ve tech polohch. Prmr trysky in 498 mm v reimu pdavnho spalovn, 442 mm pi plnm vkonu a 465 mm v dalch reimech. Motory a jejich psluenstv jsou pstupn pomoc odklopnch panel ve stedn horn sti trupu. Pro spoutn motor se pouv vnjho startovacho zdroje; motor spoutn jako prvn je vybrn v zvislosti na smru vtru. Palivov soustava se skld ze ty trupovch ndr, potrub, ventil, palivovch erpadel, filtr, idel a signalizanho systmu. Dv mkk gumov hlavn ndre (. 1 a 2) jsou umstny za pilotnm prostorem, resp. pod motory (ndr . 1 mezi pepkami . 9 a 15; . 2 mezi . 15 a 20). Dv men hlinkov integrln ndre jsou umstny pod pedn st vtokovch trysek. Objem jednotlivch ndr je nsledujc: . 1 - 1485 litr, . 2 - 2330 litr, . 3 (pedn ndr) 180 litr a .4 - 175 litr, co dv celkovou zsobu paliva 2170 litr paliva. Ndr . 1 slou jako sbrn; dodvku paliva zajiuj 3 palivov erpadla. Pro spoutn motor se pouv zvltn estilitrov ndr, kter je umstn uvnit trupov ndre . 1. Letoun me nst pod kdly dva rzn typy pdavnch ndr: bud men, stejnho typu jako u MiGu 17 o objemu 400 litr, nebo vt ndre s kapacitou 760 litr. Hydraulick soustava zdvojenho typu se vzjemnm zlohovnm pracuje pi tlaku 13,246 MPa a vyuv dvou motoricky pohnnch hydraulickch pump typu 435VM. Prav motor pohn hlavn soustavu, kter slou k ovldn podvozku, klapek, brzdicch tt a vstupnch trysek a zrove slou jako zlon pohon pro systm zen. Lev motor zsobuje hydraulick posilovae systmu zen (servozen). V ppad vpadku jednoho z motor pebr druh automaticky jeho funkce. V soustav je pouit olej AMG-10 v celkovm objemu 40 litr. Pneumatick soustava uvd v innost hlavn i zlon brzdy podvozku, nouzov vysunut podvozku a pistvacch klapek, nabjen kann, vypoutn a odhoz padku, otevrn a nouzov odhozem pekrytu kabiny a odmrazovn elnho ttku. Hlavnm zdrojem tlaku o hodnot 10,793 - 12,756 MPa jsou ti tlakov lahve o objemu 10 litr, zatmco zlon systm vyuv dvou lahv o objemu 4,3 litru v podvozkovch nohch a dvoulitrov lahve pro vysouvn pistvacch klapek. Klimatizan soustava udruje petlak v kabin a optimalizuje teplotu v rozmez 15 - 26 C za pomoc vzduchu odebranho od kompresoru motoru. Tlak je udrovn na rovni vnjho prosted a do vky 2000 metr; od vky 10 000 m je rovnomrn zvyovn regultorem RD-2IA na hodnotu 29,435 kPa a nad touto vkou je petlak konstantn. K dispozici je rovn zlon ventilan systm. Kyslkov soustava. Systm KKO-1 sestv z jednotky pro rozvod kyslku KP-30D a esti tlakovch ndob o celkovm objemu 12 litr, je jsou uloeny v acht povho podvozku a za pilotnm sedadlem. Kyslk je dodvn do masky pilota typu KM-30, anti-G obleku PPK-1, vko-

Technick popis letounu MG-19S

Box" letoun MG-19S pi nvratu z prvnho veejnho vystoupen tto akrobatick skupiny pod vedenm J. Patrika na leteckm dni ve Zvolen 29. 8.1964. Zleva letouny trupovch sel 0207, 0204, 0203 a 0214. vch skafandr VSS-04A nebo VKK-2 a do kyslkovho pstroje padku KP-27M. Elektrick soustava se skld z okruh stdavho a stejnosmrnho proudu a je napjena dvma motorovmi dynamospouti GSR-ST-6000A a zlohovna bateri 12SAM-28. Soustava zabezpeuje spoutn motor, funknost a ovldn palubnch systm. Napt stejnosmrnho proudu je na hodnot 28,51,5 V udrovno regultory R-27, zatmco pro stdav proud (115 V, 400 Hz) je uito mni proudu PO-750, PT-125 a PAG-1F. Proud o napt 220 V pro chod radiovkomru dodv mni stejnosmrnho proudu RU-11AM. zen letounu je konvenn, mechanickho typu, s pedly ovldn smrovho kormidla a dic pkou. Hydraulick posilova BU-13M je vlenn do systmu ovldni kidlek, zatmco posilova BU-14MS pohn smrov kormidlo. Automatick regultor systmu zen ARU-2 A, pozdji nahrazen systmy ARU-2V nebo ARU-3V, nastavuje pevodov pomr mezi ovldnm dic pky a pohybem stabiliztoru v zvislosti na rychlosti a vce letu. V systmu je pouito regultoru dicch sil a mechanismu ovldni MP-100M. Pro nastavovni vyvaovai ploky jsou instalovny dva elektromotory UT-6D. V ppad vpadku hydraulickho systmu je k dispozici nouzov elektromechanick systm APS-4.

Vzbroj a vstroj
Vzbroj se skldala ze t vestavnch kann Nudlman-Richtr NR-30 re 30 mm s sovmi brzdami, zatmco vnj podvsy mohly bt zavovny na tyech zvsncch p o d kdly. Kad kann ml hmotnost 66,5 kg a kadenci stelby 900 ran min'. Trupov kann, umstn v aerodynamickm krytu na prav stran pd, ml nbojovou schrnku na 55 nboj. Byl vybaven pneumatickm systmem nabjen a mohl bt jako celek pro nabjen a drbu sklopen a sputn. Dva kanny NR-30 byly instalovny v koenech obou polovin kdla, kad se zsobnkem pro 73 nboj, kter prochzel p o d l cel dlky pednho nosnku. Nabjen kannu se provdlo trbinou v koncovm oblouku kdla, nbojov p s se vtahoval otvorem na spodn ploe kdla. Przdn nbojnice byly vyhazovny z letounu, zatmco pouit nbojov lnky byly ukldny b u d do trupov schrnky n e b o do drtnho koe zavenho p o d kdlem. Dva snmateln zvsnky pro raketnice typu ORO-57K n e b o ORO-57KM (znm rovn jako RO-57-8) pro osm protizemnch nezench raket ARS-57M/S-5M n e b o S-5K re 57 mm mohly bt instalovny p o d vnitn st polovin kdla. Zvsnky byly na sovtskch letounech prvnch vrobnch sri a vech v CSSR vyrobench S-105 umstny za achtami hlavnho podvozku, kdeto u pozdjch vrobnch sri (od r. 1957) byly dva p e v n pylony umstny na nbn hran kdla. Raketnice a bomby (re od 50 do 250 kg) mohly bt tak podveny na dva univerzln zvsnky BD3-56, kter byly rovn pouvny pro nesen pdavnch palivovch ndr. Pro zamovn kann, raket a b o m b byl na nad pstrojovou desku namontovn zamova ASP-5N (typ V3,V4 neboV5). Zznam bylo mono provdt b u d pomoc fotokulometu typu AKS-3M n e b o AKS-5 umstnho nad pednm okrajem vstupu vzduchu n e b o fotokulometem S-45 spaenm se zamovaem (nebyl montovn na pozdjch letounech MiG-19 a vtin sovtskch MiG 19S). nsk varianty letounu J~6 pro sthn za d o b r viditelnosti, vychzejc z MiGu 19S, byly vyzbrojeny temi kanny Norinco Typ 30-1 re 30 mm vyrbnmi v licenci. Dal nsk modifikace - letouny J-6I a J-6II - byly vybaveny pouze jednm, resp. dvma kanny re 30 mm; dvodem bylo snen hmotnosti letounu. Vechny verze mohly nst raketnice Typ 57-1 pro sedm nezench protizemnich raket re 57 mm n e b o bomby o maximln ri 250 kg. Mnoho nskch sthacch J-6C bylo pozdji modernizovno zstavbou dvou protiletadlovch, infraervenm p a p r s k e m navdnch raket PL-2, co byla nsk verze raket R-3S (AA-2 Atoll); neseny byly na vnjch kdelnch pylonech vystupujcch p e d nbnou hranu kdla. Pro vcvik a zkouky mohly bt nsk sthac J-6 vybaveny kamerou v malm aerodynamickm pouzdru na pylonu instalovanm p o d trupem za hlavnm brzdicm ttem. Pozdji v p r b h u sluby byly tak nkter enjangy (nap. severovietnamsk a severokorejsk) vybaveny vnjmi kdelnmi pylony (upraven zvsnky z MiGu 21) s adaptry APU-3S pro nesen dvou protiletadlovch raket R-3S (K-13). Rakety mly pasivn I navdc hlavici typu 451K umstnou v pdi p o d vypouklm irm krytem. Raketa vila 75,3 kg vetn bojov hlavice re 11,3 kg. Jej akn rdius byl v zvislosti na letovch podmnkch 4 - 7,6 km a mohla bt pouita v irokm rozsahu rychlost (900 a 2200 km h-1) a do 20 000 metr. Mnoho egyptskch a vtina pozdji dodanch pkistnskch letoun F-6 byla dodaten vybavena zvsnky pro nesen protiletadlovch zench raket AIM-9B/J/P na adaptrech Aero-3B, kter byly instalovny p o d kdly vn pdavnch palivovch ndr. Tyto zvsnky mly odlinou konstrukci od nskch a vietnamskch letoun J-6. Pozdji b h e m sluby nosily F-6 pkistnskho letectva namsto pvodnch nskch tak francouzsk raketnice Matra LR F2 pro est protizemnch nezench raket Thomson-Brandt SNEB re 68 mm a americk sedmihlavov raketnice LAU-68 pro nezen protizemn rakety re 70 mm. Pstrojov vybaven se skldalo z letovch, naviganch a komunikanch systm. Prvn dva zahrnovaly kombinovan rychlomr KUS-2000, uml horizont AGI-1, gyrokompas GIK-1 a navigan indiktor HSI (zobrazoval rovn daje od rdiovho systmu blzk navigace RSBN Svod), vkomr VD-20, variometr VAR-150 (pozdji VAR-300), machmetr M-1,5 a akcelerometr AM-10. Radiovybaven se skldalo z kombinovanho UKV vyslae-pijmae RSIU-4 (pozdji RSIU-4V), identifikanho systmu SRO-1 (star letouny) n e b o SRO-2, vstranho systmu Sirna-2, dlkomru SRD-1M (nebo typu 3 i 5) propojenho se zamovaem a ze systmu pistn bez vidu OSP-48 (tvoenho radiokompasem ARK-4 n e b o 5, radiovkomrem pro mal vky RV-2 a pijmaem nvstnch majk MRP-48P n e b o 56P). nsk letouny mly pozdji zlon Pitot-statickou trubici pemstnu na levou stranu, zatmco v pkistnskch strojch byl pvodn identifikan systm IFF nahrazen a na nkterch letounech pibyly antny naviganho systmu TACAN a automatickho radiokompasu ADF. Vmetnice ty signlnch raket EKSR-46 byla umstna na lev stran klov plochy.


zkratek navigan ukazatel horizontln situace PTB pdavn palivov ndr protivzdun obrana sttu identifikace vlastn-ciz PVOS sthac leteck pluk Vdecko-vzkumn institut letectva SSSR slp experimentln konstrukn kancel TACAN taktick navigan systm

publikace MiG-19 & 19S, denn sthac a dvoumstn varianty - doplnk

Sovtsk letouny MiG-19 a MG-19S byly vtinou ponechny cel v barv lakovanho plechu Alclad (duralumin pltovan istm hlinkem), pouze lisovan a lit panely nebyly oeteny lakem. Pesto je znmo nkolik vjimek prvoliniovch letoun, sloucch u letectva Severnho lodstva, kter mly horn plochy nateny stedn modroedou barvou a spodn plochy svtle modrou. Vsostn znaky - rud hvzdy s tenkm blm a ervenm lemem - byly malovny na standardnch esti pozicch na hornch i spodnch plochch kdla a na klovce. Velikost hvzdy byla dna jej opsanou krunic, je mla prmr 1000 nebo 800 mm, piem sted znaku na kdle byl umstn ve vzdlenosti 1350 mm od konce nosn plochy (meno kolmo na podlnou osu letounu) a na klovce 970 mm pod vrcholem SOP. Operan letouny nesly dvoumstn identifikan sla na obou stranch pd ped ttkem kabiny; slice byly erven nebo modr a obvykle s tenkm ernm lemem. Cvin letouny mly bud tak dvoumstn sla, avak zvten ve srovnn s bnmi operanmi sthai, nebo tmstn sla. Pro vojensk pehldky a leteck dny v Tuinu dostalo nkolik letadel vrazn pedvdc zbarven. Znm byla nap. leteck skupina na MG-19S, jej letouny byly zbarveny karmnov rudou na hornch plochch a stedn edomodrou vespod, a s pdovmi sly ve lut barv s ernm lemem. MiGy 19S vyven v edestch a sedmdestch letech do sptelench zem si vtinou ponechaly pvodn barvu kovu. Takto zbarven byly sthac letouny pouvan Bulharskem, NDR, Indonsii, Irkem, Severn Koreou, Kambodou, Sdnem, Sri a Jemenem. Bhem doby vak pvodn leskl povrch v dsledku psobeni povtrnostnch podmnek ztmavnul msty a do edostbrnho odstnu. V oblasti Stednho vchodu obdrely bhem bojovch operac nkter letouny oznaen pro rychlou identifikaci a dokonce i kamufl. V roce 1967 nosily egyptsk letouny kolem trupu za vsostnmi znaky irok bl pruh ohranien na obou stranch erven. Syrsk MiGy byly pozdji kamuflovny shora poli pskov a hnd barvy a zdola svtle mode. Vtina v n vyrobench J-6 byla rovn ponechna v pvodn barv kovu. Nkter jednotky aplikovaly na svch letadlech oznaen sestvajc z erven horn poloviny klov plochy a smrovho kormidla. Nicmn je znmo mnoho vjimek potvrzujcch pravidlo, nap. ada stroj J-6, JZ-6 a JJ-6 byla zbarvena edoblou (pinav blou) nebo edomodrou barvou na vech plochch. Takt existuj kamuflovan sthac J-6 s nepravidelnmi pruhy tmav zelen a tmav hnd nebo okrov barvy, ppadn tak tmav hnd a pskov, jdoucmi svisle pes trup a pes kdla a vkov plochy. Zajmavost je skutenost, e nkter nsk J-6III obdrely kamufl zeteln inspirovanou pkistnskmi letouny F-16 a F-6: zbarven tvoila stedn ed na vech plochch doplnn tmav edm polem nanesenm pes sted trupu a kdlo a dalm polem nastkanm pes nbh klov plochy a vkovky. Identifikace letoun sestvala ze ty nebo ptimstnch sel (nicmn byla aplikovna i tcifern sla) namalovanch erven na obou stranch pd. nsk vsostn znaky (erven hvzdy s obdlnky po stranch, se lutm lemem a npisem uprosted) byly umstny na esti pozicch - na horn i spodn stran kdla a po stranch zd trupu za odtokovou hranou kdla. Bhem sluby nebyly vjimkou ani rzn politick hesla napsan na stranch trupu anebo klov plochy. Prvn enjangy dodan pkistnskmu vojenskmu letectvu zstaly v prodn barv kovu. Oznaen zahrnovalo dvoubarevn zelen a bl kruhov znaky umstn na obou polovinch kdla shora i zespodu a na bocch trupu a praporov znak na klov ploe. T, ty nebo ptimistn ern sla byla umstna na obou stranch pd a opakovala se na zdi trupu pod koeny vkov plochy. Bhem operan sluby ozdobila kad letka sv stroje emblmy tvaru, vtinou na klov ploe pod vsostnm znakem a nkdy i menmi emblmy po stranch pd. Kad letoun byl tak opaten dvma svislmi ervenmi pruhy kolem trupu oznaujc spoj stedn a zadn sti trupu. Krom toho mlo mnoho stroj rzn barevn ozdoby ve form achovnicovch pol na pdi a smrovm kormidle, pruh, ralocch tlam apod. Bhem sluby se letouny objevovaly v cel ad neobvyklch kamufl, nap. cel edobl nebo s tmav zelenmi hornmi a svtleedmi spodnmi plochami, dle cel stroje nastkan shora tmav zelenou, zemit hndou a pskovou a zdola svtlemodrou. Posledn kamufln schma zaveden pkistnskm letectvem napodobovalo zbarven jejich sesterskch letoun F-16 a sestvalo ze stedn edch hornch ploch se dvma poli tmav ed. Jedno pole pechzelo nap pes sted trupu a kdla a druh pokrvalo ob strany nbhu klov plochy a pedn st vkovek. Spodn plochy dostaly svtle ed odstn, piem rozhran mezi spodn a horn barvou mlo tvar vlnovky. Pestoe byly letouny natrny nejmn podle dvou schmatu, mezi jednotlivmi stroji lze najt v rozmstn pol adu rozdl. Pkistnsk letouny byly bezesporu nejbarevnjmi Farmi" na svt. Jejich pedvdc letouny byly zbarveny lut a purpurov nebo zelen a ble. Pi pleitosti oslav nsko-pkistnsk spoluprce byl jeden stroj opaten zajmavm nstikem v nrodnch barvch obou stt: ml tmav zelenou pedn st trupu se symbolem hvzdy a plmsce, zatmco zadn st trupu byla natena ervenou barvou oivenou na klov ploe lutmi hvzdami. Egyptsk sthac F-6 byly zpotku rovn stbrn", ale postupem asu byly nastkny cel svtle edou barvou a doplnny na hornch plochch nepravidelnmi poli stedn ed. Pozdji obdrely oznaen pro rychlou identifikaci, kter bylo zeteln inspirovno oznaenm na izraelskch letounech. Skldalo se z jasn oranovch, ern lemovanch segment na kdlech, hbetu a klov ploe. Cvin FT-6 byly zbarveny cel edoble. Cerveno-blo-ern kru-

Kamufl a oznaovn

hov vsostn znaky byly na esti standardnch pozicch, praporov znak byl umstn na klov ploe. ern tymstn sla v arabtin byla malovna na obou stranch pd a na nkterch letounech se opakovala rovn na klovce. Prvn sthaky F-6 bangladskho vojenskho letectva ltaly nenaten v barv kovu, avak dal letouny - a ji F-6 i cvin FT-6 - dodan pozdji z Pkistnu ji byly kamuflovny a ponechaly si zbarven svho pvodnho uivatele, tj. dva odstny ed na hornch plochch a jeden svtleed na dolnch nebo zstaly cel edobl. Nkter FT-6 ovem tak nesly kamufln schma obdobn zbarven na pkistnskch A-5 Fantan, tedy horn plochy v pskov, tmav hnd a tmav zelen barv a spodn plochy ve svtle edomodr. Somlsk F-6 byly dodny cel edobl. Pozdji vtina z nich dostala kamufl sestvajc na hornch plochch z nepravidelnch pol barev pskov, zemit hnd a zelen kachnch vajec, zatmco spodn plochy byly opateny svtle modrm nstikem. Mda ern tmstn sla byla umstna na pdi. Interir kabiny MiG 19 a 19S byl stedn ed, bon panely a pstrojov deska byly zbarveny ern, stejn tak jako pka ovldn motoru a dic pka. Konstrukce vystelovaciho sedadla byla ern nebo ed, oprka hlavy a polstrovn bylo v barv ern ke. Rukoje zchrannho systmu a ovldac pky byly erven. Vnitek motorov sekce a jejich kryty (u pkistnskch stroj v barv Zinc Chromte), podvozkov nohy a achty, vnitn strany brzdicch tt a kryt podvozku byly nateny tmavou nebo stedn edou barvou. Disky kol byly stedn zelen. Protiskluzov plochy na kdlech (chodnky") byly ern, pp. velmi tmav ed. Psy proti oslnn ped kabinou (na nkterch letounech) byly matn ern. Plochy okolo kann byly na letounech pouze namalovny, a to stedn i tmav edou barvou, na novjch strojch byly tyto elipsy" pestkny stbitou barvou, piem byl nkdy zachovn tenk barevn lem v pvodn ed barv nebo byl jej okraj zvraznn ernou, lutou nebo modrou linkou. Popisky stkan pes ablonu byly na stbrnch" letounech modr; pkistnsk a egyptsk F-6 mly pod kabinou varovn trojhelnky. MiGy 19S eskoslovenskho vojenskho letectva si po celou dobu sluby ponechaly jednotnou povrchovou pravu v pvodn barv materilu (duraluminu), chrnnho ntrem irho laku. Zbarven povrchu se vak pi provozu zmnilo od lesklho kovu" do matn edostbrnho odstnu. Bhem operanho nasazen mla nkter letadla urit plochy pro ely identifikace i v rmci letky nateny vraznmi barvami, nap. vrchol klov plochy (nkdy se soubnm vodorovnm proukem jdoucm pes celou hloubku SOP), vyvaovai ploky, anti-flutterov zva a odtokov hrany vkovky, smrov kormidlo i Pitotovu trubici (na n byly asto malovny prouky). Nkdy byly nateny sti klov plochy, kryt ped kabinou nebo jej rm, ppadn dal doplky (nap. letoun ev. . 0312 - viz foto na str. 8 a 17, nebo . 0428 na str. 9). Nejobvyklej barvou byla jasn erven, avak nkolik letoun mlo tato msta zbarven mode, ern nebo kombinac nkolika barev. Pi pleitosti cvieni, vojenskch pehldek a leteckch dn dostvaly letouny doasn ntry i vtch ploch, nap. konce kdel vn aerodynamickch pltk. Mezi tyto letouny patily mj. stroje . 0010, 0210 a 0218, u nich erven segment pokrval vnj st kdel s hranic barvy v hlu 90 k nbn hran a vedl nap k odtokov hran kdla u aerodynamickho pltku (viz foto na str. A tohoto doplku). Pehldkov" letouny byly rovn nkdy opateny srovnvacmi" prouky na pltcch a pod kabinou. Individuln symboly i emblmy se na naich eskch" tm nevyskytovaly, s vjimkou nkolika stroj (nap. . 0208 i 0103 - viz foto na str. 8 a 10), kter nesly na lev stran pd mal znak sestvajc z rud hvzdy a lipovch list a s npisem V socialistick pi" (detaily jsou u kamuflnho schmatu na str. 6). Aplikace kdovho oznaen, vsostnch znak a popisek se na eskoslovenskch devatenctkch" provdla od roku 1958 dle nov stanoven normy (vkresy VM2-0001-00/A a 42/A). Oznaen letounu se skldalo z trupovho selnho (evidennho) kdu, co bylo posledn tysl z vrobnho sla letounu. Tyto slice (o vce 400 mm a ce 280 mm) byly nastkny ern na ob strany trupu ped vkovmi plochami. Trupov sla se mla nanet na trup ponaje posledn slic od pepky . 28 vped. Vsostn znaky lemovan mode byly umstny na tyech pozicch na kdle (prmr 800 mm, erven segment vdy k trupu) a obou stranch klov plochy (prmr 540 mm, modr segment dopedu). V pevn me byl pedpis dodrovn, nicmn po revizch se mohlo umstn a velikost znak mnit, stejn tak tvar trupovch sel nemusel vdy odpovdat standardu (nap. stroj . 0103).

Zbarven a oznaovn eskoslovenskch letoun MG-19S (S-105)

Publikace MiG-19 & I9S, denn sthac a dvoumstn varianty, 4+017 - doplnk (samostatn neprodejn) Autoi textu - Ivo Pavlovsk, Jaroslav Matoulek, Michal Ovk a Karel Susa Lito Art-D, Grafick atelir ern s.r.o., Praha 10 4+ je chrnn obchodn znaka Vydalo Nakladatelstv 4+, PO Box 10, 100 31 Praha 10 - Stranice, esk republika 4+v.o.s., 1. vydn, Praha 2003

nrov snmek z polnho cvien let edestch: hodnocen vsledk na zvr letovho dne. Druh stroj zleva, ev. . 0010, byl jednm ze 13 tzv. rozsypovch " letadel dodanch k nm z SSSR koncem r. 1957. Za pozornost stoj erven vrchol SOP s modrm proukem a 8 ervench prouk na Pilotov trubici. Letouny jsou potahovny nkolikadlnmi povlaky VM2-92.

publikace MiG-19 & 19S, denn sthac a dvoumstn varianty - doplnk