Mikoyan

Mikoyan, Anastas Ivanovich, 1895-1978, Soviet Communist leader. He joined the Communist party in 1915, became a member of the party's central committee in 1923, and subsequently held cabinet posts concerned with trade and the food industry. In 1935 he was elected to the politburo, the ruling body of the central committee of the Communist party. He held other high government posts before serving (1955-57, 1958-64) as first deputy premier. In 1964-65, Mikoyan was chairman of the presidium of the Supreme Soviet, or titular head of state. Although not reelected to the politburo in 1966, he continued to serve on the central committee. In 1974 he was dropped from the Supreme Soviet and in 1976 from the central committee, thereby completing his retirement from public office.

(born Nov. 25, 1895, Sanain, Armenia—died Oct. 21, 1978, Moscow, Russia, U.S.S.R.) Russian statesman. After joining the Bolsheviks in 1915, he became a party leader in the Caucasus. His support of Joseph Stalin earned him a post on the Communist Central Committee (1923). He was commissar of trade from 1926, a member of the Politburo from 1935, and deputy premier (1946–64), directing the country's trade. He supported Nikita Khrushchev's rise to power and became his close adviser and a first deputy premier of the Soviet Union. He was chairman of the Presidium of the Supreme Soviet (1964–65).

Learn more about Mikoyan, Anastas (Ivanovich) with a free trial on Britannica.com.

(born Nov. 25, 1895, Sanain, Armenia—died Oct. 21, 1978, Moscow, Russia, U.S.S.R.) Russian statesman. After joining the Bolsheviks in 1915, he became a party leader in the Caucasus. His support of Joseph Stalin earned him a post on the Communist Central Committee (1923). He was commissar of trade from 1926, a member of the Politburo from 1935, and deputy premier (1946–64), directing the country's trade. He supported Nikita Khrushchev's rise to power and became his close adviser and a first deputy premier of the Soviet Union. He was chairman of the Presidium of the Supreme Soviet (1964–65).

Learn more about Mikoyan, Anastas (Ivanovich) with a free trial on Britannica.com.

The Mikoyan-Gurevich MiG-19 (Микоян и Гуревич МиГ-19) (NATO reporting name "Farmer") is a Soviet second-generation, single-seat, jet-engined fighter aircraft. It was the first Soviet production aircraft capable of supersonic speeds in level flight. A comparable U.S. "Century Series" fighter was the F-100 Super Sabre, although it would oppose the more modern F-4 Phantom and F-105 Thunderchief over Vietnam.

Design and development

On 20 April 1951, OKB-155 was given the order to develop the MiG-17 into a new fighter called "I-340", which was to be powered by two Mikulin AM-5 non-afterburning jet engines (a scaled-down version of the Mikulin AM-3) with 4,410 lbf (19.6 kN) of thrust. The I-340 was supposed to attain 725 mph (1,160 km/h; Mach 0.97) at 6,560 ft (2,000 m), 675 mph (1,080 km/h; Mach 1.0) at 33,000 ft (10,000 m), climb to 33,000 ft (10,000 m) in 2.9 minutes, and have a service ceiling of no less than 55,000 ft (17,500 m). The new fighter, internally designated "SM-1", was designed around the "SI-02" airframe (a MiG-17 prototype) modified to accept two engines in a side-by-side arrangement and was completed in March 1952.

The prototype suffered from poor cockpit pressurization and the engines proved temperamental with frequent flameouts and surges with rapid throttle movements. The engines were upgraded to the AM-5A standard with 4,740 lbf (21.1 kN) of thrust each, which exceeded the power output of the Klimov VK-1F in afterburner while providing better fuel economy. The SM-1 was barely supersonic, reaching 745 mph (1,193 km/h) at 16,400 ft (5,000 m) — Mach 1.03. This performance was deemed insufficient for the new supersonic fighter and an afterburning version of the engine, the AM-5F, was proposed. While not implemented, the AM-5F served as the basis for the Tumansky RD-9 which powered production aircraft. Further development of the twin-engine concept resulted in a government request for the "I-360", internally designated "SM-2", which was also powered by the AM-5F engines, but featured a highly swept wing.

On 15 August 1953, the Mikoyan-Gurevich OKB was given a new order to create a frontline fighter. The OKB was asked to create two designs — a single-engined version with the Klimov VK-7 and a twin-engine version with Mikulin AM-9Fs. The twin-engine fighter, internally designated "SM-9" — but also assigned the production name MiG-19 — was based on the earlier SM-2 prototype. The first airframe, "SM-9/1" flew on January 5 1954. The afterburner did not light in the first flight, but in the second flight the aircraft reached Mach 1.25 at 26,400 ft (8,050 m). This was improved to Mach 1.44 in subsequent flights. Based on this promising performance, the MiG-19 was ordered into production on 17 February 1954, even though government acceptance trials did not start until September of that year. The first production aircraft rolled off the assembly line in March 1955.

Initial enthusiasm for the aircraft was dampened by several problems. The most alarming of these was the danger of a midair explosion due to overheating of the fuselage fuel tanks located between the engines. Deployment of airbrakes at high speeds caused a high-g pitch-up. Elevators lacked authority at supersonic speeds. The high landing speed of 145 mph (230 km/h) (compared to 100 mph or 160 km/h in the MiG-15), combined with absence of a two-seat trainer version, slowed pilot transition to the type. Handling problems were addressed with the second prototype, "SM-9/2", which added a third ventral airbrake and introduced all-moving tailplanes with a damper to prevent pilot-induced oscillations at subsonic speeds. It flew on 16 September 1954, and entered production as the MiG-19S.

A total of approximately 8,500 MiG-19s were produced, mainly in the USSR, but also in the People's Republic of China as the Shenyang J-6 and in Czechoslovakia as the Avia S-105. The aircraft saw service with a number of other national air forces, including those of Cuba, North Vietnam, Egypt, Pakistan, and North Korea. The aircraft saw combat during the Vietnam War, the 1967 Six Day War, and the 1971 Bangladesh War.

All Soviet-built MiG-19 variants are single-seaters only. Although the Chinese developed the JJ-6 trainer version of the Shenyang J-6, the Soviets believed that the MiG-19's handling was easy enough no special conversion trainer was needed (other than the MiG-15UTI).

In the USSR, the MiG-19 was superseded by the MiG-21. The Shenyang J-6 remained a staple of the Chinese People's Liberation Army Air Force until the 1980s and has also been developed into the Nanchang Q-5 (NATO reporting name "Fantan") attack aircraft. Despite its age, the MiG-19 and its descendants exhibit good handling characteristics at low altitude and a surprisingly high rate of climb, and their heavy cannon armament — a one-second burst from 3x 30 mm NR-30 cannons had a projectile mass of 40 lb (18 kg) — makes them formidable adversaries in close combat.

Russian built MiG-19s still are in service in North Korea, Myanmar (Burma), Zambia and Sudan.

Operational history

During their service with Soviet Anti-Air Defense and in East Germany, MiG-19s were involved in multiple intercepts of Western reconnaissance aircraft. The first documented encounter with a Lockheed U-2 took place in the autumn of 1957. The MiG-19 pilot reported seeing the aircraft, but could not make up the difference in altitude. When Francis Gary Powers's U-2 was shot down in the 1960 incident, one pursuing MiG-19P was also hit by the salvo of S-75 Dvina (NATO: SA-2 'Guideline') missiles, killing the pilot Sergei Safronov. In a highly controversial incident, on 1 July 1960, a MiG-19 shot down an RB-47H (S/N 53-4281) reconnaissance aircraft in international airspace over the Arctic Circle with four of the crew killed and two captured by the Soviets (they were released in 1961). In another incident, on 28 January 1964, a MiG-19 shot down a T-39 Sabreliner which had strayed into East German airspace while on a training mission; all three crewmembers were killed.

Vietnam War

While most of North Vietnam's MiG-17 and MiG-21s were supplied by the Soviet Union, the bulk of their MiG-19s (J-6 models) were supplied by China. The first use and loss of a U.S. fighter to a MiG-19 (J-6) was in 1965 when a USAF F-104 Starfighter piloted by LTC Philip E. Smith was jumped by a Chinese aircraft near Hainan Island. His Starfighter took cannon fire which damaged a portion of his wing and missile mount. LTC Philips gave chase and did receive missile tone on the MiG, and within a millisecond of pressing his missile firing button, his Starfighter lost all power, and he had to eject. LTC Philips was held prisoner until his release in 1972, coincidentally during U.S. President Richard Nixon's visit to Communist China in 1972.

North Vietnam's Air Force used the MiG-19 much later in the air war than the MiG-17 and the MiG-21. MiG-19s saw combat during Operations Linebacker 1 and Linebacker 2. The NVAF claimed only three victories over American F-4 Phantoms using the MiG-19. For numerous reasons it wasn't favored much by North Vietnamese pilots. The MiG-17 had maneuverability, and the MiG-21 had speed, the MiG-19 had a combination of both, but not to the same scale as the others. Vietnam used the MiG-19 from the 1970s until the 1980s when it was replaced by newer aircraft. However, compared to the F-4 Phantom; although lacking mounts for air-to-air missiles it had the one thing that the early model Phantoms did not have - cannons. Combat results of the MiG-19 in VPAF service were three victories for 10 losses.

Variants

MiG-19 (NATO: "Farmer-A")

First production version armed with 3x 23 mm NR-23 cannons.MiG-19P (NATO: "Farmer-B")

Version equipped with RP-1 Izumrud radar in the nose and armed with 2x 23x115mm NR-23 (later 2x 30 mm NR-30) cannons in the wings. Had provision for an unguided rocket pack under each wing, elongated tailfin fillet, all-moving tailplane, third airbrake added behind the ventral fin. Vympel K-13 (AA-2 'Atoll') air-to-air missile (AAM) capability was added late in its service life; entered production in 1955.MiG-19PG

MiG-19P equipped with the Gorizont-1 ground control datalink.MiG-19S (NATO: "Farmer-C")

Development of the MiG-19P equipped with Svod long-range navigation receiver and armed with 3x 30 mm NR-30 cannons. Had provisions for an unguided rocket pack or a FAB-250 bomb under each wing; entered service in 1956.MiG-19R

Reconnaissance version of the MiG-19S with cameras replacing the nose cannon and powered by uprated RD-9BF-1 engines.MiG-19SF

Late production MiG-19S powered by the same uprated RD-9BF-1 engines as the MiG-19R.MiG-19SV

High-altitude version for intercepting reconnaissance balloons, reached 68,044 ft (20,740 m) on 6 December 1956; entered service in 1956.MiG-19SVK

MiG-19SV with a new wing, small increase in altitude above MiG-19SV; did not warrant production.MiG-19SU (SM-50)

High-altitude version to intercept the Lockheed U-2, equipped with a self-contained liquid-fuel booster rocket pack; appears to have been abandoned because of inability to control the aircraft at very high altitudes and the aircraft's tendency to enter supersonic spins.MiG-19PF

Single-seat radar-equipped, all-weather interceptor fighter aircraft; built in small numbers.MiG-19PM (NATO: "Farmer-E")

Variant with removed cannons, armed with 4x Kaliningrad K-5M (NATO: AA-1 "Alkali") beam-riding missiles. Entered production in 1957.MiG-19PML

MiG-19PM with Lazur ground control datalink.MiG-19PU

Rocket pack fit similar to MiG-19SU.MiG-19PT

A single MiG-19P equipped to carry Vympel K-13 (NATO: AA-2 "Atoll") missiles.MiG-19M

Target drone converted from the MiG-19 and MiG-19S.SM-6

Two MiG-19 Ps converted to flying laboratories for testing the Grushin K-6 developmental AAM (intended for the Sukhoi T-3 jet fighter) and Almaz-3 radar.SM-12

New fighter prototype, developed into the MiG-21; four aircraft builtSM-20

Missile simulator for testing the Raduga Kh-20 (NATO: AS-3 "Kangaroo") cruise missile.SM-30

Zero-length launch (ZEL) version with PRD-22 booster rocket.SM-K

Missile simulator for testing the Raduga K-10 (NATO: AS-2 "Kipper") cruise missile. Avia S-105

Czechoslovak-built MiG-19S airframes with Soviet internals.Shenyang J-6

Chinese-built version of the MiG-19. This version was inducted in to the Pakistani Air Force as the F-6. The F-6 was later modified by the Pakistani Air Force to carry U.S.-built AIM-9 Sidewinder missiles.

Operators

: 36 acquired by the Royal Afghan Air Force from 1964.: (85) Mainly Chinese Shenyang J-6. See Albanian Air Force. (in storage due to buying f16s): The MiG-19 served in the Bulgarian Air Force from 1958 to 1973.: phased out of service at 2005, except for Q-5. See Nanchang Q-5, some J-6 was converted to target/attack drone (number not confirmed).: Acquired MiG-19S in 1961 and used during the preparation of Operation TRIKORA in 1962 (the taking of Western New Guinea from the Netherlands) in Western New Guinea (now, Papua and Papua Barat); several of these aircraft crashed. The MiG-19S was removed from Indonesian service in 1970.: J-6 still in service.: all retired: Polish Air Force. A total of 22 MiG-19P and 14 MiG-19PM interceptors served between 1957 and 1974: A total of 17 MiG-19P and 10 MiG-19PM aircraft in service between 1958 (1959 for the PM) and 1972: Soviet Air Force and Soviet Anti-Air Defence: F-6 still in service (Chinese J-6 export version). MiG-19S still in service.

Specifications (MiG-19S)

See also

and up to two radar guided missiles

References

Notes

Bibliography

• Butowski, Piotr (with Jay Miller). OKB MiG: A History of the Design Bureau and its Aircraft. Leicester, UK: Midland Counties Publications, 1991. ISBN 0-904597-80-6.
• Crosby, Francis. Fighter Aircraft. London: Lorenz Books, 2002. ISBN 0-7548-0990-0.
• Koenig, William and Peter Scofield. Soviet Military Power. Greenwich, Connecticut: Bison Books, 1983. ISBN 0-86124-127-4.
• Robinson, Anthony. Soviet Air Power. London: Bison Books, 1985. ISBN 0-86124-180-0.
• Smith, Philip E. and Peggy Herz. Journey Into Darkness . New York: Pocket, Simon & Schuster, 1992. ISBN 067-172-8237.
• Sweetman, Bill and Bill Gunston. Soviet Air Power: An Illustrated Encyclopedia of the Warsaw Pact Air Forces Today. London: Salamander Books, 1978. ISBN 0-51724-948-0.
• Toperczer, Istvan. MiG-17 and MiG-19 Units of the Vietnam War (Osprey Combat Aircraft: 25). London: Osprey. 2001. ISBN 1-84176-162-1.

External links

• The RB-47H incident (USAF Museum).
• MiG-19 FARMER at Global Security.org.
• MiG-19 Farmer at Global Aircraft
• Cuban MiG-19