In addition to the former Soviet Union improved and upgraded version, the rest of the countries have different improved models
China
In 1955 the Soviet Union provided the People's Republic of China with drawings of the MiG-17F, two model aircraft, a complete kit of 15 sets that could be used to build 15 aircraft, and components that could make 10 other aircraft.
Shenyang J-5
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In June 1956, Shenyang Aircraft Industry Company began a series of manufacturing MiG-17s. On July 19, 1956, the MiG-17 made in the People's Republic of China began its maiden voyage. Originally it was named the Type 56 fighter, and in 1964 it was renamed the J-5 fighter. The People's Republic of China also exports MiG-17s with F-5 model numbers. The People's Republic of China also manufactures the VK-1 engine, which is produced in Harbin under the designation Turbojet-5. A series of finished jets manufactured in the People's Republic of China on June 19, 1956. In 1969, the J-5 was discontinued, and a total of 767 J-5s were produced so far.
Chengdu J-5A
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In 1961, the People's Republic of China began to develop the all-weather fighter Chengdu J-5A. It was mainly developed by copying the MiG-17PF. Like the MiG-17PF it used the radar RP-1 and three NR-23 guns. In May 1961, with the assistance of Shenyang Aircraft Factory, the J-5A was manufactured in Chengdu. The pilot program was completed in 1962 and production of components began in March 1963. Production was officially put into operation on November 11, 1964. Its export model number is Chengdu F-5A.
In 1969, the J-5A was discontinued.
J-5 trainer aircraft
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In 1964, the People's Republic of China began to develop a successor model of the J-2 trainer aircraft because of the limited efficiency of the J-2 for cultivating J-5 pilots. The new trainer aircraft is numbered J-5. The cockpit of this trainer is very similar to that of the MiG-15UTI, but the fuselage is the same as that of the MiG-17PF. The bulge caused by the radar mounted on the upper part of the suction port is also the same as that of the MiG-17PF, but the radar is not covered by insulators, but completely covered by metal. The engine is turbojet-5D, but there is no rear burner. The engine has a thrust of up to 26.49 kN. The aircraft had no weapons and could fit an NR-23 gun if necessary. Both pilots have semi-automated ejection chairs with a minimum ejection altitude of 260 meters.
The prototype was completed on March 25, 1965, and first flew on May 8, 1966. Since then, series production has begun. On November 30, 1967, the first series of aircraft was shipped. Probably manufactured in Chengdu and Shenyang, the J-5 is exported under the designation FT-5 and sold to Albania, Pakistan, Sri Lanka and Zimbabwe. Production was discontinued in 1986.
Poland
In 1955 Poland was allowed to build the MiG-17F, after the MiG-15 and MiG-15bis had already been built in PZL. Poland numbered the MiG-17 Lim5 and its improved model is Lim-6.
Lim-5
The first four aircraft were built using complete components supplied by the Soviet Union. The first Polish Lim-5 was built on 28 November 1956, five days after Poland stopped building the MiG-15. The aircraft, designated 0001, became the landplane of a Polish general and was not retired until September 1994. Three more were built in 1956. Series production began in 1957. From February 2 to April 19, 1957, the test flight was carried out.
The Production of the Lim-5 coincided with continuous experimentation in Poland to improve its performance, such as the use of other electronic equipment or the use of an engine that could mediate afterburning. Between January 1959 and April 1960, the Lim-5 was shut down for a period of time to intensify production of the 24/7 Lim-5P. The Lim-5 was completely discontinued on 29 July 1960, with a total of 477 aircraft produced. A sizable part of these exports, such as the East Germany, received 120 in 1957 and 1958.
The aircraft was first demonstrated in Poland at the Warsaw Air Show in 1956. It also appears frequently at other air shows. Until the advent of the MiG-21 it was the standard polish fighter.
Lim-5P
The Lim-5P corresponds to the Soviet MiG-17PF. At the end of the 1950s it was decided to manufacture the MiG-17PF in Poland because the 17PF provided by the Soviet Union was not enough. As early as 1955, the Soviet Union had already supplied Poland with 12 17PFs. Poland decided to use the improved RP-5 radar from the start. The armament consisted of three NR-23 guns with 100 rounds of shells. It first flew on 18 January 1959 and the last was built on 29 December 1960. In total, Poland built 129 Lim-5Ps.
The Lim-5P was used by the Polish Air Force until 1971, after which the model was retired. The last one was retired in 1979. Many were converted to Lim-6M or Lim-6MR, some were exported, such as 40 in East Germany, and others to Indonesia and Bulgaria.
Several aircraft were converted into compressed air-driven spirals under the fuselage as target aircraft to be towed.
Lim-5R
This aircraft is the reconnaissance aircraft model of the Lim-5. It can use two different camera systems. One is located under the fuselage frame No. 13 and the second is located in front of the weapon. 35 Lim-5s were converted to this model.
Lim-5M
At the end of the 1950s, Poland felt the need to improve the performance of the Lim-5 due to the cold war. One of them is that it requires the use of a relatively short temporary runway. So one prototype was fitted with two booster rockets of 9.81 kilotons each and a deceleration parachute at the tail.
Another option is to make the Lim-5 also available as an attack aircraft. Because carrying bombs made it impossible to carry the auxiliary fuel tank, its range was greatly reduced, so it could only be used as a close support, its landing gear was strengthened, and the use of low-pressure tires enabled it to operate on runways that were not concrete. In order to carry more fuel, two fixed auxiliary fuel tanks similar in shape to the wings were installed at the base of the wings. For this reason, the leading edge of the wing is extended forward, and the wing blade is extended accordingly. The two metal tanks hold a total of 513 litres of fuel and double as the housing of the main landing gear. The tail structure was reinforced, a deceleration parachute was installed under the fuselage, and there was also a place for the installation of booster rockets. There are also some changes in electronic and hydraulic facilities. Test flights began on July 2, 1959.
These improvements proved successful, with mass production beginning in 1960. The results of the trials were also used to improve the mass production type. On November 30, 1960, the first mass production aircraft left the factory. The external tank in series production is made of synthetic material and can only be fitted with 475 liters of fuel. This model has an unsolvable aerodynamic stability problem. Therefore, after the construction of 60 aircraft, the Lim-5M was discontinued on May 10, 1961. The Polish Air Force and naval aviation used this aircraft. The remaining 50 aircraft in 1964 and 1965 were converted into Lim-6bis.
Poland also studied a reconnaissance aircraft, the Lim-5MR, with cameras mounted on the tip of the wings. However, it did not enter mass production.
Lim-5-II/Lim-6
Before the Lim-5M entered series production, Poland began to develop an improved Lim-5-II. The deceleration parachute under the tail of the Lim-5M is always a problem, as it causes the tail to touch the ground and damage the aircraft in the case of a large landing tilt. In addition, because the parachute causes torque, it can only be opened after the nose landing gear has landed. Therefore, two deceleration parachutes under the tail wing were used in the Lim-6. The Lim-6 tester is the second test rig of the Lim-5M. Trials began in 1960. However, the two parachutes worked precariously, so in October 1960 they were replaced by one.
The developers tried to change the tail of the aircraft according to the law of area to improve its aerodynamics, but this change had no results. The development of the inflatable landing board was completed in July 1960. In addition it uses a modified engine, which can provide a thrust of up to 33.65 kilotons. The landing board entered testing in January 1961. Production of the Lim-5 stopped at the same time as production of the Lim-5-II began, and its model was changed to Lim-6.
The aerodynamics of the new Lim-5M model have improved, resulting in an improvement in its efficiency. But this model was never delivered to the army because it had unsolvable engine problems. Sometimes the engine suddenly stalls. Through many tests, it was finally found that the cause was the valve that distributed the air to the landing plate. This valve was later replaced. Another problem is the excessive temperature of the jet engine, which cannot be solved. The last engine was not produced.
Inflatable landing boards proved ineffective and had few advantages over landing boards already in use at the time. Finally, during the test flight, it was also found that the Lim-6 was not a problem with aerodynamics, especially because its center of gravity was too backwards. So it was not used. In addition, the external fuel tank also has a bad effect on aerodynamics, due to higher air resistance it does not achieve the effect of extending the flight distance. Finally, march 1960, the test flight was interrupted.
As a result of this experience the developers decided to abandon the plan for an external fuel tank, but the wheels of the new landing gear remained. The shape of the inner wing knife was also changed. On April 6, 1962, the new model entered testing. The original Lim-6 test machine was also modified in this way. This changed Lim-6 went into production. As compensation they installed two more external load points under the wings. Subsequent tests found that the outer skin of the new landing gear was not feasible. They tested ten different models, but none of them worked. It was finally decided that the Lim-6bis would use the landing gear of the original Lim-5. The landing gear of the Already produced Lim-6 has been reverted. The test machine, which was changed in this way on November 7, was approved by the test. It took off for the first time on December 5, 1962. On April 16, 1963, the test was successful and the Lim-6bis went into production. A total of 70 aircraft were produced. Production was discontinued on February 25, 1964. On April 15 and June 24, 1964, the test flight was passed, and on September 14, the unit began to use this aircraft. Since April 7, all remaining Lim-5Ms have also been converted into Lim-6bis.
Lim-6bis
The armament was one N-37D gun (40 rounds) and two NR-23 guns (80 rounds each), which was equivalent to the Lim-5. Different bombs and external fuel tanks can be loaded at four external load points. The Lim-6bis were Polish attack fighters before the Introduction of the Su-7. The last Lim-6bis was retired in February 1992.
Lim-6R
The Lim-6R is a reconnaissance aircraft model of the Lim-6bis. There is a camera under the fuselage, in addition to two cameras in the place of the external fuel tank. One flare dropter can be installed on each of the inner and outer load points for night photography. In actual use, only the camera under frame No. 13 was used.
Lim-6M
The Lim-5P was obsolete in the early 1970s. It was decided at the time that the 40 aircraft still in use would be converted into attack fighters, and the performance of these aircraft should be in line with the Lim-6bis. For this reason the radar was removed and a banner on the outer load point was added. Flight electronics were modernized, and the electronic instruments on board were improved accordingly. The most important difference from the Lim-6bis is that there is no parachute. Before the Su-22 was introduced it remained in service until 1987.
Lim-6MR
The other 14 Lim-5Ps were converted into reconnaissance aircraft. They are equivalent to Lim-6Ms, but like the Lim-6R, they operate underneath the camera. The first modified aircraft was delivered on 31 March 1971 and the last on 20 December 1974. They were in service until 8 December 1988.
Czechoslovakia
Originally, Hody Airlines planned to produce the MiG-17. The two model aircraft were shipped to the Czech Republic in October 1955 and assembled on October 25. A few days later they made their first flight. But the MiG-17 was not manufactured in Czechoslovakia. The two model planes became the landplanes of two Czechoslovak generals. Later, the Czechoslovak government decided to build the more advanced MiG-19 fighter.
Service of the MiG-17
Albania, in the middle of the 1950s the Soviet Union supplied Albania with ten MiG-17s. China became a supplier of weapons after Albania's relations with the Soviet Union deteriorated in 1961. In 1965 China supplied the first J-5 and J-5 A. In 1972 Albania had four J-5 squadrons. In 1999 Albania there were eleven J-5S, two J-5s and three J-5s in service.
Algeria
In the 1960s the Algerian Air Force acquired 60 MiG-17Fs. From 1979 onwards they were mainly used as ground attack aircraft. Several were used as trainer aircraft in the 1980s. The MiG-17 was used in Algeria until the 1990s
In Afghanistan, in 1957 the Royal Afghan Air Force acquired their first MiG-17, Soviet-sent pilots and instructors. There were 32 MiG-17s in Afghanistan in 1967. Since then, Afghan pilots have been trained by local flight schools. After the April Revolution of 1978 they became the most important attack aircraft in Afghanistan. In the 1980s, the Government of the Democratic Republic of Afghanistan used it as a ground attack aircraft against jihadists. The Democratic Republic of Afghanistan requested a new batch of MiG-17s from the Soviet Union, but the Soviet Union did not supply them, because the Soviet Union no longer had machines to build the MiG-17s. So Afghanistan decided to use a more modern MiG-21. Until 1982, Afghanistan used the MiG-17 as a trainer aircraft.
Egypt, the Egyptian Air Force used the MiG-17 in the Second Middle East War in 1956. Their opponents are the Israeli Air Force's Super Mystic fighters. Egyptian pilots were poorly trained than Israeli pilots, so the capabilities of the MiG-17 in this conflict could not be judged. On October 31, 1956, two Super Mystery fighter jets shot down the first MiG-17. After the war, both Egypt and Syria continued to buy MiG-17s to expand their air forces. Since then, Egypt's MiG-17 has also clashed repeatedly with the Israeli Air Force, but has only won in a few cases against Israel's more advanced aircraft. In the conflict that broke out in Yemen in 1962-1967, Egypt clashed with Saudi Arabia's air force. Here the MiG-17 is mainly used as a ground attack aircraft.
The 1967 war in the Third Middle East showed that the MiG-17 was obsolete. It was very easy for modern aircraft of the time to be shot down. Many Egyptian MiG-17s were destroyed on the ground. In 1970, two MiG-17 pilots mistakenly landed in Israel, allowing Israel to accidentally acquire two MiG-17s. By the mid-1970s, MiG-17s were still used in the armies of some Arab countries, but their use was limited. The MiG-17 was used again for ground attacks during the Yom Kippur War. Syria's MiG-17 formation suffered heavy losses, and Egyptian aircraft could achieve much with air-to-surface missiles over the Sinai Peninsula. The MiG-17 there was converted to carry eight uncontrollable missiles, in addition to two bombs in the front fuselage through two pillars.
It was the first self-made supersonic jet fighter in France and was a replacement for the Mystic IVA developed by Dassault Mystère IV on the basis of the Dassault Mystère IV.
Ethiopia, the Ethiopian Air Force obtained 40 MiG-17Fs from the Soviet Union. In 1979, 20 were still in use. These aircraft participated in the war against Somalia and against the Eritrean People's Liberation Front. In 1991, 15 aircraft were used as ground attack aircraft
Angola, Cuba has supplied Angola with several (possibly eight) MiG-17Fs. The course of this process is unknown. They were replaced by the more modern MiG-23F in the late 1980s.
Pakistan, from 1975 Pakistan used 20 J-5s as trainer aircraft.
Bulgaria, since 1955 the Bulgarian Air Force has used miG-17Fs and MiG-17Fs. Poland has provided at least two Lim-5Ps. In 1963 Poland provided several more aircraft with reconnaissance equipment. The MiG-17 began to be replaced by the MiG-19 as early as the early 1960s, after which they were used as ground attack aircraft. The last MiG-17 was retired in 1988 by the Su-25.
North Korea, after the Korean War, North Korea greatly expanded its armament. In 1956 it received 150 MiG-17Fs and J-5s, and in 1958 it was supplied with MiG-17Fs. More than 150 aircraft were in service in 1990.
Poland, in May and August 1955 Poland acquired two batches of 12 MiG-17Fs from the Soviet Union, whose mission was to protect Warsaw. They were replaced in 1975 by the Polish-made Lim-5. Eight of them were used as ground attack aircraft. They were retired in the 1980s.
The first Polish-made Lim-5s were delivered to the troops in November 1956. In March 1957, two squadrons near the East German border received the Lim-5 and were fully equipped. The first Lim-5P was delivered on February 12, 1959, and fully equipped on May 4 of the same year. The last 12 aircraft were retired in 1979.
Lim-5M was introduced in December 1960 and Lim-6bis on March 15, 1963. The last Polish Navy Lim-6bis was retired in 1988 and the Air Force aircraft of the same type was retired on 20 February 1992.
Between 1971 and 1974, 40 Lim-5Ps were converted to Lim-6Ms and 14 were converted to Lim-6MRs, the last of which was retired on 8 December 1988.
The 36 Lim-5Ps were converted into Lim-5Rs as reconnaissance aircraft, and they were integrated into a special reconnaissance wing beginning on 7 July 1960. Since then, the Lim-5R has been withdrawn from this wing and integrated into the Attack Wing. From 1963 onwards, the Lim-5R began reconnaissance work.
In the early 1970s the Lim-5 was replaced by the MiG-21 as a fighter jet, and many aircraft were delivered to flight instructors. Some of them were used until 1991.
The Lim-5 is also used as a testing machine and a target tractor.
The last flight of the Polish Lim-5 was on July 12, 1993. The decommissioned aircraft were initially taken into Katowice and Bydgoszcz. Most of the aircraft were dismantled. Some were given to the technical schools of Polish aircraft as practice aircraft, some were collected and others were used for advertising.
In the former West Germany, the East German Air Force used the MiG-17, MiG-17F and MiG-17PF from 1957 to 1985. All six fighter groups used the MiG-17.
From June 1957 to April 1958 the Soviet Union supplied the first MiG-17s and MiG-17Fs to East Germany. They replaced the Yak-11 and the transitional MiG-15bis used at the time.
The first MiG-17s acquired by East Germany had no afterburners and were used by soviet troops. There were 15 of them. They are generally used by new pilots who have just come out of flight school, or for instructors. Some of these aircraft gained a height control with hydraulic reinforcement and enlarged gear plates to increase its agility at high altitudes.
The largest number of MiG-17Fs in East Germany, with 153 in total. It was the standard fighter of the East German National People's Army at the time. They are Lim-5s produced in Poland. Two 250 kg bombs can be used to replace the external fuel tank for a ground attack.
In late 1960, Soviet pilots flew several MiG-17s and MiG-17Fs to Cottbus for delivery to the East German Air Force. The MiG-17 in the photo belongs to this batch.
The limited all-weather MiG-17PF is a Polish-made Lim-5P. They were delivered to East Germany from January to May 1959. To reduce its weight the 37 mm N-37D was replaced by a third 23 mm NR-23 gun. Still it weighs 280 kg more than the average MiG-17. There were 40 aircraft in total.
From 1962 to 1967 the MiG-17 was gradually phased out of the fighter fleet and replaced by the MiG-21. The best-preserved 47 MiG-17Fs were converted in Dresden from 1973 to 1975. On the basis of the Lim-6bis, two containers capable of containing 16 uncontrollable 57 mm S-5 aviation rockets or two 250 kg bombs were installed under each wing between the fuselage and the external fuel tank. In this way these aircraft were converted into ground attack aircraft. All other MiG-17s retained their original aluminum casing, with the exception of the aircraft, whose upper parts were painted in brown and green camouflage suits and the lower parts painted blue. These aircraft have been in use since 1971.
In 1980 the MiG-17 was replaced by the MiG-23. Some MiG-17s were donated as resources to African countries (12 from Mozambique and three from Guinea-Bissau). The last MiG-17Fs were decommissioned in 1985, and most of them, which were not demolished, are exhibited in museums today.
East German pilots were very happy with the reliability and stability of the MiG-17, and the only problem that occurred was that the engines of the MiG-17F and 17PF, VK-1F, would overheat. Their afterburners can only be used for a short time (three minutes below 7,000 meters, ten minutes above 10,000 meters), after which they cannot be used.
Cuba, after the Bay of Pigs incident, the Soviet Union provided Cuba with advanced weapons. Although the Il-28 bombers, which could unload nuclear bombs, were later withdrawn, more than 30 MiG-17s remained in Cuba. The Soviet Union continued to supply Cuba with MiG-17s. In 1971 the Cuban Air Force had 75 MiG-17s. They have since been replaced by new aircraft and they themselves have been converted into ground attack aircraft. In 1991, 18 MiG-17s were also used as ground attack aircraft.
On 6 October 1969, a Cuban pilot flew a MiG-17 to the United States without being detected by U.S. defense. Both the pilot and the aircraft remained in the United States. This incident led to the development of early warning aircraft in the air.
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Guinea, guinea acquired eight MiG-17Fs from the Soviets, at the expense of the Soviets could deploy Tu-95 bombers in Conakry. In 1991 six MiG-17s were still flyable. These aircraft are sometimes used by Guinean pilots as advanced training aircraft.
In the former Soviet Union, in the 1950s the Soviet Air Force began to introduce MiG-17s and MiG-17Fs into its troops, which replaced the MiG-15s. In strategic aviation defense, the MiG-17P and MiG-17PF are used. By about 1960 they were standard fighters. Around 1955 there were 2,150 aircraft in the Air Force alone. From 1954 onwards, MiG-17s were also stationed at military bases in countries friendly to the Soviet Union. For example, the Soviet MiG-17, which was stationed in East Germany from 1956 to 1967, replaced the Su-7 at that time.
After the beginning of the Cold War, American reconnaissance planes continued to fly over the Soviet Union. The Soviet Union could stop this U.S. action with a MiG-17. On July 29, 1953, the day after the ceasefire of the Korean War, two MiG-17s shot down for the first time near Vladivostok an RB-50G reconnaissance aircraft that took off from Japan on a classified electronic monitoring mission. Only Co-Pilot John E. Roche survived, and more than a dozen other crew members, including a Russian, were identified as missing or arrested by the Soviets. The attack is believed to have been in retaliation for the previous day's shooting down of an Il-12 transport aircraft by A.S. F-86 fighter jets near the Yalu River, and the two Soviet pilots were awarded the Order of the Red Banner and the Order of the Red Star, respectively.
On 9 May 1954, a MiG-17PF and a B-47 fought near Arkhangelsk, and the American aircraft escaped wounded. Because Soviet instructions were propagated very slowly, very few American reconnaissance aircraft were intercepted. A P2V Neptune was shot down in Nakhodka on 4 September 1954.
The MiG-17 was also constantly used to block fluttering reconnaissance balloons, but only a few balloons were shot down.
Since 1956, the United States has used U-2 reconnaissance aircraft, and the MiG-17 cannot intercept such reconnaissance aircraft. The Soviet Union was not quite convinced when the U-2 flew over Moscow at an altitude of more than 20 kilometers at the first report, as it was not detected on radar at the time. But shortly thereafter proved the capabilities of this new reconnaissance aircraft on another overflight of the Soviet Union. The MiG-17 made repeated attempts to intercept the new reconnaissance aircraft, but to no avail. As a result, dealing with the U-2 is increasingly becoming a task for surface-to-air missiles.
On 27 June 1958, two MiG-17s shot down a C-119 transport aircraft south of Yerevan, and although it crashed, its crew was not injured and captured. On 7 July, its crew was handed over to the U.S. representative.
On September 2, 1958, the Soviet MiG-17 shot down an American C-130 transport aircraft over Armenia, killing 17 crew members.
On 7 November 1958, two MiG-17s attacked a B-47 and wounded the other. The U.S. plane was able to escape into international airspace, but then crashed and sank.
The Soviet Air Force's Synchronized Flying Squadron also applied the MiG-17F in the mid-1950s.
Beginning in 1960, the MiG-17 began to retreat to the second line of the Air Force, where it was replaced by advanced aircraft. They gained the role of multi-purpose aircraft, were also used as towers, and some were converted into drones. Nevertheless, it is still used in the army. Some were even used in the mid-1980s.
Finally, only a small number of MiG-17s were used as trainer aircraft in Third World countries. Many of these aircraft are exhibited in museums, and some that can fly are also displayed at air shows.
In the summer of 1963, a small aircraft broke into Soviet airspace from Iran. Two MiG-17s were ordered to intercept. It was shot down as the small aircraft tried to escape Soviet airspace. A similar accident occurred in the summer of 1966, this time when the minicomputer was forced to descend. Its crew was later repatriated.
On May 25, 1967, a 22-year-old Lieutenant of the Soviet Air Force flew a MiG-17 to land in West Germany, and the next day the pilot and aircraft were handed over to the United States authorities. On 29 May the plane was sent to East Germany.