Communist China not only took the new MiG-17 into service but produced a local variant under the Chengdu brand label as the "J-5/JJ-5" - designating single-seat fighter and two-seat trainer variants, respectively. While the Soviet Air Force believed their MiG-15UTI twin-seaters were still more than adequate as fighter trainers, China produced the only two-seat form trainer form of the MiG-17 through the JJ-5. These featured two individual cockpits for student and instructor and had a slightly lengthened fuselage. A first-flight of a JJ-5 prototype was recorded on May 8th, 1966 after which some 1,060 were built into the mid-1980s. Its export designation became "FT-5".
The MiG-17 often stands as a mid-level design bridging the gap between the classic MiG-15 of the post-World War 2/Korean War-era and the more-powerful MiG-19. However, this improved single-seat, jet-powered fighter more than held its own for its time in the air and history would show that the powers of the East were quite capable of producing fighters able to match or exceed the capabilities of even the most technological-centric, supersonic, missile-laden designs of the West. In the end, the MiG-17 would go down as a classic war bird of the Cold War period, having forged its own enviable history through combat service, excellent export numbers and local production initiatives, and career longevity that eventually made up its long term success.
Variants of the line began with the I-300 developmental model and this inevitably led to the initial "Fresco-A" production fighter powered by the original VK-1 engine. From this was forged the MiG-17A which was given the enhanced lifespan VK-1A turbojet engine. The MiG-17AS was a "multirole" conversion of A-models developed to carry air-to-air missiles as well as unguided rockets. The MiG-17P ("Fresco-B") introduced an all-weather capability due to its inclusion of the "Izumrud" radar system.
The definitive MiG-17F ("Fresco-C") switched to the VK-1F turbojet engine which held an afterburning/reheat capability for short bursts of speed and, therefore, improved performance in level flight. Its engine outputted 6,000lb of thrust (dry) and could increase to 7,600lb of thrust with reheat engaged, propelling the fighter to speeds of 685 miles-per-hour up to an altitude of 55,000 feet. Rate-of-climb was 12,800 feet-per-minute which made the MiG-17 a suitable interceptor.
The MiG-17PF ("Fresco-D") was another all-weather, radar-equipped form now powered by the VK-1F turbojet engine and having a fixed armament of 3 x 23mm NR-23 autocannons in the nose. The MIG-17PM/PFU ("Fresco-E") was also radar-equipped and was cleared to carry the AA-1 "Alkali" (K-5) air-to-air-missile. The MiG-17R was a converted dedicated reconnaissance platform equipped with cameras and powered by the VK-1F turbojet engine.
The MiG-17SN was a development of the Fresco with a completely rearranged intake system - the cut-off nose now seating the 23mm autocannons in a "trainable" housing and the turbojet aspirated through side-fuselage intakes. This novel aircraft was not furthered into a production-quality form.
Despite its age, the MiG-17 continues to serve in a limited capacity. Total production reached 10,649 with around 8,000 units produced in the Soviet Union and numbers strengthened by manufacture in China, Czechoslovakia (as the "S-104"), and Poland (as the "Lim-6").
While nearly all MiG-17 operators have moved on from the type, some operators remain in Guinea-Bissau, Madagascar, and Somalia (2019).
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