Mikoyan-Gurevich MiG-19
| Industry | Aerospace, defense |
|---|---|
| Founded | 1939 |
| Founder | Artem Mikoyan, Mikhail Gurevich |
| Headquarters | Moscow , Soviet Union |
This article needs additional citations for verification. (January 2019) |
The Mikoyan-Gurevich MiG-19 (Russian: Микоян и Гуревич МиГ-19; NATO reporting name: Farmer) represents a Soviet second-generation, twin-engine, single-seat jet fighter. It was the USSR’s first mass-produced aircraft capable of exceeding the speed of sound in level flight. While the U.S. counterpart from the "Century Series" was the North American F-100 Super Sabre, the MiG-19 primarily engaged more advanced adversaries such as the McDonnell Douglas F-4 Phantom II and Republic F-105 Thunderchief during conflicts over North Vietnam. Initially operated by the Soviet Union, this fighter was later adopted by China’s People's Liberation Army Air Force.
Design and development
In 1950, the Mikoyan-Gurevich design bureau (OKB-155) initiated development on a new fighter intended to surpass the range capabilities of existing models like the MiG-15 and MiG-17, while also achieving supersonic velocity in level flight. For propulsion, the design incorporated two Mikulin AM-5 axial-flow turbojet engines—a smaller derivative of the Mikulin AM-3 used in the Tupolev Tu-16 bomber. To evaluate this engine, OKB-155 received authorization on 20 April 1951 to modify a prototype MiG-17 by replacing its single Klimov VK-1 engine with a pair of AM-5 units (initially rated at 19.60 kN (4,410 lbf), later upgraded to 21.08 kN (4,740 lbf) AM-5As). This test aircraft, designated SM-1 or I-340, took its maiden flight in late 1951. Although valuable for engine testing, SM-1’s performance fell short of expectations, prompting development of an afterburner variant—the AM-5F—which increased thrust to 26.45 kN (5,950 lbf).
While SM-1 served as an engine test platform, work commenced on the SM-2 (I-360), envisioned as a supersonic escort fighter, with development approved on 10 August 1951. The SM-2 featured twin engines and a mid-wing configuration with thin wings designed at TsAGI for supersonic flight, swept back at 55 degrees and equipped with a single wing fence per side. Notably, it incorporated a T-tail layout. Its armament consisted of two Nudelman N-37 37-mm cannons mounted near the wing roots on the leading edges—relocated from earlier MiG designs to prevent gun gas ingestion that could disrupt engine performance. The first SM-2 prototype, known as SM-2/1, was delivered to the flight research institute (Letno-Issledovatel'skiy Institut or LII) in April 1952 and achieved its inaugural flight on 24 May 1952 with test pilot G. A. Sedov at the controls. Without afterburners, the AM-5A engines could not sustain supersonic speed in level flight; therefore, AM-5F engines with afterburners were installed to enhance performance. Despite this improvement, handling issues emerged at high angles of attack where the aircraft exhibited a tendency to spin. To address these concerns, modifications included lowering the horizontal tailplane, repositioning airbrakes, and deepening wing fences; these changes led to redesignations as SM-2A and subsequently SM-2B.
The thrust produced by AM-5F remained insufficient, prompting Mikulin’s design bureau to develop a more powerful engine—the AM-9B (later redesigned as Tumansky RD-9)—capable of producing 25.5 kN (5,700 lbf) dry thrust and 31.87 kN (7,160 lbf) with afterburner. Equipping this new powerplant transformed the SM-2B into the SM-9 variant, which first flew on 5 January 1954. Its promising performance secured Soviet approval for full production under the designation MiG-19 on 17 February 1954, despite factory testing still being underway.
The expedited entry into service led to initial production models experiencing significant issues—including several in-flight explosions traced back to inadequate insulation between rear fuselage fuel tanks and engines causing overheating and fuel ignition. This problem was partially resolved by installing metal heat shields between these components. Additionally, conventional elevators proved ineffective at supersonic speeds; thus, an all-moving slab tail was trialed on subsequent SM-9 prototypes and later incorporated into the main production MiG-19S model along with enhanced armament.
Parallel to developing daylight escort variants based on SM-2 and SM-9 prototypes evolving into MiG-19 and MiG-19S respectively, work proceeded on an all-weather interceptor equipped with radar. The first prototype of this type—SM-7/1—conducted its maiden flight on 28 August 1954 featuring an airframe similar to early SM-9s but retaining a fixed horizontal tail initially; later prototypes integrated slab tail designs akin to those tested on SM-9s. Production commenced for this radar-equipped interceptor as the MiG-19P in 1955. Key distinctions from the MiG-19S included an RP-1 Izumrud radar housed in a nose radome along with smaller radomes on and above the air intake lips, plus armament consisting of two cannons positioned within wing roots. From 1957 onwards, manufacturing shifted focus toward missile-equipped versions designated MiG-19PM armed solely with four K-5M air-to-air missiles after removal of cannon armament.
In response to American deployment of high-altitude reconnaissance balloons and British Canberra aircraft that outflew existing interceptors—and intelligence regarding Lockheed U-2 development boasting even greater operational ceilings—design efforts began for a specialized high-altitude variant named MiG-19SV entering limited production. This model featured uprated engines and weight reduction measures including removal of one gun and seatback armor adjustments; flap settings were optimized for increased lift at altitude alongside introduction of new pressure suits for pilots. These enhancements elevated operational ceiling from approximately 17,500 metres (57,400 ft) to 18,500 metres (60,700 ft). Further refinement produced the MiG-19SVK prototype with extended wingspan increasing ceiling capability up to 19,100 metres (62,700 ft), yet this remained insufficient against U-2 performance leading designers to pursue auxiliary rocket boosters instead.
Soviet Union
The introduction of the new fighter aircraft to the Soviet Air Forces (VVS) commenced in June 1955. The model was officially revealed to the public on 3 July of the same year, during an airshow at Tushino Airfield, Moscow, where 48 MiG-19s performed a flypast.
Throughout their deployment with Soviet Anti-Air Defense units and forces stationed in East Germany, MiG-19s frequently engaged in intercepting unauthorized incursions by Western reconnaissance planes. The earliest recorded interception involving a Lockheed U-2 occurred in the autumn of 1957. Although the MiG-19 pilot sighted the U-2, the significant altitude difference of approximately 3,000 m (9,800 ft) prevented engagement. During the 1960 incident when Francis Gary Powers’ U-2 was downed, a pursuing MiG-19P was struck by a salvo from S-75 Dvina (NATO: SA-2 "Guideline") surface-to-air missiles, resulting in the death of pilot Sergei Safronov. In a contentious event on 1 July 1960, a MiG-19 shot down an American RB-47H reconnaissance aircraft (serial number 53-4281) over what the U.S. maintained was international airspace above the Arctic Circle. Four crew members perished, and two were captured by Soviet forces but released in 1961. Another notable incident occurred on 28 January 1964, when a MiG-19 intercepted and shot down a T-39 Sabreliner that had violated East German airspace during a training sortie; all three crew members died.
China
The first recorded instance of a U.S. fighter being downed by a MiG-19 (J-6) happened in 1965. A USAF Lockheed F-104 Starfighter, piloted by Captain Philip E. Smith, was intercepted after illegally entering Chinese airspace near Hainan Island. The Starfighter sustained cannon fire that damaged part of its wing and missile mount. Smith attempted to counterattack and reported receiving missile lock warnings on the MiG; however, shortly after activating his missile system, his aircraft lost all power. He subsequently ejected and was taken prisoner. Smith remained in custody until his release on 15 March 1973, following improved diplomatic relations between the U.S. and China after President Richard Nixon’s historic visit in 1972.
Vietnam
The Vietnam People's Air Force (VPAF) began integrating the MiG-19 into their fleet towards the conclusion of Operation Rolling Thunder in 1968. Despite their relatively small numbers, MiG-19s participated actively during Operations Linebacker and Linebacker 2. The VPAF credited the MiG-19 with seven confirmed kills against U.S. aircraft—all F-4 Phantom IIs. In 1969, U.S. pilots tested an F-6 (the export version of the J-6) obtained from Pakistan on American soil. This aircraft is now exhibited at the National Museum of the USAF in Dayton, Ohio, courtesy of the USAF's 457th Technical Evaluation Squadron at Nellis AFB, near Area 51. Pilots noted its excellent canopy visibility and powerful armament of three 30mm cannons. Comparable to the MiG-17, it demonstrated superior maneuverability over the Phantom and could accelerate faster than an F-4 up to Mach 1.2, though it was outpaced by the MiG-21. However, its most significant limitation was its very limited operational range; one test pilot remarked that after five minutes at full afterburner near ground level, pilots would be urgently seeking a landing spot. Additionally, maintenance challenges associated with its twin engines contributed to its unpopularity among North Vietnamese aviators.
In early 1969, North Vietnam sought to enhance its air defense capabilities by forming a third jet fighter unit—the 925th Fighter Regiment—equipped with advanced MiG-17s and newly acquired MiG-19s (mostly Shenyang J-6 variants supplied by China). This regiment was based at Yen Bai, and by April that year, nine combat-qualified MiG-19 pilots were assigned for active duty. While Soviet-supplied aircraft included some MiG-17s and all MiG-21s operated by North Vietnam, their MiG-19 fleet—primarily J-6 models—came from the People's Republic of China and rarely numbered more than 54.
Unlike early F-4 Phantom IIs which carried air-to-air missiles, the MiG-19 lacked missile mounts but was armed with three powerful 30 mm cannons effective in dogfighting scenarios. VPAF's MiG-19s featured cannons known for their distinctive large muzzle flashes when fired and carried approximately 90 rounds per gun, allowing around six seconds of continuous firing time. A two-second burst could unleash about 81 lb (37 kg) of metal onto a target—significantly more than the smaller American 20 mm rounds such as those from the M61 Vulcan, which delivered roughly 39 lb (18 kg) of metal per burst.
According to U.S. sources, ten VPAF MiG-19s were lost in aerial combat. On 2 June 1972, a MiG-19 became the first jet fighter recorded to be shot down at supersonic speed using cannon fire when it was downed by USAF F-4 Phantom pilot Phil Handley. VPAF records state that between 1965 and 1972, North Vietnamese MiG-19s achieved thirteen kills against enemy aircraft and helicopters while losing five fighters—four to enemy action and one due to friendly fire—with one pilot killed in action.
Air-to-air engagements
The following air-to-air kills by Chinese and Vietnamese forces have been verified by US sources; all confirmed victories involved the use of 30 mm cannon rounds.
| Date | Pilot/Unit (MiG-19) | Target aircraft destroyed | Unit/Notes on destroyed aircraft |
|---|---|---|---|
| 1965-09-20 | Chinese pilot(s); unit unspecified | F-104C Starfighter | USAF 435th Tactical Fighter Squadron |
| 1967-08-21 | Chinese pilot(s); unit unspecified | (2) A-6 Intruder aircraft | USN VA-196 |
| 1972-05-10 | Vietnamese 925th Fighter Regiment (FR) | F-4D Phantom II | USAF 555th TFS |
| 1972-05-10 | Vietnamese 925th FR | F-4E Phantom II | USAF 58th TFS |
| 1972-05-18 | Vietnamese 925th FR | F-4D Phantom II | USAF 421st TFS |
Egypt
The 15th Air Brigade, comprising Nos. 20 and 21 Squadrons, was among the earliest Egyptian units to operate MiG-19s, becoming active at Fayid with a forward base at Milayz during the early 1960s.
In 1962, Egyptian MiG-19s participated in ground attack missions during the North Yemen Civil War. The first MiG-19 air combat encounter in the Middle East occurred on November 29, 1966, when an Israeli Air Force (IAF) Dassault Mirage III intercepted and shot down two Egyptian MiG-19s attempting to intercept an Israeli reconnaissance Piper J-3 Cub within Israeli airspace. The initial MiG was taken down using a R.530 radar-guided missile at a distance under 1.6 km (one mile), representing the inaugural aerial kill for this French-designed missile. The second MiG was eliminated by cannon fire.
By the time of the Six-Day War in June 1967, Egypt operated approximately 80 MiG-19s; however, over half were destroyed on the ground during Israel’s opening strikes under Operation Focus. Despite this, Israeli pilots regarded the MiG-19 as a formidable opponent due to its agility, speed, and heavy armament.
After the conflict, Egypt restructured its remaining MiG-19 fleet, assigning them primarily to homeland air defense roles. The Soviet Union did not replenish Egypt’s losses with new MiG-19s following the war, though it is possible that some aircraft were transferred from Syrian and Iraqi stocks. Consequently, by late 1968, the Egyptian Air Force maintained over 80 MiG-19 fighters. These aircraft also saw action in the subsequent War of Attrition, notably on May 19, 1969, when a MiG-19 engaged two Israeli Mirage fighters, successfully downing one with cannon fire while the other evaded.
Iraq
In the early 1960s, Iraq acquired a number of MiG-19S fighters; however, most of these aircraft were subsequently sold off, with only a few preserved examples remaining in local museums. Some of the surviving airframes were deployed during combat operations against Kurdish forces in the 1960s.
Syria
The Syrian Air Force operated MiG-19 aircraft during the Yemen conflict, participating in combat operations throughout the North Yemen Civil War.
North Korea
Following the 1961 mutual assistance agreement with the Soviet Union, North Korea received an unspecified quantity of MiG-19S fighters. It is believed that approximately thirty of these were sold to Iraq in 1983. Later, between 1988 and 1989, China supplied North Korea with at least 100 F-6 aircraft. Reports as of April 2002 indicate that the Korean People's Army Air and Anti-Air Force maintained an inventory of around 100 Shenyang J-6 and/or MiG-19 aircraft.
Variants
Production model designations
The following data is sourced from authoritative references:
- MiG-19 (NATO codename "Farmer-A"; OKB designation SM-9/1)
- This was the initial production model featuring a conventional tailplane with elevators mounted on a fixed horizontal stabilizer and armed with three 23 mm NR-23 autocannons.
- MiG-19P (NATO "Farmer-B"; OKB SM-7)
- This variant incorporated an RP-1 Izumrud radar system in the nose, armed with two wing-mounted 23 mm NR-23 cannons (later upgraded to two 30 mm NR-30 guns). It included provisions for unguided rocket pods under each wing, an elongated tailfin fillet, an all-moving tailplane, and an additional airbrake behind the ventral fin. Late in its service life, it was adapted to carry Vympel K-13 (AA-2 'Atoll') air-to-air missiles. Production commenced in 1955.
- MiG-19PF
- A limited-production single-seat radar-equipped all-weather interceptor.
- MiG-19PG
- A MiG-19P fitted with a Gorizont-1 ground control datalink system.
- MiG-19PM (NATO "Farmer-E")
- A cannon-less variant armed with four Kaliningrad K-5M (AA-1 "Alkali") beam-riding missiles, entering production in 1957.
- MiG-19PML
- An upgraded MiG-19PM equipped with a Lazur ground-controlled interception datalink.
- MiG-19PU
- Equipped with a rocket pack similar to that on the MiG-19SU.
- MiG-19PT
- A single MiG-19P modified to carry Vympel K-13 (AA-2 "Atoll") missiles.
- MiG-19R
- A reconnaissance adaptation of the MiG-19S replacing the nose cannon with cameras and powered by enhanced RD-9BF-1 engines.
- MiG-19S (NATO "Farmer-C"; OKB SM-9/3)
- An improved daytime fighter featuring an all-moving slab tailplane, equipped with a Svod long-range navigation receiver and armed with three 30 mm NR-30 cannons. It could carry ORO-32K unguided rocket packs or FAB-250 bombs under each wing and was modified from 1957 to carry four rocket pods. Production began in 1956.
- MiG-19SF
- A late-production MiG-19S variant powered by uprated RD-9BF-1 engines similar to those used on the MiG-19R.
- MiG-19SV
- A high-altitude interceptor designed for engaging reconnaissance balloons, achieving altitudes up to 20,740 meters on December 6, 1956.
- MiG-19SMK
- Two experimental missile guidance platforms developed for the K-10S cruise missile system.
- MiG-19SVK
- An experimental high-altitude interceptor variant based on the MiG-19SV with redesigned wings offering slightly improved ceiling performance; it did not enter production.
- MiG-19SU (OKB SM-50)
- A high-altitude interceptor version intended to engage Lockheed U-2 reconnaissance aircraft, equipped with a self-contained liquid-fueled booster rocket pack. Development was abandoned due to control difficulties at extreme altitudes and susceptibility to supersonic spins.
- MiG-19M
- Target drones converted from existing MiG-19 and MiG-19S airframes ('M' stands for mishen, meaning target).
- SL-19
- A research aircraft modified from a MiG-19 incorporating a variable-track/skid undercarriage ('SL' stands for samolyot-laboratoriya, or aircraft laboratory).
- M-19
- Alternative designation for the MiG-19M target drone variant.
- M-19M
- Another alternative designation for the MiG-19M target drone.
OKB internal designations
- SM-6
- Two MiG-19Ps converted into flying laboratories to test the Grushin K-6 developmental air-to-air missile and Almaz–3 radar system intended for the Sukhoi T–3 fighter.
- SM–7
- Three prototypes of the all-weather interceptor MiG–19P (designated SM–7/1, SM–7/2, SM–7/3), produced alongside SM–9 prototypes and sharing similar deficiencies.
- SM–9/1
- The first prototype in the MiG–19 series, derived from the SM–2 design.
- SM–9/2
- Prototype representing the initial production series of the MiG–19.
- SM–9/3
- The prototype for the tactical fighter production version, MiG–19S.
- SM–9/9
- A proposed tactical nuclear strike variant abandoned due to unsatisfactory performance when armed with nuclear weapons.
- SM–12
- A new fighter prototype that evolved into the Mikoyan-Gurevich MiG–21, with four units constructed.
- SM–20
- A missile simulator utilized for testing guidance systems of Kh–20 cruise missiles deployed from Tupolev Tu–95 motherships.
- SM–30
- A zero-length launch (ZeLL) testbed fitted with PRD–22R short-duration booster rockets.
- SM–50
- The high-altitude interceptor version (equivalent to MiG–19SU) equipped with a self-contained liquid-fuel booster rocket pack designed to intercept Lockheed U–2 aircraft. Development ceased due to control challenges at extreme altitudes and instability during supersonic flight.
- SM–51
- A high-altitude experimental model (similar to MiG–19PU) fitted with a U–19 booster rocket.
- SM–52
- Another high-altitude experimental variant (also based on MiG–19PU) equipped with a reusable Sevrook booster rocket.
- SM-K
- Missile guidance testbeds (SM-K/1 and SM-K/2) designed for evaluating Raduga K–10 cruise missile systems.
’‘izdeliye’‘ designations
These are internal factory codes used during development:
- ’‘izdeliye 59’’
GAZ–21 (Gor’kiy) internal code for initial production series of MiG–19s.
- ’‘izdeliye 25’’
GAZ–153 (Novosibirsk) internal code for initial production series of MiG–19s.
- ’‘izdeliye 61’’
GAZ–21 code for production series of MiG–19S models.
- ’‘izdeliye 62’’
GAZ–21 code assigned to production versions of all-weather interceptor MiG–19P models.
- ’‘izdeliye 26’’
GAZ–153 designation corresponding to production series of MiG–19S fighters.
- ’‘izdeliye SM–2/A’’
A weapons development platform based on MiG–19 tailored for ground attack armaments testing.
(Additional ‘izdeliye’ designations correspond similarly to various testbeds, prototypes, weapon system developments, and specialized versions related to missile testing, refueling systems, infrared tracking equipment, booster rocket integrations, zero-length launch experiments, and other modifications.)
Licensed production variants
- Aero S‑105
- Czechoslovakia’s licensed-built version of the MiG‑19S manufactured by Aero Vodochody. A total of 103 units were produced between 1958 and 1962.
- Shenyang J‑6
- The Chinese-manufactured derivative of the MiG‑19. This model was introduced into Pakistan’s air force as the F‑6. The Pakistani Air Force later modified these aircraft to carry American-made AIM‑9 Sidewinder missiles.
- Shenyang JJ‑6
- A two-seat trainer version derived from the J‑6 platform used primarily for pilot instruction purposes.
Operators
This list refers exclusively to Soviet-produced MiG‑19 variants. For operators utilizing Chinese-built versions, see Shenyang J‑6 documentation.
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Former operators
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- Afghan Air Force — The Royal Afghan Air Force procured eighteen units in 1964. During the Democratic Republic era, twenty additional MiG‑19s served primarily as trainers within Afghan Air Force ranks.
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- Albanian Air Force — Received twelve Czechoslovak-built MiG‑19PMs alongside three pre-owned MiG‑19Ss operated by the 7594th Aviation Regiment based at Rinas Air Base. Subsequently replaced by Chinese-produced Shenyang J‑6C fighters as Albania aligned more closely with China’s military support.
- Template:BUL
- Bulgarian Air Force — Operated both day fighter variants (MiG‑19S) and all-weather interceptors (MiG‑19P and PM) from approximately 1957/58 into the early 1970s.
- Template:Country data China
- People’s Liberation Army Air Force
- Template:CUB
- Cuban Air Force — Twelve imported MiG‑19Ps entered service starting in 1961 before being supplanted by more advanced aircraft such as the MiG‑21 and MiG‑23.
- Template:CZS
- Czechoslovak Air Force — Operated a total of 183 aircraft including various models such as the MiG‑19S, P, PM along with locally produced S‑105 units.
- Template:DDR
- East German Air Force — Maintained twelve each of both MiG‑19S and PM variants until their retirement in 1969.
- Template:EGY
- Egyptian Air Force — Among Egypt’s earliest operational units flying the MiGs was its 15th Air Brigade comprising Nos. 20 and 21 Squadrons stationed at Fayid airbase with forward deployment at Milayz during early 1960s operations.
- Template:HUN
- Hungarian Air Force — Utilized twelve examples of the MiG‑19PM between 1959 and 1973.
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- Indonesian Air Force — Purchased ten MiG‑19S fighters in 1961 as part of conditions tied to acquiring later Mikoyan-Gurevich MiG‑21F‑13 jets. At least one unit was lost due to crash in 1963. Several aircraft were eventually transferred onward to Pakistan’s air force fleet.
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- Iraqi Air Force — Received deliveries totaling thirty MiG‑19S, ten each of both P and PM variants during late 1950s through early ’60s periods. Only sixteen S-models were formally accepted due to technical deficiencies affecting others which remained stored at Basra before being donated mostly to Egypt circa mid-decade.
- Template:Country data Pakistan
- Pakistan Air Force — Acquired five ex-Indonesian Air Force refurbished MiGs in December 1965.
- Template:POL
- Polish Air Force — Operated twenty-four interception-configured P-models alongside twelve PM versions spanning service years from late ’50s through mid ’70s.
- File:Flag of Romania (1952-1965).svg Romania
- Romanian Air Force — Fielded sixteen P-model interceptors plus ten PM variants between late ’50s/early ’60s until their phase-out around early ’70s timeframe.
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- Template:USSR
- Soviet Air Force
- Soviet Anti-Air Defence Forces
- Soviet Naval Aviation
Aircraft preserved on display
- A Mikoyan-Gurevich MiG‑19S is exhibited at Dayton’s National Museum of the United States Air Force located in Ohio.
- An unidentified model is preserved at March Field Air Museum situated within Riverside County, California.
Specifications (MiG‑19S)
See also
Footnotes
Citations
Bibliography
- Belyakov R.A., Marmain J., MiGs: Fifty Years of Secret Aircraft Design. Shrewsbury UK: Airlife Publishing,1994.
- Butowski P., Miller J., OKB Mikoyan. Leicester UK: Midland Counties Publications,1991.
- Crosby F., Fighter Aircraft. London UK: Lorenz Books,2002.
- Davies P.E., USAF F−4 Phantom MIG Killers. Oxford UK: Osprey Publishing Limited,2005.
- Ethell J., Price A., One Day in a Very Long War. New York USA: Random House,1989.
- Gordon Y., Mikoyan-Gurevich MIG−190. Hinckley UK: Midland Publishing Ltd.,2003.
- Gunston B., The Osprey Encyclopedia of Russian Aircraft. London UK: Osprey Publishing Ltd.,1995.
- Hagedorn D.P., Central American & Caribbean Air Forces. Tonbridge UK: Air-Britain Ltd.,1993.
- Hoyle C., "World Air Forces Directory", Flight International Vol194 No5665 Dec2018.
- Nicolle D., Cooper T., Arab MIG−190 & MIG−210 Units in Combat. Oxford UK: Osprey Publishing Limited,2004.
- Sherwood J.D., Fast Movers. New York USA: Free Press,1999.
- Sweetman B., Gunston B., Soviet Air Power. London UK: Salamander Books Ltd.,1978.
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