Mikoyan-Gurevich MiG-19
Version overview
I-340 (SM-1)
In the summer of 1950, the Supreme Soviet in Moscow began to consider the question of a new fighter aircraft that would surpass the existing MiG-15 and MiG-17 fighters in its performance. In April 1951, the OKB-155 design bureau was ordered to develop a new fighter aircraft designated the I-340 (or SM-1 in design bureau nomenclature). The aircraft was based on a prototype MiGu-17F designated SI-02, which was equipped with two Mikulin AM-5 jet engines installed side by side in a redesigned aft fuselage. The production drawings were completed in September 1951. The aircraft was not completed until March 1952, the delay being primarily due to a shortage of AM-5 engines. The I-340 was the first predecessor that led to the MiG-19 family of aircraft. However, tests of the I-340 showed that at an altitude of 5 km this aircraft was capable of reaching a maximum speed of 1,193 km/h, which was considered unsatisfactory, so further development of this type was not pursued.
I-360 (SM-2/1, SM-2/2)
Further development of the twin-engine concept resulted in the I-360 type, its development having been initiated by Council of Ministers decision number 2929-1379 of 10 Oct 1951. It was a new design equipped with Mikulin AM-5A engines. The fuselage was lengthened by 1.6 metres. The arrow wing was completely new with a different profile, aerodynamic fins and negative lift. The arrow tail surfaces were T-shaped. The armament of the aircraft consisted of two N-37D guns installed in the wing root. Two flying prototypes, SM-2/1 and SM-2/2, were produced and engaged in flight trials at LII in Zhukovsky. Even this aircraft did not convince much, the maximum speed of M 1.19 was achieved only in a slight descent. Supersonic speed in level flight was not achieved.
I-370 (I-1)
In the event that the OKB-155 did not work out the Mikulin engine bet, the Council of Ministers ordered in March 1952 that the design bureau work in parallel on a project that would use a single Klimov VK-7 engine. The aircraft was originally known as the I-370, but its designation was later changed to the I-1. The first prototype was completed in May 1953. However, due to problems with engine development, the first VK-7 (with a service life of a paltry 25 hours) was not installed in the airframe until September 1954. Further problems with the engine and airframe design delayed the first flight even further. Flight testing of the I-370 finally began while the SM-9/1 prototype (see below) was in the middle of government testing. The desire to increase the speed of the I-1 led to the design of the I-2 with a new wing with increased sweep. However, this project was not realized. Because the performance of the I-1 was at best equivalent to that of the MiG-19, further development was not pursued.
MiG-19 (SM-9/1, SM-9/2, Issue 59, Issue 25, designation in NATO code Farmer-A)
As the Air Force was not satisfied with the SM-2's performance, OKB-155 ordered a new front-line fighter to be developed based on the SM-2. The biggest problems were related to the low performance of the AM-5 engines. This shortcoming was remedied in 1953 with the arrival of the Mikulin AM-9 engine with modified afterburner. The SM-9/1 prototype first flew on January 5, 1954, and compared to the SM-2, featured a widened aft fuselage, enlarged keel area, and the original wing with new fins. The split VOPs were taken from the SM-2. The second prototype SM-9/2 was completed in January 1954 and underwent partial changes compared to the first prototype, the most significant being a floating VOP, lower SOP or longer nose with less air intake. Originally it had no armament fitted, but later three NR-23 guns were installed.
Even before the start of the state tests of the SM-9/1 prototype, the Council of Ministers decided on 17 February 1954 by Directive 286-133 to mass produce this machine and introduce it into the armament of the Soviet Air Force under the designation MiG-19. The factory designations were Izdelye 59 (in GAZ-21) and Izdelye 25 (in GAZ-153), respectively. In March 1955, the Soviet Air Force received the first two production MiG-19s, which were involved in military trials. The aircraft was equipped with a pair of Mikulin RD-9B propulsion units. Armament consisted of a trio of NR-23 23 mm calibre guns, two in the wing roots and one in the fuselage. Under the wing were two BD-3-56 hangers for fuel tanks or bombs. Two removable hangers for missile blocks could be installed behind the main landing gear shafts ORO-57K. The aircraft were not very popular with pilots. Among the reasons were a number of shortcomings, such as frequent fires and in-flight explosions caused by inadequate thermal insulation of the tanks located near the engines.
MiG-19 (SM-2A, SM-2B, SM-2V, SM-2G, SM-2D)
A series of MiG-19 machines modified to carry anti-surface missile armament.
SM-2A - aircraft serial number 59210420 modified in 1955 to carry 4 RO-70-5 missile launchers for 5 unguided 70 mm ARS-70 anti-ship missiles.
SM-2B - aircraft registration number 59210406 modified for testing with two or four ORO-190K launchers for TRS-190 anti-surface unguided missiles, the aircraft was later modified to carry two ARS-212M unguided missiles and re-designated SM-2V.
The SM-2G - a variant modified between 1955 and 1956 for testing with ARS-160 unguided missiles.
SM-2D - SM-2A modified in 1957 to support four 408/3 launchers for 9 TRS-85 unguided missiles.
MiG-19 (SM-2M)
Aircraft serial number 59210108 equipped with two launchers for test firing radar-guided anti-aircraft missiles RS-2US.
MiG-19 (SM-2I)
A fighter aircraft equipped with the K-6 weapon system. The work was initiated by a decision of the Council of Ministers on 30 December 1954. The 59210549 was modified to carry out the tests. Flight tests were completed at LII in April 1956. System trials of the K-6 were conducted from May, and completed in December 1956 with satisfactory results.
MiG-19 (SM-6)
This version was developed based on the decision of the Council of Ministers of 30 December 1954. Two examples (v. no. 210101 and v. no. 210102) were produced at the GAZ-21 plant for testing the K-6 weapon system and the Almaz-3 radar. The tests were conducted in 1957 and 1958 and were stopped in May 1958 after the decision to stop development work on the K-6 system.
MiG-19 (SM-10)
In 1957, two MiG-19s (v. no. 59210316 and v. no. 59210415) were fitted with a wing-mounted attachment for in-flight refuelling from a tanker derived from the Tu-16 bomber. The SM-10/1 (fuselage number 316) and SM-10/2 (fuselage number 415) prototypes flew 49 sorties during the program. State trials were conducted between 17 December 1956 and 14 March 1957. Further development was abandoned when it proved impossible to refuel two aircraft simultaneously.
MiG-19 (SM-20)
MiG-19 converted into a technology demonstrator for the development and testing of anti-ship missile electronics Ch-20. Two aircraft were modified. The first SM-20/1 (serial number 59210105) was modified in February 1956, and the second SM-20/2 (serial number 59210425) was modified in September of the same year. Tests were conducted in 1957 and 1958.
MiG-19 (SM-30)
In April 1955, OKB-155 was commissioned to develop a version of the MiG-19 that would take off from a launch pad assisted by two PRD-22 solid-fuel rockets. The fuselage and wing structure were strengthened. The first successful "launch" took place on 13 April 1957, piloted by I. I. Shiyanov. The aircraft was to have not only a short takeoff, but also a landing (within 400 meters), so different variants of landing hooks and nets were tested. Their considerable impracticality in operational conditions eventually led to the termination of the project.
MiG-19S (SM-9/3, Izdělije 61, Izdělije 26, designation in NATO code Farmer-C)
The MiG-19S day fighter, which became a mainstay of the Soviet frontline fighter force in the late 1950s, first flew on 27 November 1955. At that time, test pilot K. K. Kokkinaki. Serial production at the Gorky (GAZ-21) and Novosibirsk (GAZ-153) factories was being prepared as early as September 1955. The MiG-19S version began rolling off the production line in June of the following year. The aircraft produced in Gorky bore the factory designation Izdelye 61, while the machines from Novosibirsk bore the designation Izdelye 26.
The MiG-19S was armed with a trio of NR-30 guns, which were located in the wing roots (2) and on the lower right side of the fuselage nose (1). Propulsion was provided by a pair of RD-9B jet engines. Two bombs FAB-250 or rocket launchers ORO-57K could be mounted on two hangers under the fuselage. Compared to the previous production version of the MiG-19, the steering system, landing gear wheel brakes or the braking parachute were modified. The MiG-19S was introduced into the armament of the Soviet Air Force in 1956. Their licensed production took place in Czechoslovakia (initially designated as S-105) and China (as Shenyang J-6).
MiG-19S (SM-9/3T)
A version that was created in February 1959, when one MiG-19S was fitted with K-13 missile launchers mounted on fuel tank racks. A single prototype first flew on 11 February 1959. Missile launch data recorders were installed instead of cannons.
MiG-19S (SM-9/9)
Aircraft modified in 1959 to test the 244-N nuclear bomb. The fuselage and wing cannon on the right side of the aircraft were removed. A BDZ-55T bomb rack was then installed at the root of the right wing half.
MiG-19S (SM-11)
A version of the MiG-19 designed by OKB-155 in 1956 with the Jastreb-SIV-52 passive infrared target acquisition and tracking device for night intercept.
MiG-19S (SM-12/1, SM-12/2, SM-12/3, SM-12/4)
In 1956, the OKB-155 design bureau was ordered to improve the performance of the MiG-19S. Work began in November 1956. The initial aircraft for the SM-12/1 was one MiG-19SV serial number 61210404, which incorporated two more powerful RD-9BF engines, later replaced during trials by the RD-9BF-2. The nose was completely redesigned with an inlet fitted with an adjustable cone. The aircraft was equipped with a radar rangefinder SRD-1M "Konus".
In early 1957, the conversion of MiG-19SV v. no. 61210408 to SM-12/2 began. However, no usable RD-9BF-2 engine was available, so in June 1958 the aircraft was fitted with Sorokin R3-26 engines. The program was abandoned at the stage when the aircraft was being prepared for flight testing.
The SM-13/3 was built between September and October 1957 by converting aircraft serial number 0915331. The aircraft was intended as a benchmark for series production, so it was fully equipped with all necessary systems and fixed armament consisting of two NR-30 guns in the wing. Propulsion was provided by two R3-26 engines.
At the beginning of October 1957, modifications to the aircraft v. no. 0915334 were started, which became the SM-12/4. The latter was no longer to have the shortcomings that had been discovered during the flight tests of the SM-12/1 and SM-12/3. Work on its conversion was discontinued in late 1957, as it became apparent that another test machine was no longer required. The SM-12 eventually did not enter series production.
MiG-19S (SM-12/3T, SM-12/4T)
In early 1959, the SM-12/3 and SM-12/4 were modified so that they could be involved in K-13 anti-aircraft missile tests. These modified machines were designated SM-12/3T and SM-12/4T.
MiG-19S (SM-12PM, Issue 66)
An attack fighter aircraft equipped with R3M-26 engines and K-51 weapon system. The modified aircraft, serial number 66210101, flew 63 sorties between May and November 1958. It was not fitted with a barrel armament, could carry two RS-2U missiles, and the radar was of the CD-30 type (a prototype of the later RP-21). At the GAZ-21 plant, the aircraft was even given the production designation Izdělije 66. In the end, only one prototype was produced. Valuable experience with the SM-12PM type was used in the development of the Je-7 prototype.
MiG-19S (SM-12PMU, Izdělije 66)
The second SM-12PM prototype, with serial number 66210102, was eventually completed as the SM-12PMU. The aircraft had the capability to use the U-19M auxiliary rocket engine, which was installed on the lower fuselage. Two more prototypes, 66210103 and 66210104, were completed in July and August 1958. SM-12PMUs were not mass produced either. Although the results from test flights were not bad, the Soviet leadership preferred ground-based missile systems for PVOS tasks.
MiG-19S (SMK-1, SMK-2)
In 1957, two MiG-19Ss (serial numbers 61210418 and No 61210419) were converted into flying testbeds for the development and testing of an anti-ship cruise missile guidance system K-10.
MiG-19R (SM-9R)
A tactical photo reconnaissance version based on the MiG-19S type. The aircraft had the NR-30 fuselage gun removed, with an AFA-39 camera in its place. Propulsion was provided by two RD-9BF-1 engines. The aircraft passed the tests at NII VVS successfully. Only a small number of aircraft were modified to this standard by the GAZ-21 plant in Gorky.
MiG-19SF (designation in NATO code Farmer-C)
A small number of MiG-19Ss were equipped with RD-9BF-1 or RD-9BF-2 engines, plus reduced on-board equipment. These modified machines received the designation MiG-19SF.
The MiG-19SV (SM-9-V designation in NATO code Farmer-C)
A high-altitude fighter aircraft designed to destroy high-flying spy planes or reconnaissance balloons. The climbability and range were increased by the absence of a fuselage gun, the reduction of the ammunition supply (to 100 pcs), the absence of rear seat armour and, above all, the installation of more powerful power units. The aircraft was powered by two RD-9BF engines, some of the machines also by RD-9BF-1 or RD-9BF-2 versions. Other aircraft systems were also modified (no braking parachute, new main landing gear wheels with disc brakes, redesigned oxygen supply system, dismantled RV-2 radio altimeter,...). In June 1956, two machines were modified to this standard by Plant 155 (red 634, v. no. 59210634 and red 644, v. no. 56210644), which became prototypes of the new variant. Series production was to take place at the GAZ-21 plant. MiG-19SVs were built as completely new aircraft, as well as conversions from already produced MiG-19Ss.
MiG-19SVK (SM-9/3-VK)
One prototype MiG-19SV (red 644) was modified in 1957 to increase practical availability. The aircraft was therefore fitted with a new wing with an increased span and area, a "dogtooth" wing and a modified profile at the ends. Propulsion was originally provided by RD-9BF engines, which were replaced by the RD-9BF-1 type in May 1957. Although these modifications were expected to increase the practical range by 1 kilometre, in reality only 300 metres were added and the project was abandoned.
MiG-19SU (SM-50)
In the second half of the 1950s, American spy flights over the USSR were becoming almost a regular occurrence, so in August 1956 the Council of Ministers issued a directive ordering the development of a new high-altitude fighter. The MiG-19SV had a range of 18,500 feet, which proved inadequate, and moreover, was introduced into the arsenal in small numbers. The design of the MiG-19SU was based on the MiG-19S type. Two RD-9BM engines were installed in the fuselage, and a U-19 liquid-fuelled acceleration unit with a SZ-20M rocket engine was installed in the underwing ejection port. Between November 1957 and February 1958, five MiG-19SU aircraft were produced. However, serial production did not take place as new missile complexes S-75 were introduced into the Soviet PVOS arsenal. The aircraft produced were then used to practice the use of ground guidance systems or to refine tactics for high-altitude ambushes.
MiG-19P (SM-7/3, Issue 62, NATO code designation Farmer-B)
Parallel to the development and production of the MiG-19 daytime variants, design work and production of "radar" versions for night operations and difficult weather conditions was underway. The first prototype of the radar variants was the SM-7/1, which first flew on 28 August 1954 and was based on the SM-2 type, compared to which it featured a larger SOP and an extended nose to accommodate the RP-1 Izumrud-1 radar. Propulsion was provided by a pair of Mikulin AM-9B engines (later renamed RD-9B). Armament consisted of two NR-23 guns in the wing roots and two ORO-57K rocket launchers mounted on removable hangers behind the undercarriage shafts. Fuel tanks or bombs up to 250 kg could be mounted on the two underwing hangers. After a modification that allowed it to use RS-2U missiles, the aircraft was redesignated SM-7/1M.
The SM-7/1 was followed by the SM-7/2 and SM-7/3 prototypes with a floating VOP. The SM-7/2M was a prototype of the SM-7/2 redesignated after the RS-2U missiles were added to its arsenal. The SM-7/3 became the model for the production MiG-19P aircraft, which were produced at GAZ-21 from 1955 (factory designation Izdělije 62). The first production aircraft were armed with NR-23 cannons, shortly later switching to a pair of NR-30 with a stock of 146 rounds of ammunition. Additional armament could eventually consist of ORO-57K missile blocks. The first aircraft also incorporated the older RP-1 radar, and later the more modern RP-5 Izumrud was fitted. Propulsion was provided by two RD-9B engines.
MiG-19PV
High-altitude interceptor fighter aircraft developed on the basis of the MiG-19P, based on the decision of the Council of Ministers of 25 August 1956. The engines used were of the RD-9BF type. Tests of the aircraft were carried out in 1957. It did not enter serial production.
MiG-19PU (SM-50P)
MiG-19P with an additional rocket engine, the conversion was to be carried out by the Gorky plant in 1958.
MiG-19PU (SM-51 or SM-51P)
A modification using the U-19P liquid-fueled auxiliary booster rocket unit designed by Dushkin. The engine was housed in an elongated aerodynamic housing under the fuselage. Based on the decision of the Council of Ministers, 2 aircraft were to be modified in this way, but in the end only one machine, serial number 62210501, was modified by the GAZ-21 plant in May 1958. Limited rocket engine life and the prospect of introducing new more powerful fighters led to the termination of this project.
MiG-19PU (SM-52 or SM-52P)
Another conversion with an auxiliary rocket engine, this time by designer Sevruk. The aircraft was also said to have modified avionics equipment with Almaz radar and SRD-5A radar rangefinder.
MiG-19PM (SM-7/2M, Issue 65, designation in NATO code Farmer-D)
After the successful completion of the SM-7/2M trials, serial production began in 1957 at the GAZ-21 plant. It was introduced into the Soviet Air Force's armament under the designation MiG-19PM. The aircraft was not fitted with barrel armament, instead carrying RS-2U (RS-2US) missiles on four underwing mountings. The machines also could not carry ORO-57K missile launchers. The RP-2U radar was used to guide the missiles. While the reliability of the avionics on the P version was poor, it was even worse on the PM variant. The aircraft also had worse flight characteristics, mainly due to the installation of four massive missile racks. The RR-20 radar was installed in some of the machines intended for export.
The MiG-19PML (designation in NATO code Farmer-D)
After the installation of the Lazur guidance system in the 1960s, some MiG-19PM aircraft were redesignated MiG-19PML
MiG-19PT (SM-7/2T)
In order to extend the combat capabilities of the MiG-19P, the installation of R-3S missiles was carried out on one machine (blue 23 ?). The aircraft was completed in the third quarter of 1963, with successful trials taking place the following year. Apparently, some of the MiG-19Ps produced were then modified to this standard.
MiG-19M (M-19)
A supersonic remotely piloted unmanned target that was modified from MiG-19 and MiG-19S aircraft retired from operational service.
Version overview
I-340 (SM-1)
In the summer of 1950, the Supreme Soviet in Moscow began to consider the question of a new fighter aircraft that would surpass the existing MiG-15 and MiG-17 fighters in its performance. In April 1951, the OKB-155 design bureau was ordered to develop a new fighter aircraft designated the I-340 (or SM-1 in design bureau nomenclature). The aircraft was based on a prototype MiGu-17F designated SI-02, which was equipped with two Mikulin AM-5 jet engines installed side by side in a redesigned aft fuselage. The production drawings were completed in September 1951. The aircraft was not completed until March 1952, the delay being primarily due to a shortage of AM-5 engines. The I-340 was the first predecessor that led to the MiG-19 family of aircraft. However, tests of the I-340 showed that at an altitude of 5 km this aircraft was capable of reaching a maximum speed of 1,193 km/h, which was considered unsatisfactory, so further development of this type was not pursued.
I-360 (SM-2/1, SM-2/2)
Further development of the twin-engine concept resulted in the I-360 type, its development having been initiated by Council of Ministers decision number 2929-1379 of 10 Oct 1951. It was a new design equipped with Mikulin AM-5A engines. The fuselage was lengthened by 1.6 metres. The arrow wing was completely new with a different profile, aerodynamic fins and negative lift. The arrow tail surfaces were T-shaped. The armament of the aircraft consisted of two N-37D guns installed in the wing root. Two flying prototypes, SM-2/1 and SM-2/2, were produced and engaged in flight trials at LII in Zhukovsky. Even this aircraft did not convince much, the maximum speed of M 1.19 was achieved only in a slight descent. Supersonic speed in level flight was not achieved.
I-370 (I-1)
In the event that the OKB-155 did not work out the Mikulin engine bet, the Council of Ministers ordered in March 1952 that the design bureau work in parallel on a project that would use a single Klimov VK-7 engine. The aircraft was originally known as the I-370, but its designation was later changed to the I-1. The first prototype was completed in May 1953. However, due to problems with engine development, the first VK-7 (with a service life of a paltry 25 hours) was not installed in the airframe until September 1954. Further problems with the engine and airframe design delayed the first flight even further. Flight testing of the I-370 finally began while the SM-9/1 prototype (see below) was in the middle of government testing. The desire to increase the speed of the I-1 led to the design of the I-2 with a new wing with increased sweep. However, this project was not realized. Because the performance of the I-1 was at best equivalent to that of the MiG-19, further development was not pursued.
MiG-19 (SM-9/1, SM-9/2, Issue 59, Issue 25, designation in NATO code Farmer-A)
As the Air Force was not satisfied with the SM-2's performance, OKB-155 ordered a new front-line fighter to be developed based on the SM-2. The biggest problems were related to the low performance of the AM-5 engines. This shortcoming was remedied in 1953 with the arrival of the Mikulin AM-9 engine with modified afterburner. The SM-9/1 prototype first flew on January 5, 1954, and compared to the SM-2, featured a widened aft fuselage, enlarged keel area, and the original wing with new fins. The split VOPs were taken from the SM-2. The second prototype SM-9/2 was completed in January 1954 and underwent partial changes compared to the first prototype, the most significant being a floating VOP, lower SOP or longer nose with less air intake. Originally it had no armament fitted, but later three NR-23 guns were installed.
Even before the start of the state tests of the SM-9/1 prototype, the Council of Ministers decided on 17 February 1954 by Directive 286-133 to mass produce this machine and introduce it into the armament of the Soviet Air Force under the designation MiG-19. The factory designations were Izdelye 59 (in GAZ-21) and Izdelye 25 (in GAZ-153), respectively. In March 1955, the Soviet Air Force received the first two production MiG-19s, which were involved in military trials. The aircraft was equipped with a pair of Mikulin RD-9B propulsion units. Armament consisted of a trio of NR-23 23 mm calibre guns, two in the wing roots and one in the fuselage. Under the wing were two BD-3-56 hangers for fuel tanks or bombs. Two removable hangers for missile blocks could be installed behind the main landing gear shafts ORO-57K. The aircraft were not very popular with pilots. Among the reasons were a number of shortcomings, such as frequent fires and in-flight explosions caused by inadequate thermal insulation of the tanks located near the engines.
MiG-19 (SM-2A, SM-2B, SM-2V, SM-2G, SM-2D)
A series of MiG-19 machines modified to carry anti-surface missile armament.
SM-2A - aircraft serial number 59210420 modified in 1955 to carry 4 RO-70-5 missile launchers for 5 unguided 70 mm ARS-70 anti-ship missiles.
SM-2B - aircraft registration number 59210406 modified for testing with two or four ORO-190K launchers for TRS-190 anti-surface unguided missiles, the aircraft was later modified to carry two ARS-212M unguided missiles and re-designated SM-2V.
The SM-2G - a variant modified between 1955 and 1956 for testing with ARS-160 unguided missiles.
SM-2D - SM-2A modified in 1957 to support four 408/3 launchers for 9 TRS-85 unguided missiles.
MiG-19 (SM-2M)
Aircraft serial number 59210108 equipped with two launchers for test firing radar-guided anti-aircraft missiles RS-2US.
MiG-19 (SM-2I)
A fighter aircraft equipped with the K-6 weapon system. The work was initiated by a decision of the Council of Ministers on 30 December 1954. The 59210549 was modified to carry out the tests. Flight tests were completed at LII in April 1956. System trials of the K-6 were conducted from May, and completed in December 1956 with satisfactory results.
MiG-19 (SM-6)
This version was developed based on the decision of the Council of Ministers of 30 December 1954. Two examples (v. no. 210101 and v. no. 210102) were produced at the GAZ-21 plant for testing the K-6 weapon system and the Almaz-3 radar. The tests were conducted in 1957 and 1958 and were stopped in May 1958 after the decision to stop development work on the K-6 system.
MiG-19 (SM-10)
In 1957, two MiG-19s (v. no. 59210316 and v. no. 59210415) were fitted with a wing-mounted attachment for in-flight refuelling from a tanker derived from the Tu-16 bomber. The SM-10/1 (fuselage number 316) and SM-10/2 (fuselage number 415) prototypes flew 49 sorties during the program. State trials were conducted between 17 December 1956 and 14 March 1957. Further development was abandoned when it proved impossible to refuel two aircraft simultaneously.
MiG-19 (SM-20)
MiG-19 converted into a technology demonstrator for the development and testing of anti-ship missile electronics Ch-20. Two aircraft were modified. The first SM-20/1 (serial number 59210105) was modified in February 1956, and the second SM-20/2 (serial number 59210425) was modified in September of the same year. Tests were conducted in 1957 and 1958.
MiG-19 (SM-30)
In April 1955, OKB-155 was commissioned to develop a version of the MiG-19 that would take off from a launch pad assisted by two PRD-22 solid-fuel rockets. The fuselage and wing structure were strengthened. The first successful "launch" took place on 13 April 1957, piloted by I. I. Shiyanov. The aircraft was to have not only a short takeoff, but also a landing (within 400 meters), so different variants of landing hooks and nets were tested. Their considerable impracticality in operational conditions eventually led to the termination of the project.
MiG-19S (SM-9/3, Izdělije 61, Izdělije 26, designation in NATO code Farmer-C)
The MiG-19S day fighter, which became a mainstay of the Soviet frontline fighter force in the late 1950s, first flew on 27 November 1955. At that time, test pilot K. K. Kokkinaki. Serial production at the Gorky (GAZ-21) and Novosibirsk (GAZ-153) factories was being prepared as early as September 1955. The MiG-19S version began rolling off the production line in June of the following year. The aircraft produced in Gorky bore the factory designation Izdelye 61, while the machines from Novosibirsk bore the designation Izdelye 26.
The MiG-19S was armed with a trio of NR-30 guns, which were located in the wing roots (2) and on the lower right side of the fuselage nose (1). Propulsion was provided by a pair of RD-9B jet engines. Two bombs FAB-250 or rocket launchers ORO-57K could be mounted on two hangers under the fuselage. Compared to the previous production version of the MiG-19, the steering system, landing gear wheel brakes or the braking parachute were modified. The MiG-19S was introduced into the armament of the Soviet Air Force in 1956. Their licensed production took place in Czechoslovakia (initially designated as S-105) and China (as Shenyang J-6).
MiG-19S (SM-9/3T)
A version that was created in February 1959, when one MiG-19S was fitted with K-13 missile launchers mounted on fuel tank racks. A single prototype first flew on 11 February 1959. Missile launch data recorders were installed instead of cannons.
MiG-19S (SM-9/9)
Aircraft modified in 1959 to test the 244-N nuclear bomb. The fuselage and wing cannon on the right side of the aircraft were removed. A BDZ-55T bomb rack was then installed at the root of the right wing half.
MiG-19S (SM-11)
A version of the MiG-19 designed by OKB-155 in 1956 with the Jastreb-SIV-52 passive infrared target acquisition and tracking device for night intercept.
MiG-19S (SM-12/1, SM-12/2, SM-12/3, SM-12/4)
In 1956, the OKB-155 design bureau was ordered to improve the performance of the MiG-19S. Work began in November 1956. The initial aircraft for the SM-12/1 was one MiG-19SV serial number 61210404, which incorporated two more powerful RD-9BF engines, later replaced during trials by the RD-9BF-2. The nose was completely redesigned with an inlet fitted with an adjustable cone. The aircraft was equipped with a radar rangefinder SRD-1M "Konus".
In early 1957, the conversion of MiG-19SV v. no. 61210408 to SM-12/2 began. However, no usable RD-9BF-2 engine was available, so in June 1958 the aircraft was fitted with Sorokin R3-26 engines. The program was abandoned at the stage when the aircraft was being prepared for flight testing.
The SM-13/3 was built between September and October 1957 by converting aircraft serial number 0915331. The aircraft was intended as a benchmark for series production, so it was fully equipped with all necessary systems and fixed armament consisting of two NR-30 guns in the wing. Propulsion was provided by two R3-26 engines.
At the beginning of October 1957, modifications to the aircraft v. no. 0915334 were started, which became the SM-12/4. The latter was no longer to have the shortcomings that had been discovered during the flight tests of the SM-12/1 and SM-12/3. Work on its conversion was discontinued in late 1957, as it became apparent that another test machine was no longer required. The SM-12 eventually did not enter series production.
MiG-19S (SM-12/3T, SM-12/4T)
In early 1959, the SM-12/3 and SM-12/4 were modified so that they could be involved in K-13 anti-aircraft missile tests. These modified machines were designated SM-12/3T and SM-12/4T.
MiG-19S (SM-12PM, Issue 66)
An attack fighter aircraft equipped with R3M-26 engines and K-51 weapon system. The modified aircraft, serial number 66210101, flew 63 sorties between May and November 1958. It was not fitted with a barrel armament, could carry two RS-2U missiles, and the radar was of the CD-30 type (a prototype of the later RP-21). At the GAZ-21 plant, the aircraft was even given the production designation Izdělije 66. In the end, only one prototype was produced. Valuable experience with the SM-12PM type was used in the development of the Je-7 prototype.
MiG-19S (SM-12PMU, Izdělije 66)
The second SM-12PM prototype, with serial number 66210102, was eventually completed as the SM-12PMU. The aircraft had the capability to use the U-19M auxiliary rocket engine, which was installed on the lower fuselage. Two more prototypes, 66210103 and 66210104, were completed in July and August 1958. SM-12PMUs were not mass produced either. Although the results from test flights were not bad, the Soviet leadership preferred ground-based missile systems for PVOS tasks.
MiG-19S (SMK-1, SMK-2)
In 1957, two MiG-19Ss (serial numbers 61210418 and No 61210419) were converted into flying testbeds for the development and testing of an anti-ship cruise missile guidance system K-10.
MiG-19R (SM-9R)
A tactical photo reconnaissance version based on the MiG-19S type. The aircraft had the NR-30 fuselage gun removed, with an AFA-39 camera in its place. Propulsion was provided by two RD-9BF-1 engines. The aircraft passed the tests at NII VVS successfully. Only a small number of aircraft were modified to this standard by the GAZ-21 plant in Gorky.
MiG-19SF (designation in NATO code Farmer-C)
A small number of MiG-19Ss were equipped with RD-9BF-1 or RD-9BF-2 engines, plus reduced on-board equipment. These modified machines received the designation MiG-19SF.
The MiG-19SV (SM-9-V designation in NATO code Farmer-C)
A high-altitude fighter aircraft designed to destroy high-flying spy planes or reconnaissance balloons. The climbability and range were increased by the absence of a fuselage gun, the reduction of the ammunition supply (to 100 pcs), the absence of rear seat armour and, above all, the installation of more powerful power units. The aircraft was powered by two RD-9BF engines, some of the machines also by RD-9BF-1 or RD-9BF-2 versions. Other aircraft systems were also modified (no braking parachute, new main landing gear wheels with disc brakes, redesigned oxygen supply system, dismantled RV-2 radio altimeter,...). In June 1956, two machines were modified to this standard by Plant 155 (red 634, v. no. 59210634 and red 644, v. no. 56210644), which became prototypes of the new variant. Series production was to take place at the GAZ-21 plant. MiG-19SVs were built as completely new aircraft, as well as conversions from already produced MiG-19Ss.
MiG-19SVK (SM-9/3-VK)
One prototype MiG-19SV (red 644) was modified in 1957 to increase practical availability. The aircraft was therefore fitted with a new wing with an increased span and area, a "dogtooth" wing and a modified profile at the ends. Propulsion was originally provided by RD-9BF engines, which were replaced by the RD-9BF-1 type in May 1957. Although these modifications were expected to increase the practical range by 1 kilometre, in reality only 300 metres were added and the project was abandoned.
MiG-19SU (SM-50)
In the second half of the 1950s, American spy flights over the USSR were becoming almost a regular occurrence, so in August 1956 the Council of Ministers issued a directive ordering the development of a new high-altitude fighter. The MiG-19SV had a range of 18,500 feet, which proved inadequate, and moreover, was introduced into the arsenal in small numbers. The design of the MiG-19SU was based on the MiG-19S type. Two RD-9BM engines were installed in the fuselage, and a U-19 liquid-fuelled acceleration unit with a SZ-20M rocket engine was installed in the underwing ejection port. Between November 1957 and February 1958, five MiG-19SU aircraft were produced. However, serial production did not take place as new missile complexes S-75 were introduced into the Soviet PVOS arsenal. The aircraft produced were then used to practice the use of ground guidance systems or to refine tactics for high-altitude ambushes.
MiG-19P (SM-7/3, Issue 62, NATO code designation Farmer-B)
Parallel to the development and production of the MiG-19 daytime variants, design work and production of "radar" versions for night operations and difficult weather conditions was underway. The first prototype of the radar variants was the SM-7/1, which first flew on 28 August 1954 and was based on the SM-2 type, compared to which it featured a larger SOP and an extended nose to accommodate the RP-1 Izumrud-1 radar. Propulsion was provided by a pair of Mikulin AM-9B engines (later renamed RD-9B). Armament consisted of two NR-23 guns in the wing roots and two ORO-57K rocket launchers mounted on removable hangers behind the undercarriage shafts. Fuel tanks or bombs up to 250 kg could be mounted on the two underwing hangers. After a modification that allowed it to use RS-2U missiles, the aircraft was redesignated SM-7/1M.
The SM-7/1 was followed by the SM-7/2 and SM-7/3 prototypes with a floating VOP. The SM-7/2M was a prototype of the SM-7/2 redesignated after the RS-2U missiles were added to its arsenal. The SM-7/3 became the model for the production MiG-19P aircraft, which were produced at GAZ-21 from 1955 (factory designation Izdělije 62). The first production aircraft were armed with NR-23 cannons, shortly later switching to a pair of NR-30 with a stock of 146 rounds of ammunition. Additional armament could eventually consist of ORO-57K missile blocks. The first aircraft also incorporated the older RP-1 radar, and later the more modern RP-5 Izumrud was fitted. Propulsion was provided by two RD-9B engines.
MiG-19PV
High-altitude interceptor fighter aircraft developed on the basis of the MiG-19P, based on the decision of the Council of Ministers of 25 August 1956. The engines used were of the RD-9BF type. Tests of the aircraft were carried out in 1957. It did not enter serial production.
MiG-19PU (SM-50P)
MiG-19P with an additional rocket engine, the conversion was to be carried out by the Gorky plant in 1958.
MiG-19PU (SM-51 or SM-51P)
A modification using the U-19P liquid-fueled auxiliary booster rocket unit designed by Dushkin. The engine was housed in an elongated aerodynamic housing under the fuselage. Based on the decision of the Council of Ministers, 2 aircraft were to be modified in this way, but in the end only one machine, serial number 62210501, was modified by the GAZ-21 plant in May 1958. Limited rocket engine life and the prospect of introducing new more powerful fighters led to the termination of this project.
MiG-19PU (SM-52 or SM-52P)
Another conversion with an auxiliary rocket engine, this time by designer Sevruk. The aircraft was also said to have modified avionics equipment with Almaz radar and SRD-5A radar rangefinder.
MiG-19PM (SM-7/2M, Issue 65, designation in NATO code Farmer-D)
After the successful completion of the SM-7/2M trials, serial production began in 1957 at the GAZ-21 plant. It was introduced into the Soviet Air Force's armament under the designation MiG-19PM. The aircraft was not fitted with barrel armament, instead carrying RS-2U (RS-2US) missiles on four underwing mountings. The machines also could not carry ORO-57K missile launchers. The RP-2U radar was used to guide the missiles. While the reliability of the avionics on the P version was poor, it was even worse on the PM variant. The aircraft also had worse flight characteristics, mainly due to the installation of four massive missile racks. The RR-20 radar was installed in some of the machines intended for export.
The MiG-19PML (designation in NATO code Farmer-D)
After the installation of the Lazur guidance system in the 1960s, some MiG-19PM aircraft were redesignated MiG-19PML
MiG-19PT (SM-7/2T)
In order to extend the combat capabilities of the MiG-19P, the installation of R-3S missiles was carried out on one machine (blue 23 ?). The aircraft was completed in the third quarter of 1963, with successful trials taking place the following year. Apparently, some of the MiG-19Ps produced were then modified to this standard.
MiG-19M (M-19)
A supersonic remotely piloted unmanned target that was modified from MiG-19 and MiG-19S aircraft retired from operational service.