MIG-19 & DERIVATIVESOther designations or related variants include— 65, A-5A, A-5C, A-5K, A-5M, F-6, FT-6, I-1, I-2, I-360, I-370, J-6, JJ-6, MiG-19P, MiG-19PF, MiG-19PG, MiG-19PM, MiG-19PML, MiG-19PN, MiG-19PU, MiG-19R, MiG-19S, MiG-19SF, MiG-19SU, MiG-19SV, MiG-19UTI, Q-5I, Q-5III, Q-5M, S.105, SM, SM-2, SM-7, SM-9, SM-10, SM-12, SM-12PM, SM-12PMU, SM-30, SM-50, SM-52.
Production/Prototype Quantities — Approximately 2,500 aircraft delivered.
Cockpit—Single-ejection seat-equipped (w/faceblind actuation per Martin-Baker design), pressurized, and air conditioned (environmental package mounted behind center-section fuel tanks). Ejection seat mounts a penetrator for canopy destruction during ejection if canopy fails to eject. Cockpit tub area was surrounded by armor plate w/thicknesses of .39 in. (10 mm.) at the front, .63 in. (16 mm.) at the rear, and .98 in. (25 mm.) behind the pilot's head. Standard stick and rudder controls w/throttle quadrant mounted on left console. Instrumentation standard format w/round dials and analogue presentation. Gunsight of the reflector type w/depressed reticle for air-to-air or air-to-ground requirements. Windscreen heated but de-iced using fluid system. Bubble-type canopy mounted on rails to slide aft for ingress and egress. Late aircraft equipped w/electrical de-icing system in canopy. Three-piece windscreen w/bullet-proof center component .98 in. (25 mm.) thick. MiG-19PF introduced revised windscreen and canopy arrangement. Canopy height was slightly reduced and the windscreen framing was more complex. Canopy also was electrically heated. Miscellaneous VHF and UHF communications equipment, a radio compass, and a radio altimeter were standard. There was a KKO-1 gaseous oxygen system provided. Other miscellaneous cockpit items included an RSIU-3M (later RSIU-4V) transmitter/receiver; an SRO-2 transponder; an OSP-48 system (including an ARK-5. an RV-2, and an MRP-48P) for instrument landing requirements; a KUS-2000 airspeed indicator; a Mach-meter, and AGI-I artificial horizon; a GUJ-1 compass; a VAR-150 variometer; a g-meter; and a turn-and-bank indicator.
Fuselage—Conventional stressed-skin aluminum construction w/basic fuselage broken into two major assemblies. Forward section consisted of intake and associated bifurcated ducting, cockpit, nose landing gear well, wing center section and associated carry-through structure, and engine mount. Aft section, attached by four quick-release bolts, was easily removed at joint just aft of wing trailing edge for powerplant and related systems maintenance and support. It served as mounting point for twin hydraulically-actuated airbrakes of 4.84 ft.2 (.45 m.2) w/45o offset hinge angle, and slab-type horizontal tail surfaces and vertical tail and rudder. Two more airbrakes providing an additional 3.37 ft.2 (1.04 m.2) area were mounted on either side of the fuselage between ribs 22A and 26. Fuselage skin thickness varied between .02 in. and .04 (.6 mm. and 1.2 mm.) thick. Skin around engine exhaust nozzles was of steel. Ventral fin w/shock-absorbing tail bumper stretched from just under exhaust nozzle fairing to just aft of the wing trailing edge. Empennage area equipped w/various scoop-type intakes for cooling. Vertical and horizontal tail surfaces evolved from MiG-15LL design, but w/refinement and optimization for the MiG-19. Nose boom was hinged so that it could be folded upward. AKS-3M or AKS-5 gun camera was mounted in upper intake lip w/compressed air receptacle of PVD-4 type below. In the lower aft portion of the empennage was a compartment for the TP-19 brake chute. The latter had a dia. of 14 ft. 5 in. (4.5 m.).
Lifting and Control Surfaces—Highly swept single spar wing of primarily D16-T aluminum alloy w/leading edge sweep angle of 58o (55o at quarter chord). Wing airfoil section TsAGI developed S-12 @ root and SR-7 @ tip. Effective thickness/chord ratio approx. 8.74% at the root and 8% at the tip. Anhedral of 4o 30'. Aspect ratio was 3.24. Main, auxiliary, front, and rear spars w/27 ribs on each side. Wing spar booms and major load-bearing joints of 30KhGSA steel. Aluminum skins were machined w/a max. thickness of .19 in. (4.8 mm.). Hydraulically-boosted ailerons and hydraulically-actuated (w/pneumatic emergency back-up) Fowler-type flaps (which could be used at their 12o setting for maneuvering in combat at speeds up to 495 mph [797 km/h]) on dual tracks were of conventional aluminum construction. Each flap had an area of 18.5 ft.2 (1.72 m.2) and their extension angles were 15° for takeoff and 25° for landing. Two ailerons ea. have an area of 8.40 ft.2 (.78 m.2). Left aileron was equipped w/trim tab. Aileron travel range was 20o up or 20o down. Trim tab travel range was 10o up or 10o down. Wing had single large fence w/height of 12.57 in. (320 mm.) on each side. Original aircraft built w/conventional elevators but these quickly were discarded in production and replaced w/slab-type stabilators w/anti-flutter mass balances faired onto tips. These stabilators provided pitch control only. Vertical tail assembly was conventional w/single-piece rudder. Leading edge sweep angle of vertical fin was 56o 37'. Vertical fin thickness/chord ratio was 8%. Total vertical tail surface area, including rudder, was 44.9 ft.2 (4.17 m.2). Rudder travel range was 25o to either side. The stabilators had a movable surface area of 59.2 ft.2 (5.5 m.2) and a total area, including fixed root segment, of 83.73 ft.2 (7.78 m.2). Stabilator thickness/chord ratio was 7% and sweepback angle was 55o. Total stabilator span was 14 ft. 4 in. (4.46 m.). Stabilator actuation was via a BU-14MS ram and an ARU-2A automatic load adjuster for pilot artificial feel and stick inputs. With advent of MiG-19S, all control surfaces had an APS-4 electromechanical backup in the event of total hydraulic system failure. MiG-19S also equipped w/additional ventral airbrake and wing spoilers interfaced w/the ailerons for increased roll control throughout envelope.
Landing Gear—Conventional tricycle arrangement w/free-castoring nose gear. Differential braking accommodated steering requirements until advent of MiG-19PF, which introduced steerable nose gear. Main gear retracted inward toward fuselage centerline and were stored in wells aft of main spar. Nose gear retracted forward into well built into space between tunnel bifurcation. Landing gear retraction and extension were hydraulically actuated w/pneumatic emergency back-up. Lever-type suspension utilized on all three units. Main gear tire size was 25.9 in. x 8.6 in. (660 mm. x 220 mm.) and nose gear tire size was 19.7 in. x 7 in. (500 mm. x 180 mm.). Main gear inflation pressure was 129 lb./in.2 (883 kPa.). The wheel track was 13 ft. 4 in. (4.15 m.) and wheel base was 14 ft. 2 in. (4.398 m.). Brakes were pneumatically actuated. A ventrally-mounted pneumatically released drag chute was provided to shorten landing runs. Retractable taxi light mounted under nose and on nose gear of late model aircraft.
Miscellaneous Equipment—A doubly redundant 3,000 lb./in.2 (207 MPa) hydraulic system was provided. Power takeoff from the left engine ran the hydraulic system providing power to the landing gear, flaps, and exhaust nozzles, and also provided back-up power to the flight control system; the right engine hydraulic unit provided primary power for the flight control system. Radar equipped MiG-19 variants such as the MiG-19PF were equipped w/the RP-5 Izumrud ranging radar or variants thereof (NATO Scan Fix. Scan Odd. or Scan Can), an IFF (SRO-series) system, the Syrena-2 tail warning system, and a different sighting system. MiG-19R equipped w/various cameras in ventral camera bay. SM-10 prototype equipped w/inflight refueling boom.
Powerplant—SM-2 equipped w/two 4.409 lb. dry or 5.952 lb. w/a-b (2.000 kg. dry or 2.700 kg. w/a-b) th. Mikulin AM-5/RD-5; SM-7 equipped w/two 5.732 lb. dry or 7.937 lb. w/a-b (2.600 kg. dry or 3,600 kg. w/a-b) th. Mikulin RD-9B; SM-30 equipped w/two 5,732 lb. dry or 7.937 lb. w/a-b (2.600 kg. dry or 3.600 kg. w/a-b) th. Mikulin RD-9B and a single PRD-22; SM-12/3 equipped w/two RS-26 (man., th., etc., unknown); MiG-19 equipped w/two 4.795 lb. dry or 6.702 lb. w/a-b (2.175 kg. dry or 3.040 kg. w/a-b) th. Tumansky AM-5F; MiG-19S equipped w/two 5.732 lb. dry or 7,165 lb. w/a-b (2.600 kg. dry or 3,250 kg. w/a-b) Tumansky RD-9B; various late-model MiG-19s equipped w/two Tumansky 5,732 lb. dry or 7,277 lb. w/a-b (2.600 kg. dry or 3.300 kg. w/a-b) RD-9FB (w/im-proved TBO. starting, and DC generator); I-370 equipped w/one 12.139 lb. (5,506 kg.) th. Klimov VK-7F ; SM-12PM equipped w/two RS-26; SM-12PMU equipped w/two RSM-26 and a 7.055 lb. (3.200 kg.) th. U-19/RU-013 rocket booster; SM-50 equipped w/two 5.732 lb. dry or 7,937 lb. w/a-b (2,600 kg. dry or 3,600 kg. w/a-b) th. Mikulin RD-9BM and a 7,055 lb. (3.200 kg.) th. U-19/RU-013 rocket booster.
Fuel was contained in two rubberized-fabric fuel tanks over the wing center section and two additional, smaller aluminum tanks w/one mounted under each engine exhaust pipe. Total fuel capacity was 573 gal. (2.170 lit.). Two aux. external drop tanks also could be carried via BD-3-56 universal pylons, these each providing an additional 211 gal. (800 lit.).
Fuel was contained in two rubberized-fabric fuel tanks over the wing center section and two additional, smaller aluminum tanks w/one mounted under each engine exhaust pipe. Total fuel capacity was 573 gal. (2.170 lit.). Two aux. external drop tanks also could be carried via BD-3-56 universal pylons, these each providing an additional 211 gal. (800 lit.).
Armament—SM-2 equipped w/two N-37 37 mm. machine guns; SM-7 equipped w/two NR-30 30 mm. machine guns; SM-9/1 equipped w/three NR-23 23 mm. machine guns; SM-10 equipped w/one NR-30 30 mm. machine gun; SM-12/3 equipped w/two NR-30 30 mm. machine guns: SM-30 equipped w/three NR-30 30 mm. machine guns; SM-50 equipped w/two NR-30 30 mm. machine guns; MIG-19S normally equipped w/one N-37 37 mm. machine gun the right side of the nose and one NR-23 23 mm. machine gun mounted in each wing root (ea. gun was equipped w/a muzzle blast deflector and the adjacent fuselage skin was sheet steel to accommodate same); wing hardpoints were provided to accommodate pylons and weapons weighing up to 551 lb. (250 kg.) ea.; MiG-19PFs equipped w/three NR-30s; MiG-19PM equipped w/four wing-mounted extended launch rails for K-5M air-to-air missiles.
Length—MiG-19S (w/o probe): 40 ft. 3 in. (12.54 m); MIG-19S (w/probe): 46 ft. 11 in. (14.64 m.); MiG-19P (w/o probe): 41 ft. 9 in. (13.025 m); MiG-19М (w/o probe): 41 ft. 9 in. (13.025 m.).
Wlngspan—30 ft. 2 in. (9.2 m.).
Wing area—269 ft. 2 (25 m. 2).
Height—12 ft. 0 in. (3.74 m.).
Empty welght—MiG-19S: 11.402 lb. (5.172 kg.); MiG-19PM: 11.464 lb. (5.200 kg.).
Gross weight—SM-2: 17,637 lb. (8,000 kg); SM-7: 17.042 lb. (7,730 kg.); SM-9/1: 15,035 lb. (6,820 kg.); SM-30: 16.314 lb. (7.400 kg); SM-50: 19.841 lb. (9.000 kg.); MiG-19S (clean): 16.667 lb. (7.560 kg.); MIG-19S (dirty): 19,096 lb. (8.662 kg.); MIG-19P: 20.062 lb. (9.100 kg.); MIG-19PM: 20.062 lb. (9.100 kg).
Avg. combat th. to weight—0.88.
Instantaneous turn capability—19° to 21°/sec.
Sustained turn capability—12° to 14°/sec.
Max. speed @ s.l.— MiG-19 (w/o a-b): 730 mph (1,175 km/h).
Max. speed—SM-2: 741 mph (1,192 km/h); SM-7: 890 mph (1,432 km/h); SM-9/1: 902 mph (1,452 km/h); SM-10: 683 mph (1.100 km/h); SM-12/3: 1.199 mph (1.930 km/h); SM-12PM: 1,069 mph (1,720 km/h): SM-12PMU (w/o booster): 1.069 mph (1,720 km/h); SM-30: 746 mph (1,200 km/h); SM-50: 1,118 mph (1.800 km/h) MiG-19S: 903 mph (1,454 km/h); MiG-19P: 898 mph (1.445 km/h); MiG-19PM: 898 mph (1.445 km/h).
Rate of climb—SM-7: 3 min. 0 sec. to 48,125 ft. (15,000 m.); SM-12/3: 2 min. 0 sec. to 32.083 ft. (10,000 m.); SM-12PM: 4 min. 0 sec. to 32,083 ft. (10.000 m.); SM-12PMU: 4 min. 0 sec. to 32,083 ft. (10,000 m.); SM-30: 1 min. 6 sec. to 32,083 ft. (10,000 m.); SM-50: 8 min. 0 sec. to 64,166 ft. (20.000 m.).
Service celling—SM-2: 10.065 ft. (16.200 m.).; SM-7: 10.717 ft. (17,250 m.); SM-9/1: 56.145 ft. (17.500 m.); SM-12/3: 57.749 ft. (18.000 m); SM-12PM: 55.824 ft. (17,400 m.); SM-12PMU: 76.999 ft. (24.000 m.); SM-30: 56.145 ft. (17.500 m.); SM-50: 76.999 ft. (24.000 m.); MiG-19S: 56.145 ft. (17.500 m.); MiG-19P: 55.343 ft. (17,250 m.); MiG-19PM: 53,899 ft. (16.800 m.).
Max. range—SM-2: 1 ,678 mi. (2.700 km); SM-7: 683 mi. (1.100 km.): SM-9/1: 864 ml. (1.390 km.); SM-12/3: 1.208 mi. (1.945 km.); SM-12PM: (1.700 km.); SM-12PMU: 1,056 mi. (1.700 km.): SM-30: 1.367 mi. (2.200 km.); SM-50: 497 mi. (800 km.); MIG-19S: 1.243mi. (2,000 km.); MiG-19P: 1.187 mi. (1,910 km.); MiG-19PM: 1,187 mi. (1.910 km.).
Notes—A single two-seat MiG-19 is known to have been built and test flown and is claimed to have been designated MiG-19UTI. SM-2 time to 32,083 ft. (10.000 m.) was 3 min. 18 sec.; SM-9/1 time to 48,125 ft. (15,000 m.) was 2 min. 36 sec. MIG-19P time to 55.343 ft. (17.250 m.) was 7 min. 30 sec.; MiG-19РМ time to 53.899 ft. (16,800 m.) was 9 min. 0 sec. MiG-19Р max. fit. end. was 2 hr. 30 min. MiG-19PM max. fit. end. was 2 hr. 30 min. MiG-19S land. spd. was 146 mph (235 km/h). MiG-19 liftoff speed was 174 mph to 186 mph (280 km/h to 300 km/h). Changes introduced w/the MiG-19P included: (1) The addition of an RP-5 search-and-track radar; (2) The number of guns was reduced to two wing-mounted units; (3) The front of the fuselage was extended, moving the nose landing gear strut forward (increasing the landing gear track to 14 ft. 3 in. [4.448 m.]); (4) The electrical, pneumatic, oxygen, and fuel systems were redesigned and upgraded; (5) The instrument panel was upgraded in consideration of the changes in (4); (6) The cockpit and canopy were redesigned to accommodate the changes in the forward fuselage; (7) Avionics were repositioned or replaced; (8) In the initial MiG-19P aircraft, the Gorizont-1 was used, this requiring a change from the RSIU-4V to the RSIU-3MG radio; (9) Use of the RP-5 radar created a need for design changes in the nose back to rib 12; (10) The ARU-2V autopilot was introduced and optimized for use to altitudes of 48,125 ft. (15,000 m.); it's incorporation led to an adjustment in the aileron mass balances; (11) The increase in MiG-19P takeoff weight brought on by the various changes and additions made it necessary to introduce limitations on the amount of fuel that could be earned in the jettisonable wing tanks. In the MIG-19РМ. the RP-5 radar and the ASP-5N sighting device were replaced w/the RP-2U radar and the guns were removed from their wing compartments. Additionally, the mechanism for auto-release of the cockpit canopy during ejection was changed, the Syrena-2 warning system was removed, and the MRP-48P marker beacon was replaced by the MRP-56. There were other changes, as well. MiG-19 operational load factor was 8 g. w/o aux. tanks; 6.5 g. w/empty aux. tanks; and 5 g. w/full aux. tanks.
Wlngspan—30 ft. 2 in. (9.2 m.).
Wing area—269 ft. 2 (25 m. 2).
Height—12 ft. 0 in. (3.74 m.).
Empty welght—MiG-19S: 11.402 lb. (5.172 kg.); MiG-19PM: 11.464 lb. (5.200 kg.).
Gross weight—SM-2: 17,637 lb. (8,000 kg); SM-7: 17.042 lb. (7,730 kg.); SM-9/1: 15,035 lb. (6,820 kg.); SM-30: 16.314 lb. (7.400 kg); SM-50: 19.841 lb. (9.000 kg.); MiG-19S (clean): 16.667 lb. (7.560 kg.); MIG-19S (dirty): 19,096 lb. (8.662 kg.); MIG-19P: 20.062 lb. (9.100 kg.); MIG-19PM: 20.062 lb. (9.100 kg).
Avg. combat th. to weight—0.88.
Instantaneous turn capability—19° to 21°/sec.
Sustained turn capability—12° to 14°/sec.
Max. speed @ s.l.— MiG-19 (w/o a-b): 730 mph (1,175 km/h).
Max. speed—SM-2: 741 mph (1,192 km/h); SM-7: 890 mph (1,432 km/h); SM-9/1: 902 mph (1,452 km/h); SM-10: 683 mph (1.100 km/h); SM-12/3: 1.199 mph (1.930 km/h); SM-12PM: 1,069 mph (1,720 km/h): SM-12PMU (w/o booster): 1.069 mph (1,720 km/h); SM-30: 746 mph (1,200 km/h); SM-50: 1,118 mph (1.800 km/h) MiG-19S: 903 mph (1,454 km/h); MiG-19P: 898 mph (1.445 km/h); MiG-19PM: 898 mph (1.445 km/h).
Rate of climb—SM-7: 3 min. 0 sec. to 48,125 ft. (15,000 m.); SM-12/3: 2 min. 0 sec. to 32.083 ft. (10,000 m.); SM-12PM: 4 min. 0 sec. to 32,083 ft. (10.000 m.); SM-12PMU: 4 min. 0 sec. to 32,083 ft. (10,000 m.); SM-30: 1 min. 6 sec. to 32,083 ft. (10,000 m.); SM-50: 8 min. 0 sec. to 64,166 ft. (20.000 m.).
Service celling—SM-2: 10.065 ft. (16.200 m.).; SM-7: 10.717 ft. (17,250 m.); SM-9/1: 56.145 ft. (17.500 m.); SM-12/3: 57.749 ft. (18.000 m); SM-12PM: 55.824 ft. (17,400 m.); SM-12PMU: 76.999 ft. (24.000 m.); SM-30: 56.145 ft. (17.500 m.); SM-50: 76.999 ft. (24.000 m.); MiG-19S: 56.145 ft. (17.500 m.); MiG-19P: 55.343 ft. (17,250 m.); MiG-19PM: 53,899 ft. (16.800 m.).
Max. range—SM-2: 1 ,678 mi. (2.700 km); SM-7: 683 mi. (1.100 km.): SM-9/1: 864 ml. (1.390 km.); SM-12/3: 1.208 mi. (1.945 km.); SM-12PM: (1.700 km.); SM-12PMU: 1,056 mi. (1.700 km.): SM-30: 1.367 mi. (2.200 km.); SM-50: 497 mi. (800 km.); MIG-19S: 1.243mi. (2,000 km.); MiG-19P: 1.187 mi. (1,910 km.); MiG-19PM: 1,187 mi. (1.910 km.).
Notes—A single two-seat MiG-19 is known to have been built and test flown and is claimed to have been designated MiG-19UTI. SM-2 time to 32,083 ft. (10.000 m.) was 3 min. 18 sec.; SM-9/1 time to 48,125 ft. (15,000 m.) was 2 min. 36 sec. MIG-19P time to 55.343 ft. (17.250 m.) was 7 min. 30 sec.; MiG-19РМ time to 53.899 ft. (16,800 m.) was 9 min. 0 sec. MiG-19Р max. fit. end. was 2 hr. 30 min. MiG-19PM max. fit. end. was 2 hr. 30 min. MiG-19S land. spd. was 146 mph (235 km/h). MiG-19 liftoff speed was 174 mph to 186 mph (280 km/h to 300 km/h). Changes introduced w/the MiG-19P included: (1) The addition of an RP-5 search-and-track radar; (2) The number of guns was reduced to two wing-mounted units; (3) The front of the fuselage was extended, moving the nose landing gear strut forward (increasing the landing gear track to 14 ft. 3 in. [4.448 m.]); (4) The electrical, pneumatic, oxygen, and fuel systems were redesigned and upgraded; (5) The instrument panel was upgraded in consideration of the changes in (4); (6) The cockpit and canopy were redesigned to accommodate the changes in the forward fuselage; (7) Avionics were repositioned or replaced; (8) In the initial MiG-19P aircraft, the Gorizont-1 was used, this requiring a change from the RSIU-4V to the RSIU-3MG radio; (9) Use of the RP-5 radar created a need for design changes in the nose back to rib 12; (10) The ARU-2V autopilot was introduced and optimized for use to altitudes of 48,125 ft. (15,000 m.); it's incorporation led to an adjustment in the aileron mass balances; (11) The increase in MiG-19P takeoff weight brought on by the various changes and additions made it necessary to introduce limitations on the amount of fuel that could be earned in the jettisonable wing tanks. In the MIG-19РМ. the RP-5 radar and the ASP-5N sighting device were replaced w/the RP-2U radar and the guns were removed from their wing compartments. Additionally, the mechanism for auto-release of the cockpit canopy during ejection was changed, the Syrena-2 warning system was removed, and the MRP-48P marker beacon was replaced by the MRP-56. There were other changes, as well. MiG-19 operational load factor was 8 g. w/o aux. tanks; 6.5 g. w/empty aux. tanks; and 5 g. w/full aux. tanks.
