#mig #CARF #turbines The BUILD of the Giant MIG17 by Composite ARF, CARF continues with Build Video #2. The Airbrakes are completed and the rear section is completed. The pipe is reinstalled and we begin on the wings.

Unboxing Video can be found here:    • UNBOXING The GIANT MIG17 by CARF  C...  

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MIG info from Wikipedia.

While the MiG15bis introduced swept wings to air combat over Korea, the MikoyanGurevich design bureau had already begun work on its replacement in 1949 (originally the MiG15bis45) in order to fix any problems found with the MiG15 in combat.[3] The result was one of the most successful transonic fighters introduced before the advent of true supersonic types such as the MikoyanGurevich MiG19 and North American F100 Super Sabre. The design would ultimately still prove effective into the 1960s when pressed into subsonic dogfights over Vietnam against much faster planes which were not optimized for maneuvering in such slower speed, shortrange engagements.

While the MiG15 used a Mach sensor to deploy airbrakes because it could not safely exceed Mach 0.92, the MiG17 was designed to be controllable at higher Mach numbers.[4] Early versions which retained the original Soviet copy of the RollsRoyce Nene engine, the Klimov VK1 were heavier with equal thrust. Later MiG17s would be the first Soviet fighter application of an afterburner which burned extra fuel in the exhaust of the basic engine to give extra thrust.

Though the MiG17 looks very similar to the MIG15 it had a new thinner and more highly swept wing and tailplane for speeds approaching Mach 1. While the F86 introduced the "allflying" tailplane, which made the aircraft more controllable near the speed of sound, this would not be adopted on MiG aircraft until the fully supersonic MiG19.[5] The wing sweep was 45° ( like the U.S. F100 Super Sabre) near the fuselage and 42° for the outboard part of the wing.[6] The stiffer wing resisted the tendency to bend its wingtips and lose aerodynamic symmetry unexpectedly at high speeds and wing loads.[3]

Other easily visible differences to its predecessor were the addition of a third wing fence on each wing, the addition of a ventral fin and a longer and less tapered rear fuselage that added about one meter in length. The MiG17 shared the same Klimov VK1 engine, and much of the rest of its construction such as the forward fuselage, landing gear and gun installation was carried over.[6] The first prototype, designated I330 "SI" by the construction bureau, was flown on the 14 January 1950, piloted by Ivan Ivashchenko.[7]


MiG17 at the Aviation Museum of Central Finland in Jyväskylä. The paintscheme is from 2006 and is based on the idea of Luonetjärvi primary school student Anni Lundahl.

A North Vietnamese MiG17 on display at the Mighty Eighth Air Force Museum.

Tail section showing insignia, camouflaged MiG17s were often referred to as "snakes" by NVAF pilots.[8]
In the midst of testing, pilot Ivan Ivashchenko was killed when his aircraft developed flutter which tore off his horizontal tail, causing a spin and crash on 17 March 1950. Lack of wing stiffness also resulted in aileron reversal which was discovered and fixed. Construction and tests of additional prototypes "SI2" and experimental series aircraft "SI02" and "SI01" in 1951, were generally successful. On 1 September 1951, the aircraft was accepted for production, and formally given its own MiG17 designation after so many changes from the original MiG15. It was estimated that with the same engine as the MiG15's, the MiG17's maximum speed is higher by 40–50 km/h, and the fighter has greater manoeuvrability at high altitude.[7]

Serial production started in August 1951, but large quantity production was delayed in favor of producing more MiG15s so it was never introduced in the Korean War.