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The JJ-5 (MiG 17) - Not
a Beginner's Jet by Doug Eastman 861 words The JJ-5 (MiG 17),
built by the People's Republic of China, is not a beginner's
jet by any means. This is a high performance swept wing fighter/trainer.
It will fly circles around the other straight wing trainers
out there.
Many people mistakenly call
the Chengdu JJ-5 the Shenyang JJ-5. China designates their aircraft
types by sources and purpose. JJ stands for Jianjiji Jiaolianji
(fighter training aircraft). The numeral indicates that this
was the fifth aircraft of that type in inventory.
The Chinese built several
Soviet-designed aircraft.
The JJ-5 is actually a unique
design that only they produced. The aircraft is a combination
of a MiG-15UTI cockpit section and the remainder of the aircraft
comes from the MiG-17PF. The JJ-5 first flew on May 8, 1966.
1,061 were built, the last one in 1986. Several countries (China,
Bangladesh, Pakistan, Sudan and Tanzania) used the JJ-5. Many
countries, including Pakistan, still fly the JJ-5 as their primary
trainer.
Here in the U.S., we are
lucky to have two flying examples of the JJ-5. Peter Franks
of Houston, Texas, owns the first, and Jack Wilhite flies the
second, which is located in Denver, Colo.
Living in Denver, I had
the opportunity to get to know Jack Wilhite and 905DM. Jack
has been very gracious to allow me to spend a lot of time getting
to know him and this fine jet.
905DM came to the U.S. through
the work of Dean Martin. It was built in 1977 and served in
China as a general's toy, until the right deal was made. It
arrived in the U.S. in 1989.
Last year I had the opportunity
to help Jack's mechanic, Mike Frank, complete an annual inspection.
Mike steered me through some things unique to the MiG series.
The annual was normal, with only a couple of discrepancies found
and corrected.
After the inspection was complete,
it was time for a test hop. Jack invited me to join him for
this ride. After suiting up and strapping in, Jack completed
the checklists and started the engine. Starting one of these
engines is interest, to say the least. The start button is pressed
and at 600-800 rpm the fuel cutoff lever is moved to the halfway
point. The engine is allowed to accelerate to approximately
1,200 rpm and the fuel cutoff lever is worked down slowly until
it is fully opened. The whole time you must carefully monitor
the EGT so you don't overtemp the engine. Once running though,
the rest is straight forward, with only a few pre-takeoff checks
to be completed.
As we taxied to the active
runway, Jack had me check the brakes from the back seat to make
sure they were working properly. When we were cleared for takeoff,
the acceleration reminded me of a lightly loaded B-737. We were
airborne after using approximately 3,500 feet of runway.
The climbout was kept over
the top of the airport just in case any problems occurred. We
departed the airport area and climbed out to the west.
At 15,500 feet, we accelerated
and gave the aircraft a good workout. I was impressed by the
nice roll rate and the way the aircraft felt throughout the
maneuvers. It presented itself as an honest airplane with no
hidden quirks.
We returned to the pattern
for a nice overhead break. As we entered the pattern, the gear
and the flaps were extended on profile. Jack flew down final
at 140, slowing to 125 as we flew to the numbers. Once back
on the ground, Jack allowed the aircraft to roll for about 7,000
feet before light braking steered us clear of the active.
I was allowed to taxi the
jet towards the hangar. It takes an acquired touch to keep the
yellow centerline between your legs, but Jack was a good sport
and didn't laugh too loud.
Securing the airplane was
straight forward, and the high-fives started almost as soon
as the harnesses and helmets were off.
The JJ-5 is powered by a
non-afterburning WP-5D turbojet engine. The engine, mounted
mid-fuselage behind the cockpit section, is a license-built
version of the VK-1A, and provides 5,952 pounds of thrust.
The tandem cockpits are
equipped with dual controls. The instructor's controls, in the
rear cockpit, will override the student's brakes and flaps.
The instructor's seat is raised for better visibility.
On both of the JJ-5s flying
in the U.S., both cockpits were equipped with a Chinese-developed
semi-automatic ejection system. The front cockpit canopy opens
to the starboard side, and a sliding canopy covers the instructor's
cockpit.
The landing gear is a conventional
tricycle arrangement, with a castering nosewheel. Brakes are
pneumatic, and are operated by a bicycle-type lever on the control
stick in each cockpit. There is a shuttle valve connected to
the rudder pedals that directs the nitrogen to the brakes. The
flaps on the JJ-5 are a modified fowler design. It is equipped
with large speed brakes located on the aft fuselage.
The entire gun bay is removable
for quick servicing; armament was a single 23-mm canon.
As the years go by, I am
quite sure we will see more JJ-5s in the air.
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