WSK-Mielec Lim-6/Lim-6bis/Lim-6M

Continuing from the previous post, about the Lim-5, the Lim-5M was regarded as an interim solution only, and work on a more advanced plane continued testing many different ideas.
In 1961, forty Lim-6 were built with some new features like new blown flaps, but tests showed problems with the modified Lis-6 engine and, therefore the aircraft were not given to the Polish Air Force. Because of that, it was decided to redesign the thick wing sections with fuel tanks, blown flaps, double wheels, RATO system (Rocket Assisted Take Off) and return to the only slightly modified Lim-5 construction, with increased weapon-carrying capability instead.
In 1963 WSK-Mielec started production of the final variant of the attack plane, this time called Lim-6bis. It had standard wings and single wings, like the Lim-5. One important feature was the addition of two underwing weapon pylons close to the fuselage and the fitment of a braking parachute container below the rudder. The Lim-6bis were delivered to the Polish Air Force in 1963 but it wasn't until 14th September 1964 when they were officially adopted.
By 1964 seventy Lim-6bis were built and a number of Lim-5M and Lim-6 were upgraded to Lim-6bis standards, approximately eighty of them. Some few of them were also converted into the Lim-6R reconnaissance variant with an AFA-39 camera under the fuselage.
By 1971, as the Lim-5P fighters were becoming obsolete, they were also rebuilt into Lim-6bis standards, under the designation of Lim-6M. They had their radars removed, however the radar covers in the central air intake remained. They were fitted with additional underwing pylons but not a braking parachute and some of them were also converted into reconnaissance machines with the designation of Lim-6MR.
The Lim-6bis was armed with two NR-23 23 mm cannons and one N-37D 37 mm cannon, just like the MiG-17F, while the Lim-6M was armed with three NR-23 cannons, like the MiG-17PF. It had four underwing pylons and typically, it was armed with two Polish-made Mars-2 launchers for 16 unguided 57 mm S-5 rockets each, or 100 kg bombs. It could also carry 250 kg bombs or launchers on standard outer underwings pods, but usually they were used for 400 L fuel tanks. They were powered by the Lis-5 engine which yielded a thrust power of 5732 lb.
Lim-6bis, Lim-6R, Lim-6M and Lim-6MR were used by the Polish Air Force as their most numerous attack aircraft until the 1980s with the last one being retired in 1992.
They were exported to Algeria, Angola and Bulgaria.

Sources:
1. https://en.wikipedia.org/wiki/PZL-Mielec_Lim-6
2. https://www.valka.cz/WSK-Mielec-Lim-6bis-t80685
3. https://www.valka.cz/WSK-Mielec-Lim-6M-t80672
4. https://www.valka.cz/WSK-Mielec-Lim-6-t80683
5. https://www.valka.cz/WSK-Mielec-Lim-6MR-t80674
6. https://www.valka.cz/WSK-Mielec-Lim-6R-t80686
7. Signal Squadron - Aircraft In action  125 - MiG-17 Fresco in Action

Mitsubishi G1M1/Ka-9

The Mitsubishi Ka-9 was originally designed to perform aerial surveillance over the Pacific. It was the first prototype in the series of aircraft that would later be known as the Mitsubishi G3M 'Nell'. The Imperial Japanese Navy's (IJN) first ambitious attempt to produce a long range bomber was part of the Experimental 7-shi programme of 1932, which was hoped for that programme to produce a new generation of Japanese naval aircraft. However, the only successful to come out from it was the Kawanishi E7K reconnaissance seaplane, while the only land-based bomber to emerge from the programme was the Hiro G2H, which flew for the first time in 1933 which, although it had the required range, it lacked performance in many other factors like speed and, eventually only eight of them would be built in 1935.
In 1933 the head of the technical development at the Naval Aircraft Establishment was the Rear-Admiral Isoroku Yamamoto, who was convinced that the IJN needed a long-range land-based bomber to be used as a defensive weapon from bases on the scattered islands of the Japanese Empire in the Pacific Ocean. It was clear that the G2H wasn't that aircraft, so Yamamoto gave Mitsubishi in early 1933 a non-competitive contract to produce a long-range, high-speed multi-engined monoplane. No bomb load or performance figures were issued, giving Mitsubishi free reign.
Mitsubishi was chosen because in the late 1920s it had developed strong bonds with Junkers. In fact, in 1928 they had purchased a number of licences for Junkers' aircraft designs and, by the start of 1933, they had designed the Mitsubishi Ki-1, Ki-2 and Ki-20 bombers for the Imperial Japanese Army Air Force. A number of Japanese engineers, among them Sueo Honjo (who designed the Ka-9), had also received training from Junkers.
Sueo Honjo was the main chief engineer in charge of the "Navy's Project 435" or, "Experimental 8-shi reconnaissance plane". Internally at Mitsubishi it was known simply as "Ka-9".
The Ka-9 was completed on 18th April 1935 and was a twin-engined monoplane powered by two Hiro Type 91 engines which gave 650 hp of power each. It had a slim streamlined fuselage, twin vertical tails and rudders, and Junkers' double wings. On this design, a second, much smaller airfoil was mounted on the back of the main wing. The gap between the two wings increased lift, specially when the aircraft flying at a step angle, either when climbing or landing, at the expense of increased drag. It was also the first Japanese military aircraft to have retractable landing gear.
Yamamoto was among the first people to test the aircraft and was impressed by its performance. Honjo had produced an aircraft with a range of 3265 nautical milles (6047 km), better than any contemporary military aircraft. The Ka-9 was given the short designation of G1M1 by the IJN making it the first entry in a new land-based bomber sequence.
Mitsubishi were therefore rewarded with the Navy Project 79 for the Navy Experimental 9-shi land based attack plane, which would eventually emerge as the Ka-15 and accepted into IJN's service as the G3M.
The sole G1M1 was used as a testbed for Mitsubishi's 14-cylinder Shinten twin-row air cooled radial engines, which could yield the impressive amount (for the time) of 920 hp but only could increase aircraft's speed by 15 mph (24.1 km/h) and were very unreliable.

Sources:
1. http://www.historyofwar.org/articles/weapons_mitsubishi_G1M1.html
2. https://elpoderdelasgalaxias.wordpress.com/2013/07/01/mitsubishi-ka-9-name-it/
3. https://www.secretprojects.co.uk/threads/mitsubishi-ka-9-8-shi-special-reconnaissance-plane-g1m1.23519/
4. https://www.valka.cz/Micubisi-G1M1-t64820
5. https://en.wikipedia.org/wiki/Mitsubishi_G1M

Chengdu JJ-5 (FT-5)

Note: This is our 900th post! Hooray!
In 1964 the Chinese aircraft industry began to develop an advanced trainer derivative of the J-5, a successor to the JJ-2 which ,by the 1960s, could not quite meet the People's Liberation Army Air Force's (PLAAF) requirements. It was designated as JJ-5 and had no Soviet equivalent, as it was a cross-breed between the MiG-15UTI and the MiG-17, combining the former's cockpit section mated to the fuselage of a MiG-17. The crew members sat in tandem, with the trainee's canopy section opening to starboard and the instructor's canopy section sliding aft.
The shape of the nose resembled the MiG-17PF (J-5A) with its characteristic 'fat-lip'. However, the aircraft had no radar, the nose was all-metal and there was no intake centre-body. The JJ-5 was powered by a WP-5D engine (AKA TJ-5D) non-afterburning turbojet (which was the Chinese licensed copy of the Klimov VK-1A manufactured by Xian Engine Factory) rated at 5952 lbst of thrust. Its rear fuselage was shaped similar to that of the MiG-17, yet, it had airbrakes taken from the MiG-17F/MiG-17PF (J-5).
The Chinese engineers chose to eliminate the built-in weapons tray, which was a distinctive feature of the MiG-15 and MiG-17 (J-5). Instead the JJ-5 had a single 23 mm (0.5 in calibre) Type 23 (NR-23) cannon mounted low on the starboard side of the nose. Additional pylons for air-to-ground could be fitted outboard of the drop tank hardpoints. The cockpits were equipped with an intercom and semi-automatic ejection seats which could not be used safely below 260 m (853 ft) high at speeds up to 350 km/h (217 mph) or below 2000 m (6560 ft) at higher speeds.
Work on prototype's construction began on 25th March 1965 and the prototype flew for the first time on 8th May 1966. After completing its flight test programme, the trainer entered production at Chengdu. Some sources claim the JJ-5 was also built at Shenyang as the JJ-5 has two c/n systems, which appears to support this theory. One system (Chengdu production) is straightforward, for example the 1609, belonging to the 16th batch, with nine aircraft. The other system (Shenyang production) is a little more complicated, for example, the aircraft numbered 55-1206. The first two digits may be an in-house production code, belonging to Shenyang industries. However, it may be possible that the '55' prefix was simply dropped after a certain number of batches had been built.
Anyway 1061 exemplars were manufactured from 1966 until 1983 when production ceased (some sources claim that production ceased in 1986).
Deliveries to the PLAAF began on 30th November 1967 and, as we pointed in our previous post, it was exported to many countries, among them, North Korea, whose air force bought 135 exemplars in the early 1970s and it's believed that they are kept in active service nowadays in the trainer role.
Additionally to the PLAAF's flying academies, the JJ-5 served as the mount of the PLAAF's 'August 1st' display team for a while. The team's aircraft wore a red/white livery and were equipped with a smoke generator system injecting a mixture of diesel fuel and dye into the engine jetpipe. A supply of mixture was carried in two slender cigar-shaped tanks attached to the standard drop-tank hardpoints. At least one of the team's JJ-5s (with serial 507 white) had a non-standard curved windscreen, in place of the usual three-pieced windshield.

Sources:
1. Hikoki Publications Chinese Aircraft China's Aviation History since 1951
2. https://www.valka.cz/topic/view/80750
3. https://en.wikipedia.org/wiki/Korean_People%27s_Army_Air_and_Anti-Air_Force
4. https://en.wikipedia.org/wiki/Shenyang_J-5
5. Salamander Books - The Complete Book of Fighters

Chengdu JJ-5/FT-5 - Foreign Users

The Chengdu JJ-5 is a twin-seater trainer variant of the Shenyang/Chengdu J-5 designed and developed by Chengdu Aircraft Corporation. It mixed the airframe of the J-5, the airbrakes from the J-5A and the tandem twin-seat cockpit section of the JJ-2 (the Chinese copy of the MiG-15UTI trainer). When exported it was designated as Chengdu FT-5. It was exported to many countries:

• Albania: Together with the first Chinese aircraft received, the Shenyang F-5, the Albanian Air Force got some FT-5 which were used as trainers and even as attack aircraft during the Albanian Civil War in 1997. Nowadays they're put into storage together with the F-5s.
• Bangladesh: After achieving their independence in 1971, the People's Liberation Army Air Force supplied the Bangladesh with some FT-5s which, by 1980 all of them were retired as the more advanced Chengdu FT-7 became available.
• Pakistan: Pakistan's Air Force No.1 Fighter Conversion Unit operated at least 25 FT-5 trainers from 1975 until 2012 when they were replaced by locally built Karakorum K-8 trainer.
• Sri-Lanka: The FT-5 was the main jet familiarisation trainer for Sri-Lankan pilots from 1990, when they were bought, until 2001 when they were replaced by the Karakorum K-8.
• Zimbabwe: The Air Force of Zimbabwe (AFZ) acquired some FT-5 in the 1980s which were used as intermediate trainers. Nowadays just one of them is in AFZ's inventory, into storage status.

Sources:

1. https://en.wikipedia.org/wiki/Shenyang_J-5

2. https://xairforces.net/airforces.asp?id=37#.XilQTa7QiUk

3. https://en.wikipedia.org/wiki/Bangladesh_Air_Force

4. https://www.airliners.net/photo/Sri-Lanka-Air-Force/Shenyang-FT-5/1760071

5. Hikoki Publications - Chinese Aircraft - China's Aviation History since 1951

6. Salamander Books - The Complete Book of Fighters

WSK-Mielec Lim-5, other variants

The Lim-5 was built in various variants. There was the Lim-5R which was a reconnaissance variant of the regular Lim-5, fitted with an AFA-39 camera placed under the cockpit. Only 36 exemplars were converted from regular Lim-5 in 1960 and them all served with the Polish Air Force.
The Lim-5M was an attack variant sourcing from an study made in the late 1950s looking for a light attack aircraft based on the Lim-5. As both the MiG-17 and the Lim-5 could only carry 250 kg of bombs underwings, which replaced their external fuel tanks. After the prototype, designated as 'CM' flew for the first time on 2nd June 1959, some months later, in 1960, the Poles began the production of an attack aircraft, the Lim-5M. It introduced many modifications to the fighter, most of which stressed on allowing the modified plane to be based on ground airfields. It had double undercarriage wheels, a braking parachute and sockets for RATO (Rocket Assisted Take Off). The wing sections close to the fuselage were noticeably thicker, as they contained additional fuel tanks. Instead of the two bombs, it could carry two launchers for eight 57 mm S-5 air-to-ground rockets. Sixty of them were built from 1960 until May 1961 and, in November 1961 they started to serve with the Polish Air Force, where they weren't successful as thicker wings decreased performance and made flying tricky, while increased drag meant that increased range wasn't achieved.
The Lim-5P was a Polish licensed version of the MiG-17PF. It was equipped with the Izumrud 5 (RP-5) radar and 130 of them were manufactured by WSK at Mielec from 1959 to 1960. As it was a copy of the MiG-17 it was powered by the Klimov VK-1F (named in Poland as Lis-5F) and although not many of them were built, some of them were exported. They were exported to Bulgaria, Indonesia (which we couldn't find reliable pics of them, so the drawings are speculative) and East Germany. They also served with the Polish Air Force were they were kept active until the 1980s when they were written off. At least one of them was experimentally fitted with ventral cameras under the cockpit at starboard, similar to the Lim-5R.

Sources:
1. https://en.wikipedia.org/wiki/PZL-Mielec_Lim-6
2. https://en.wikipedia.org/wiki/Klimov_VK-1
3. https://www.valka.cz/WSK-Mielec-Lim-5-t196637
4. https://www.valka.cz/topic/view/44624
5. https://www.valka.cz/topic/view/80676
6. https://www.valka.cz/topic/view/80677
7. Salamander Books - The Complete Book of Fighters

Mikoyan-Gurevich MiG-17PFU

The MiG-17PFU (NATO codename 'Fresco-E') became the first Soviet interceptor fighter equipped only with air-to-air missiles. This practice was the Soviet answer to a trend started by the Americans as in the late 1950s it was believed that many future fighter aircraft should only be armed with air-to-air missiles which could destroy enemy aircraft at far greater distances than the cannons could do.
The first Soviet-built air-to-air missile, was the RS-2U (NATO codename 'AA-1 "Alkali"'), a beam riding missile whose first section consisted on a fuse and a warhead, the second section on steering fins and autopilot, the third section on rocket engine and batteries, the fourth section on stabilising fins and pneumatic system and the fifth section on radio controls. The RS-2U weighed 83.5 kg (184 pounds) had a speed of 1650 km/h (1025 mph) and the warhead had a proximity fuse.
The RS-2U was equipped with a simple semi-active radar guidance system that homed on the radar energy from the beam generated by the carrier aircraft. If the missile didn't hit the target after 23 seconds it would self-destruct. When the proximity fuse detonated the warhead close to the target the explosion produced around 830 fragments, enough to shred the target.
There were only 40 or 47 (depending on the source) MiG-17PFU converted from regular MiG-17F machines at Gorki Factory Number 21 (placed in the city of Gorki, close to Moscow) and all of them were used by the Soviet PVO (Air Defences Forces). It was spotted for the first time by Western observers in 1958, and it was then when the aircraft was given its NATO codename.
The removal of the cannons implied some changes were made to the PFU. The three NR-23 cannons gun blast panels and shell ejection blisters were deleted and the openings faired over. However, the aircraft retained the S-13 gun camera on the starboard side of the nose. Two APU-4 missile rails were mounted on each wing to carry the RS-2U missiles.
The RP-5 Scan odd radar which was present in the MiG-17PF, was replaced with an RP-2U Izumrud radar system, which was basically an improved variant of the former with an increased range (2000 m for the RP-5 and 3500 m for the RP-2U). A green light was installed in the cockpit that flashed when the target was between 3500 and 1500 meters. A red lamp flashed when the target was within 2000 meters, which was too close for a successful missile launching.
As the RS-2U was a beam rider, the pilot in the MiG-17PFU had to illuminate the target until missile impact, so any evasive manoeuvre would break the lock-on and it would go as pure ballistic. Multiple missiles could be launched using the same illumination beam.
The RS-2U could be fired at ranges from 1950 and 7000 meters (6397 to 22966 ft) from the designated target. It could been used at altitudes ranging between 700 and 16600 meters (2296 and 54462 ft respectively). Given the conical shape of the radar beam, the accuracy dropped quickly the farther the missile was from the carrier aircraft.

Sources:
1. Signal Squadron - Aircraft In action 125 - MiG-17 Fresco in Action
2. https://en.wikipedia.org/wiki/Mikoyan-Gurevich_MiG-17#Variants
3. https://www.valka.cz/Mikojan-Gurevic-MiG-17PFU-kod-NATO-Fresco-E-t52641
4. https://tetonaviation.com/mig-17
5. Salamander Books - The Complete Book of Fighters

WSK-Mielec Lim-5

In 1955, Poland bought a license for manufacturing the Soviet MiG-17F, which was the backbone of the Warsaw Pact's fighter force. The licensed aircraft was given the denomination of "Licencyjny mysliwiec" which translates to "Licensed fighter". The first Lim-5 rolled out of the factories on 28th November 1956, replacing this way the production of the WSK-Mielec Lim-2 (a licensed production of the MiG-15bis).
The Lim-5 was virtually identical to the regular MiG-17F. It was powered by a Polish copy of the Klimov VK-1F engine with 5046 lbf of maximum thrust and 7423 lbf with afterburner. It was armed with one 37 mm N-37 cannon and two 23 mm NR-23 cannons placed under the nose. It also had provisions for underwing bombs.
Production ranged from 1956 until 1960 and, when production ceased, with 448 Lim-5 manufactured, it had become Poland's basic fighter. In fact it was the backbone of Polish Air Force's fighter force during the 1950s and the 1960s until it was replaced by more modern types such as the MiG-21 in the 1970s.
The type was exported also to various countries:

• East Germany: One-hundred and twenty Lim-5 were sold to the East German Air Force during the late 1950s. Apparently some of them had the mast at the opposite side. Just like the MiG-17F some of them were either converted to light bombers or sold to African countries. Anyway, they were replaced during the 1970s by more modern types and put into storage. When Germany was reunified, as the type was considered old and outdated for the modern Luftwaffe, they were sold to Guinea-Bissau.
• Egypt: Many of the Egyptian MiG-17F that fought in the Six-days war were Polish-built Lim-5. It's known that the Polish government sold an undefined number of Lim-5 fighters to the Egyptian Air Force. As we couldn't find a pic of a genuine Lim-5 under Egyptian command, the colours and the registration should be considered as speculative.
• Guinea-Bissau: The Guinea-Bissau Air Force bought some second-hand Lim-5 from Germany after the German reunification, as they were outdated for the modern Luftwaffe's standards. Nowadays they are put into storage. 
• Indonesia: The Indonesian Air Force had 20 Lim-5 in active service during the 1960s. Not much more is known, but most probably they were written off during the 1970s.

Sources:

1. https://en.wikipedia.org/wiki/PZL-Mielec_Lim-6

2. https://en.wikipedia.org/wiki/Air_Forces_of_the_National_People%27s_Army

3. https://en.wikipedia.org/wiki/Egyptian_Air_Force

4. https://en.wikipedia.org/wiki/Guinea-Bissau_Air_Force

5. https://en.wikipedia.org/wiki/Indonesian_Air_Force

6. https://www.valka.cz/WSK-Mielec-Lim-5-t196637

7. Salamander Books - The Complete Book of Fighters

Mikoyan-Gurevich MiG-17PF, part three, European Users 2

With almost 700 machines manufactured, the MiG-17PF was exported to most (if not every) countries inside the Warsaw Pact. In many of these it was the first radar-equipped jet fighter. According to our sources, 698 machines were manufactured between 1954 and 1956 alone at Aerial Factories number 21 and 31 located at Gorky and Tblisi respectively. Among the various users the MiG-17PF served with, apart from those we posted in the first part (or part two, depending on your way of counting) are the following ones:

• Bulgaria: In 1955 the Bulgarian People's Air Force received a batch of MiG-17F and PFs. They served for a long time alongside the more advanced MiG-19, until the late 1970s when they were replaced by the MiG-21 and MiG-23. In fact, by 1989 there wasn't any MiG-17 of any kind in active role with the Bulgarian Air Force.
• Czechoslovakia: The Czechoslovak Air Force bought some few MiG-17PF from the USSR and got them into service. They also obtained a license to manufacture it locally under the designation of Aero S-104. We didn't find exact numbers of the production of the S-104, but they were manufactured at Aero Vodochody, in Prague, from 1956 until at least 1962 (if not later). They served until the very late 1970s when they were replaced by more modern types.
• East Germany: In 1956, with the creation of the Air Forces of the National People's Army, the MiG-17PF was supplied to the NVA (Nationale Volksarmee). It was, together with the regular MiG-17F the main bulk of the NVA fighter force. The PFs served alongside more advanced types like the MiG-19 until being replaced by more advanced types in the fighter role, namely the MiG-21 or the MiG-23.

Sources:

1. https://en.wikipedia.org/wiki/Mikoyan-Gurevich_MiG-17

2. https://en.wikipedia.org/wiki/Bulgarian_Air_Force

3. https://en.wikipedia.org/wiki/Czechoslovak_Air_Force

4. https://en.wikipedia.org/wiki/Air_Forces_of_the_National_People%27s_Army

5. https://www.valka.cz/Mikojan-Gurevic-MiG-17PF-kod-NATO-Fresco-D-t44624

6. Salamander Books - The Complete Book of Fighters

Shenyang J-5A

The Shenyang J-5/F-5 for exports is the Chinese copy of the Mikoyan-Gurevich MiG-17PF. This variant was equipped with a version of the RP-5 Izumrud radar located at the nose. It was powered by an WP-5 engine, which was itself a Chinese copy of the Klimov VK-1 and could deliver up to 5730 lb of thrust power, 7450 lb with afterburner. It was armed with three 23 mm Type-23-I cannon, which was also another copy of the Soviet NR-23. The first aircraft was manufactured on 11th November 1964 and, since then around 300 aircraft were manufactured by Chengdu Emei Machinery Factory in Chengdu, China until 1969 when production ceased. That's why in some sources, the J-5 is named as "Chengdu J-5A".
The J-5A served with the People's Liberation Army Air Force for a long period of time, in fact when its successor, the Shenyang J-6 (a Chinese licensed copy of the Mikoyan-Gurevich MiG-19) was phased out, the J-5A was still in active status. The type was also exported to Albania where most likely it served for a long period of time from the 1960s until the 1990s when they were put into storage and sold at an auction in 2016.

Sources:
1. https://en.wikipedia.org/wiki/Shenyang_J-5
2. https://www.valka.cz/topic/view/80748
3. https://en.wikipedia.org/wiki/Albanian_Air_Force
4. Salamander Books - The Complete Book of Fighters

Curtiss XF12C-1/Curtiss XS4C-1/Curtiss XSBC-1

The Curtiss XF12C-1 was one of the designs that ended up being the original Curtiss SBC Helldiver. It was based on a US Navy Bureau of Aeronautics for a two-seat fighter which was ordered on 30th June 1932. It was an all-metal parasol monoplane which featured aft-folding wings (feature which, back then, was new for the US Navy as the aircraft was designed with carrier-storage in mind) with leading-edge slats, trailing-edge flaps and manually-operated retractable main undercarriage members.
The prototype flew for the first time in July 1933 and was initially powered by a Wright R-1510-92 radial engine which delivered 625 hp of power and was armed with two 0.3 in Browning machine guns firing forward and another defensive one at the rear mounted on a flexible mount.
By the time the XF12C-1 was tested by the US Navy, in October 1933, the R-150-92 engine was already being rejected for being too unsatisfactory. After testing, the aircraft was discarded for the fighter role, and on 7th December 1933 the only tested prototype was redesigned in the scout category as the XS4C-1 and re-engined with a 700 hp Wright 1820-80 radial engine, which drove a two-bladed propeller. In this new scouting role, it had to carry equipment for a 500 pound (227 kg) bomb, so it was re-labelled in January 1934 as XSBC-1.
In early 1934 flight-testing, specially centred in dive-bombing manoeuvres began and, on 14th June 1934 the aircraft crashed, supposedly due to a wing failure in Lancaster, New York, close to one of Curtiss' plants, during one of the tests and was destroyed.

Sources:
1. https://en.wikipedia.org/wiki/Curtiss_SBC_Helldiver
2. http://www.aviastar.org/air/usa/curtiss_f12c.php
3. https://www.valka.cz/Curtiss-XF12C-1-t127850
4. Signal Squadron - Aircraft In action 151 - SBC Helldiver in Action

Mikoyan-Gurevich MiG-17PF, part two, European Users

The Mikoyan-Gurevich MiG-17PF is a high subsonic fighter produced in the USSR from 1954 until 1956, and until 1960 in Poland. It was a regular MiG-17F equipped with an Izumrud RP-2 radar placed in a radome at the frontal air intake of the aircraft. It was powered by the Klimov VK-1F engine which had a thrust power of 5046 lb and was armed with three cannons; two 23 mm Nudelman-Rikhter NR-23 autocannon and one 37 mm Nudelman N-37 placed in the nose under the engine. It had two pylons with a capacity of up to 500 kg in stores with provisions to carry a combination of rockets or bombs, but most of them carried additional external fuel tanks. It was exported to most of Warsaw Pact countries:

• Hungary: In 1954 a batch of MiG-17PF was delivered to the Hungarian Air Force. They served 1974 when they were replaced by more modern types.
• Romania: Just like Hungary, Romania got a batch of PFs in 1954. They were kept in active for a long period of time as some of them were still active in the late 1980s when communism fell in Romania. 
• USSR: The MiG-17PF served alongside the MiG-17F in the Soviet Air Defence Forces from the mid-1950s until the late 1960s when they were serving alongside more modern types. They were gradually replaced by more modern types.

Sources:

1. en.wikipedia.org/wiki/Mikoyan-Gurevich_MiG-17

2. https://en.wikipedia.org/wiki/Soviet_Air_Defence_Forces

3. https://en.wikipedia.org/wiki/Romanian_Air_Force

4. https://en.wikipedia.org/wiki/Hungarian_Air_Force

5. https://www.valka.cz/Mikojan-Gurevic-MiG-17PF-kod-NATO-Fresco-D-t44624

6. Salamander Books - The Complete Book of Fighters

Mikoyan-Gurevich MiG-17PF, part one, Asian users

The Mikoyan-Gurevich MiG-17PF  (NATO codename 'Fresco D') is an all weather fighter variant of the MiG-17F equipped with an Izumrud radar and armed with three 23 mm NR-23 cannons. It was exported to many countries:

• Indonesia: Just like it happened with the MiG-17F, Indonesia got some PFs in the early 1960s (which, unlike the 'F' ones, weren't assigned to the acrobatics squadron). They were deployed together with the 'F' ones in three squadrons, in Maluku, Seram and Banda Islands to provide air cover for the early infiltration in West Papua. Some of them were also present in Leftuan Air Base assigned to close air support duties, replacing some old North-American B-25 Mitchell and Douglas A-26 Invader. 
• Iraq: Apparently, together with the MiG-17F the Iraqi Air Force got some PFs during the 1960s as part of the Soviet aid. They served, most probably, in 5th and 7th squadrons in Rashid and Kirkuk respectively. As we couldn't find graphical information, the drawing should be considered as speculative.
•  North Korea: During the 1970s is known that the North Korean Air Force had active a great number of MiG-17s, among them many PF ones. Apparently some of them may still be active nowadays, but their status is unknown. 
• North Vietnam: Some PFs served with the North Vietnamese Democratic Republic Air Force in the 921st 'Sao Dao' Fighter Regiment. The first PF arrived in North Vietnam during the end of 1965. Their first nocturnal victory came on 3rd February 1966 when, according to North Vietnamese sources, Lam Van Lich (who piloted the fighter depicted below), shot down two A-1H Skyraiders over Cho Ben. Those claims, however, do not match up with USAF loss records.
• Syria: Twenty MiG-17PF were delivered to Syria in 1957 and were assigned to squadrons defending the capital Damascus, based at Mezzeh Military Airport. After the creation of the United Arab Republic in February 1958, the air force was reformed and a fully-equipped MiG-17PF squadron was formed, called No.31 'Crow Bat' squadron. After the end of the United Arab Republic, the squadron was reinforced. However this time it was also equipped with regular MiG-17Fs. They served well until the 1970s passing over two wars, the Six-Days War in 1967 and the Yom-Kippur War in 1973.

Sources:

1. https://en.wikipedia.org/wiki/Mikoyan-Gurevich_MiG-17#Asia

2. https://en.wikipedia.org/wiki/Indonesian_Air_Force

3. https://www.valka.cz/Mikojan-Gurevic-MiG-17PF-kod-NATO-Fresco-D-t44624

4. https://en.wikipedia.org/wiki/Korean_People%27s_Army_Air_and_Anti-Air_Force

5. https://en.wikipedia.org/wiki/Iraqi_Air_Force

6. https://en.wikipedia.org/wiki/Syrian_Air_Force

7. Osprey Publishing - Aircraft of the Aces 130 - MiG-17/19 Aces of the Vietnam War

8. Salamander Books - The Complete Book of Fighters

Mikoyan-Gurevich MiG-17F, part eleven, more Asian and Middle-East users

The Mikoyan-Gurevich MiG-17F was supplied to many countries all around the globe. Among them, the following ones:

• Indonesia: As Indonesia grew closer to communism, the country got closer to the Easter bloc, so in the early 1960s many Soviet-built aircraft were supplied. At least 40 of them were deployed in three airfields in Morotai (northern Makulu), Amahai (Seram) and Letfuan (Banda islands, south-west of Papua). They were deployed at Morotai against PRRI-PERMESTA and the Republic of South Maluku separatists. Their primary mission was to provide air cover for airlift and aerial logistics during the infiltration in Papua and, if the war broke out, they would've provided escort for both Tupolev Tu-16 and Ilyushin Il-28. Some of them were part of an Indonesian aerobatics squadron commanded by Rusmin Nurjadin, who became Chief of Staff of the Indonesian Air Force in 1966.
• Iraq: After the King or Iraq was overthrown in 1958, the Soviets quickly supplied MiG-17Fs among other aircraft to the Iraqi Air Force, to replace the De Havilland Vampire. During the 1960s and early 1970s many more of them were purchased and then forwarded to Syria or Egypt to aid them in the Arab-Israeli Wars. In 1961 the 5th Squadron, based at Rashid Air Base and the 7th Squadron, based at Kirkuk Air Base, were fully equipped with MiG-17F. They were all replaced by more modern types during the 1970s.
• Israel: On 12th August 1968 two Syrian MiG-17Fs landed at the abandoned Betzet air strip, in the northern part of the country. It seems that the pilots were using very outdated maps and landed there by mistake. Both pilots, Lt. Walid Adham and 2nd Lt. Radfan Rifai, were taken prisoners and were released two years later in an exchange of prisoners. The machines were transported to Ramat-David Air Force Base where they were tested, and then sold to the United States. 
• Mongolia: As Mongolia was a Soviet puppet, the Mongolian People's Army Air Force acquired in the mid 1950s at least 36 MiG-17F fighters which were kept in active service until 1990. As we couldn't find graphical information about the MiG-17F in Mongolian colours, the drawing and serial number must be considered as speculative.
• North Korea: The North Korean People's Army Air and Anti-Air Force acquired many MiG-17F in the early 1960s and has kept them in active service even nowadays. Apparently the ones that are officially active are in very bad condition and their flightworthiness is at least questionable. 
• North Yemen: Apparently the Yemen Arab Republic Air Force had in service some few MiG-17F in the 1960s. They saw action during the border clashes between North and South Yemen and many of them were used against royalist rebels. It seems that during those conflicts, the Yemen Arab Republican Air Force only lost two MiG-17Fs.

Sources:

1. https://en.wikipedia.org/wiki/Mikoyan-Gurevich_MiG-17

2. https://en.wikipedia.org/wiki/Yemeni_Air_Force

3. https://warisboring.com/45650-2/

4. https://en.wikipedia.org/wiki/Mongolian_People%27s_Army

5. https://en.wikipedia.org/wiki/Iraqi_Air_Force

6. https://en.wikipedia.org/wiki/Indonesian_Air_Force

7. https://www.iaf.org.il/4450-46914-en/IAF.aspx

8. Salamander Books - The Complete Book of Fighters