China began assessment of the supersonic MiG-19 during the late 1950s. It was selected for production under the second Five Year Plan. Design drawings were supplied to the Shenyang Aircraft Factory, which produced their own production tooling and design documentation for a copy of the basic MiG-19P all-weather interceptor under the designation J-6. The first Chinese-assembled aircraft made its maiden flight on 17 December 1958, and the first Chinese-built aircraft followed on 30 September 1959.
Licence-production of the MiG-19 and MiG-19PM was also assigned to the Nanchang Aircraft Factory, laying the foundations for later production of the Q-5. Seven MiG-19Ps were built, the first flying on 28 September 1959. Five MiG-19PMs were assembled from Soviet kits, and another 19 were built at the factory, these apparently being designated J-6B. Unfortunately, the turbulence of the 'Great Leap Forward' destroyed the carefully built-up quality control procedures instituted during the first Five Year Plan, and between 1958 and 1960 not one J-6 from Shenyang or Nanchang was accepted by the PLA air force. Many were scrapped after failing post-production inspections, and others had to be rebuilt before delivery.
The programme to build the MiG-19 began again in 1961 using Soviet-supplied drawings and technical documents, after having completely rebuilt the production tooling. Production was of the basic MiG-19S 'Farmer-C' day fighter, rather than the radar-equipped MiG-19P, although small numbers of the latter, and the MiG-19PM, may also have been constructed. The first 'second batch' J-6 flew in December 1961.
The aircraft was recertificated in December 1963, and began to enter service in significant numbers in 1964-65. The period between 1963 and 1966 was one of relative stability, and high morale, high quality, sensible production targets and a logical engineering approach prevailed. All this was swept away in the Cultural Revolution, in which political dogma replaced planning, and a period of turbulence once more affected the industry. The effect on the J-6 programme was devastating, and provoked a restoration of investment, proper inspection, quality control and workers' education. By 1973, the prevailing situation had improved sufficiently for the development of new variants. The most important of these was the JJ-6 trainer, but this was accompanied by the JZ-6. Handfuls of J-6s had been built for medium-level and low-level recce duties from 1967, under the JZ-6 designation, and three more were modified for high-altitude reconnaissance between 1971 and 1975. A requirement for an entirely new JZ-6 was issued in January 1976, and construction of a prototype / demonstrator began in April. This used optical and infra-red sensors.
Frequently misidentified as the J-6Xin, and attributed to have an indigenous all-weather radar in a 'needle-nose radome' intake centrebody, the J-6III was actually a high-speed day fighter whose sharp, conical, needle nose served as a variable shock-cone. Development of the new variant began in 1969, and a prototype flew on 6 August 1969.
The J-6III was a very different looking aircraft, with short-span, cropped wings and increased-chord ailerons and flaps. The aircraft was powered by uprated WP6A turbojets. The J-6III proved to be faster, faster climbing and tighter turning than the basic J-6, but was plagued by handling and quality control problems. 'Hundreds' had to be returned to the factory and rebuilt during a four-year programme.
The more modest J-6C was more successful, differing from the basic J-6/MiG-19S in having a relocated brake-chute fairing at the base of the trailing edge of the tailfin, below the rudder. Guizhou was responsible for the final variant, the all-weather J-6A, which may also have been designated J-6IV. This was based on the J-6C airframe, but introduced all-weather radar and compatibility with the PL-2 missile. By comparison with the original all-weather J-6s (based on the MiG-19P and MiG-19PM), the J-6A/J-6IV had slightly recontoured radomes, with a larger and more bulbous 'upper lip' and a more pointed and conical centrebody. It is unknown whether the aircraft retains cannon in the wingroots or under the fuselage.
The 1950s-vintage J-6 was produced into the 1980s, by which time approximately 3,000 had been built. It was exported in substantial quantities to Albania, Bangladesh, Egypt, Iran, Iraq, North Korea, Pakistan, Somalia, Tanzania, Vietnam and Zambia, most of which continue to operate the type in small numbers. It remains in service in larger numbers with the Air Force of the People's Liberation Army, with which service it is numerically the most important type, fulfilling both attack and fighter roles.
Pakistan purchased two batches of 60 F-6s after the 1971 conflict with India, and even in late 1994 the type remained in service with No. 15 Sqn at Kamra, No. 19 (OCU) Sqn at Mianwali and Nos 17 and 23 Sqns at Samungli. The massive overhaul facility at Kamra kept the aircraft viable through frequent overhauls and by incorporating many modifications, including AIM-9 Sidewinder compatibility, Martin-Baker ejection seats and various new avionics systems, probably including most of those fitted to upgraded Nanchang A-5s (though not the RWRs). Pakistani F-6s are also configured to carry a huge semi-conformal bath-tub external fuel tank below the belly. Some aircraft were passed to Bangladesh, where the type remains in use with No. 25 (OCU) Sqn as an advanced/tactical trainer.

Two-Seaters
Another manifestation of the restoration of stability for the aircraft industry was the production by Shenyang of the JJ-6 two-seat trainer, which first flew on 6 Nov-ember 1970, but the certification of which was delayed until December 1973. A two-seat MiG-19UTI was built in small numbers by Mikoyan, but the type never entered service, conversion from the MiG-15UTI not being judged to be a problem. By the 1970s, however, flight safety considerations had assumed greater importance, and China felt that a trainer with handling characteristics similar to the J-6 was essential. This view was reinforced by significant export orders.
The Chinese two-seat trainer owes little to the Russian original. The fuselage is stretched by some 84 cm (33 in) ahead of the wing, and the wingroot-mounted NR-23 cannon are deleted to make room for extra fuel, restoring fuel capacity to within 150 litres (33 Imp gal) of the single-seater. A single cannon is usually retained below the fuselage. Two ventral fins are added below the rear fuselage to maintain stability.
The JJ-6 is based on the airframe of the later J-6C with the relocated brake-chute fairing, tubeless tyres, and disc brakes on the main undercarriage units. The type also has nosewheel braking, and various new avionics systems.
Production of the JJ-6 totalled 634 examples, and many were exported under the designation FT-6 to serve as conversion and continuation trainers for the F-6 and A-5. In Pakistan, surviving FT-6s have been extensively upgraded (to the same standards as that nation's F-6 fighters) with Martin-Baker Mk 10L rocket-powered ejection seats. The zero-zero capability offered by this seat is a quantum leap from the 260 m (853 ft)/350 km/h (218 mph) minima of the original Shenyang seat. Using the 'lower-slung' Martin-Baker seat, pilots whose height exceeds 1.73 m (5 ft 8 in) can at last wear a proper flying helmet. JJ-6 trainers also remain in service in Bangladesh, China and North Korea.

 

Shenyang J-6/F-6 'Farmer'
Nation of Orgin: China
Constructor: Shenyang
Type: Fighter/Interceptor
Length 14.90 m (48 ft 101.2 in)
Height 3.88 m (12 ft 83.4 in)
Wing span: 9.20 m (30 ft 21.4 in)
Wing area: 25.00 m2 (269.11 sq ft)
Powerplant: two Liming (LM) Wopen-6 (Tumanskii R-9BF-811) 7,165 lb (31.87 kN) thrust each
Max t-o weight: aprox. 10000 kg (22,046 lb)
Max speed: 1540 km/h (831 kt; 957 mph)
Range: 2200 km (1,187 nm; 1,366 miles)
Ceiling 58,725 ft (17900 m)
Armament: 500 kg (1,102 lb)
g limit: +8

Shenyang/Tianjin JJ-6/FT-6
Nation of Orgin: China
Constructor: Shenyang/Tianjin
Type: Trainer/Fighter
Length 13.44 m (44 ft 1 in)
Height 3.88 m (12 ft 83.4 in)
Wing span: 9.20 m (30 ft 2.25 in)
Wing area: 25.00 m2 (269.11 sq ft)
Powerplant: two Liming (LM) Wopen-6 (Tumanskii R-9BF-811) 7,165 lb (31.87 kN) thrust each
Max speed: 1540 km/h (831 kt; 957 mph)
Range: 2200 km (1,187 nm; 1,366 miles)
Ceiling 58,725 ft (17900 m)
Armament: 500 kg (1,102 lb)
g limit: +8