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DF 102 / MiG-19S / Type 59 (day combat)

If the Dongfeng 103 had quality problems, then the Dongfeng 102 had problems with its design. The main features of Type 59 are: the front fuselage is designed according to the MiG-19S front fuselage, and an aluminum shock cone is added to the air intake; the rear fuselage is copied with MiG-19P; the wings are based on MiG- 19S wing survey and mapping, and the airspeed tube is still arranged on the right wing tip in the way of the MiG-19P; there is a pair of fixed forward launch beams under the wing, but at that time there is no missile to mount (the Pili-1 cannot be guided) ).

During the trial production of the MiG-19P, the troops also reported that they still need a fighter plane (that is, the MiG-19S) instead of so many interceptors (referring to the MiG-19P). Since China did not purchase the drawings and materials of the MiG-19S, nor did it place an order with the Soviet Union, the Soviet consultant of the Design Section of the 112 Factory said that we can change it ourselves, instead of installing the full radar, just change the nose. The Fourth Bureau and Factory 112 decided to improve the design on the basis of MiG-19P, code-named Dongfeng 102, and started this work in July 1958.

The Type 59 (Dongfeng 102) should be regarded as a direct product of the large-scale cross-strait air war in 1958. In July 1958, the Chinese Air Force entered Fujian urgently to fight for air supremacy in the coastal areas of Fujian and Zhejiang, while covering the bombardment of Kinmen. The participating troops included the 1st Air Division 1 Regiment equipped with night interceptor MiG-17PF. But a month later, Kong 1 Division 1 Regiment was transferred back to the rear. No public information mentions the reason for this move, but contacting the Air Force’s request for more fighters, it is not difficult to see that the heavier MiG-17PF is not suitable for participating in the daytime battle for air supremacy.

Since only the production license of MiG-19P was purchased, we did not have any drawings to directly imitate the daytime combat MiG-19S. In terms of structure, there is not much difference between MiG-19P and MiG-19S. Therefore, according to the decision of superiors, Shenyang Aircraft Manufacturing Plant is responsible for designing with the MiG-19P as the benchmark and referring to the MiG-19S to produce our own fighter plane (called Dongfeng 102). This decision does not seem to be a big problem. However, when the MiG-19P was imitated, there was already impatience and aggressiveness, and this foundation was not well laid. There were also problems in the actual design. The structural strength was not calculated, and the strength was only 86% of the design index. The Dongfeng-102 fighter is a copy of the MiG-19S fighter. In June 1958, the superiors required Shenfei to redesign and produce MiG-19S fighters to meet the urgent needs of the Air Force for day-type fighters. In order to buy time, Shen Fei, without the introduction of the MiG-19S fighter pattern, designed the Dongfeng-102 fighter by its own design department on the basis of the Dongfeng-103 fighter plane and with reference to the MiG-19S prototype.

It took only 5 months for the Dongfeng-102 fighter to complete the design work. Dongfeng 102 began its design in December 1958 and entered the trial production stage in February 1959. On September 30, Wu Keming controlled Dongfeng 102 to complete the first test flight, and the test flight was completed on December 6. According to the naming rules at the time, the Dongfeng 102 was named Type 59 fighter by the Air Force. However, the test flight results showed that the eager Type 59 not only had difficulty matching the performance of the MiG-19S, but even the basic flight quality could not be guaranteed, and the lack of strength caused severe jitter during flight.

The principle of the modification design is that the reference prototype design of the Soviet prototype structure cannot be copied directly; direct surveying and mapping can be completely copied. Therefore, the front fuselage was designed with reference to the prototype (the strength calculation has not been carried out), and the full-machine modification drawings total about 5000 standard pages. In February 1959, the National Appraisal Committee conducted a design review of the modified design and decided to produce this type of aircraft.

On September 30, 1959, the 01 aircraft began its test flight, and on December 6, it completed the flight of the prescribed subjects, which proved that the performance was close to the MiG-19S, but there were some major quality problems.

At that time, the structural strength of the aircraft was rushed into trial production without calculation. At first, it was thought that the fuselage and wings had not moved, but the nose was changed, so it was decided to do only a partial static test. However, the MiG-19 is the Soviet Union's first-generation transonic fighter, with a wing sweep angle of 55 degrees and a relative thickness of only 9%. Due to the relatively thin thickness of the wing, the material and processing accuracy and finish requirements of the spar were relatively high. If designers are not careful, the strength will not meet the requirements. According to the technical requirements, every time a few frames are produced, a static test was needed to check the quality of the workmanship. So a static test was conducted, and the strength of the aircraft only reached 86% of the design index. Later, another one was drawn for a static test, and when it was only loaded to 90% of the design load, the wing was damaged and it was still unqualified. Then during the control system test, the entire aircraft vibrated severely. As a result, the aircraft cannot leave the factory.

The short-term investment of Dongfeng-102 fighter jets caused a basket of sequelae. At that time, the material re-inspection system was cancelled in a hurry, and many non-compliant parts were installed on the aircraft. For example, a report pointed out that of the 62 batches of steel supplied by Fushun Steel, 16 batches were unqualified, and 19 batches were unusable for blending, accounting for 56% of the total. More than 1.8 million man-hours were wasted, equivalent to 60 new batches. The workload of multiple new aircraft. In addition, because the Dongfeng-102 fighter is an improved design based on the MiG-19S prototype, and the changes were not large, in the case of rapid trial production, it is assumed that there is no need to conduct a static test. As a result, when serious quality problems are found, When the factory carried out quality rectification, the static test of the Dongfeng-102 aircraft unexpectedly failed.

When this problem occurred, the Soviet consultant of the 112 Factory Design Section said that this problem can be solved easily, but it was nothing more than strengthening the structure. Therefore, an aluminum plate was added to the weak position, and the static test was qualified. Later, it was discovered from the static test pictures of the Soviet Union that the MiG-19 was subjected to a full static test in the state of hanging bombs, and there was a reinforced beam hanger under the fuselage for hanging bombs. China did the experiment without hanging the bomb, and the hanging beam position was empty. But adding the pylon and the counterweight to test together, the problem will not occur.

Another serious problem was jitter. During the test of the control system of the MiG-19, it was found that when the joystick was manipulated to a certain position, the aircraft began to shake. The MiG-19 was the first time that China's aviation industry used a hydraulic servo system - an aircraft without a power booster. At that time, the mechanism and elimination measures of the limit cycle oscillation of the system were not yet mastered. At that time, the Soviet Union's technology in this area was not mature. Even if it was done in full accordance with Soviet data, it often found that the flat tail trembled violently when checking the control system on the ground, which caused a large number of aircraft to fail to be accepted and shipped.

However, the workers in the flight test workshop had a way to apply a little force when maneuvering to this position, and the aircraft would not shake. If it shakes, the operator's legs would shake. However, the pilot was not so skilled and cannot control the shaking. Later, a skilled worker was allowed to board the plane and tested with the test pilot. The plane did not shake as expected. At that time, it was analyzed that the clearance fit of the aircraft was not good during assembly, so it was easy to shake, and this problem was put on hold.

In fact, when Xu Changyu, then deputy director of the Aviation Industry Bureau, accompanied Liu Yalou to the Soviet Union for negotiations, he visited the MiG-19 production plant in Gorky. At that time, Xu Changyu asked the chief engineer of the plant: "Does your MiG-19 shake?" The Soviet chief engineer replied: "It Shakes." Xu Changyu asked again: "How did you solve it?" The Soviet chief engineer pointed to it. Pointing to the MiG-21, which is in batch production, said: "Now it's solved, no problem. The MiG-19 has been discontinued." From this point of view, there is a problem with the original design of the MiG-19. Later, after research and experimentation, it was discovered that the power of the booster used in the MiG-19 hydraulic system was too small, which caused the aircraft to shake. After increasing the power of the booster, the aircraft jitter problem is solved.

In addition to the trial production of the aircraft, serious problems also appeared in the mass production of the aircraft. During the doubling movement in the late 1950s and early 1960s, Liaoning Province, where Shen Fei was located, set the goal of "Quadruple is not enough, triple or quadruple is midstream, and more than 5 or 6 is red flag". Shen Fei's own goal was to double the output value by 6 times in 1959, and it was even more outrageous when it was finally implemented in the production team. Some teams actually proposed to double it by 30 times. Under such circumstances, on August 19, 1959, the superiors issued the "Notice that the slogan of the aviation industry's quality first should not be mentioned again". Simply put, it is to pursue high production on the basis of ensuring quality. However, the factories at that time generally Pursue high yield but not quality. This misunderstanding caused Shen Fei's production quality to decline like a vertical roller coaster, and the inertia was great. Until the later quality rectification, the chaos was not contained, and a series of disastrous "black shots" were formed.

The surface of the F-6 fighter is aluminum alloy. Most of the F-6 is unpainted and maintains the original color of aluminum alloy. On the one hand, it can reduce production costs and support costs. On the other hand, under nuclear war conditions, aluminum The primary alloy color can reduce the absorption of heat radiation from nuclear explosions and reduce the damage of nuclear explosions.

The magnesium alloy oxidation team of the Shen Fei foundry workshop unexpectedly changed the oxidation work from four processes to two, which was reduced from 2 hours to 10 minutes. The team’s output doubled by 17 times in early November, and by mid-December it had doubled by 37 times. The standard parts workshop of Shen Fei put forward the exaggerated slogan of "Five times for New Year's Day next year, eight times for New Year, 10 times for the'May Day' gift, 13 times for the celebration of National Day... Let the satellite fly to the sky". In January 1959, in order to make a good start to production, Shen Fei continued to engage in "satellite activities" in an attempt to increase the output per unit area. On the surface, the output has doubled rapidly, but in essence it is cutting corners, omitting the necessary technological processes, and the aircraft quality is full of loopholes.

On November 21, 1960, a meeting of leaders of the Shenyang Military Factory was held, demanding that production be stopped immediately and a quality rectification campaign should be carried out. It is necessary to start from scratch according to the Soviet Union's design, re-test production, not to make repairs, to engage in reformism, and to resolve to make a clean break. From January to August of 1961, the Shenfei and Liming Plants began to suspend production for 8 months for rectification. They re-produced the J-6 in strict accordance with the Soviet design to ensure the quality and repaired a large number of aircraft that could not be delivered. They were wrong. Correction must be made and rectification is carried out. In this way, it was not until the end of 1963 that China's first J-6 fighter was actually delivered to the army.

When it was widely believed that Shen Fei and the J-6 were on the right track, the good times were not long, and there were even greater mistakes in aircraft manufacturing, causing the factory to rely on loans to make a living. In 1966, the normal production order of the J-6 was seriously affected, and production fell into anarchy. The "four divisions and one chief" management under the leadership of the chief engineer indispensable in aircraft production management, as well as the subordinate production technology management department were cut off and replaced by a production command group. Not only was the human strength seriously insufficient, the work that was in charge was left unattended, and reasonable rules and regulations were abolished.

At that time, whoever wanted to do it would do whatever he wanted. Using "workers' opinions" or "three-combination discussion" as an excuse, it was very difficult to change the design drawings at will, violate the process discipline, do not operate according to the process specifications, change the production process casually, and install less parts. universal. What's more serious is that the inspection agency was abolished and regarded as a living king who managed, stuck, and pressed, which directly led to no one to check quality. There is such a weird example. At that time, after Shen Fei assembled the aircraft, he still inserted a screwdriver, top handle, and drill bit, and the aircraft flew into the sky with these tools.

The Air Force requested that the daytime MiG-19S be imported directly from the Soviet Union, and the Dongfeng 102 stopped production after 33 aircraft were produced.