1. MAINTENANCE WORK AT MIG-17 S AT JUETERBOG AIRFIELD 2. TECHNICAL INFORMATION ON THE MIG-17

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP80T00246A032900200001-4
• Release Decision: RIPPUB
• Original Classification: S
• Document Page Count: 15
• Document Creation Date: December 22, 2016
• Document Release Date: March 1, 2010
• Sequence Number: 1
• Publication Date: February 28, 1957
• Content Type: REPORT

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CENTRAL INTELLIGENCE AGENCY
This material contains information affecting the National Defense of the United States within the. meaning of the Espionage Laws, Title
18, U.S.C. Secs. 793 and 794, the transmission or revelation of which in any manner to an unauthorized person is prohibited by law.
S-E-C-R-E-T
DATE OF
INFO.
PLACE &
DATE ACQ.
East Germany
1. Maintenance Work on MiG-17's
at Jueterbog Airfield
2. Technical Information on the
MiG-17
REPORT
28 February 1957
NO. PAGES 14
REQUIREMENT
NO. RD
REFERENCES
OnslS, 16 and 17 November 1956, work on jet,engines was performed in hangars 4,
5, 9, and. 10 at Jueterbog airfield- New engines, some of which had previously
been tested at the test stands, were installed in MiG-17s. Recently, the engines
arrived in two boxes,, including one 3.5 to 4 x 2.5 x 2.5-meter box with the
engine and one 3.5 x'1.5 x 1.5-meter box with the exhaust pipe. Both boxes were
painted a blue-grey color.
1. All 'engines were dismounted,, provided they had not been exchanged for some
reason shortly beforehand. Two or three engines at the most could daily be
removed from MiG-17s. Work on one aircraft had to be completed before the
beginning of work on the next aircraft. Two to 2- hours were required to
remove the engines and all work was done slowly and with great exactitude
by two officers giving directions to 6 or 7 men.- Some of the personnel
were sitting on the aircraft, while others were busy opening flaps under
the fuselage. Especially noted was a 30 x 30-cm opening on the starboard
side on the upper side of the fuselage,; directly behind the disassembly
joint of the removable portion of the rear fuselage covering. The edges of
the opening were slightly rounded. The, disassembly joint of the covering
was located about 30 cm behind the cockpit.l
The following equipment was used for the removal of the engines:
1 crane truck on 4 small iron wheels. A chain with a hook suspended at
the overhang beam of the crane and catching an eye on the engine was
operated by means of a winch.2
1 cart with 2 supports fitted to the lower fuselage and padded with leather.3
2 jacks, each placed under one of the wings. 44
The beams were of a simple but solid construction with a leather-upholstered
supporting cross beam. The removable rear portion of the fuselage covering,,
together with the rudder unit, was placed on the cart and set aside. The
removal of the stern lasted for about 15 minutes. The front portion of the
MiG-17 was supported by the nosewheel landing gear and by the two jacks under
the wings. After disconnection of the cables by the 6 or 7 men and after
many, not further identified manipulations, the engine was removed from the
aircraft. About 2 meters of the exhaust pipe were removed, after which the
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STATE X ARMY X NAVY
X AIR EV FBI
I(Note: Washington distribution indicated by "X"; Field distribution by "#".)
AEC
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engine, with the remaining about 60 cm of exhaust pipe, was lifted toward
the back by means of the crane and placed on'the truck. The truck was
fitted with leather-lined supports, similar to those on the cart, to carry
the rear fuselage covering.
At. this work the men were assisted by the officers. The engines had a
conical form with the largest diameter at"about the front third of the 9
combustion chambers. The form of the MiG-17 engines was similar to that
of-the MiG-15s; engines of the twq-seater MiG-15s, however, were not
installed in MiG-17s or vice versa.. After taking off the rear portion of
the fuselagelcover, it could be seen that the point of largest diameter of
the engine was located approximately at the disassembly joint of the fuse-
lage. No parts protruded at the disassembly joint after removal of the
engine.
2. The dismounted engines were transported by truck to the former Air Technical
School or directly to test stand 105 (material). One man in overalls rode
on the truck and one officer next to the driver, both belonging to the
personnel of the former Air Technical School, accompanied the engine. Test
stand 105 was closed in by a back and a front gate which closed behind the
truck. The back gate was openedduring-the test run and a sloping concrete
wall served to draw off the jet radiation because the Jueterbog-Treuenbrietzen
railroad line ran behind the test stand. A three-axle truck-(tank truck)
was invariably standing next to the test stand. Fitting into the test stand
of the engine lasted for approximately 1 or 1J hours; that is, the test
runs started 1 or 12 hours after the arrival of the engine. Details of
the fitting could not be observed. Each engine was in operation for about
40 minutes. For about 10 minutes, a soft whist-ling--sound could be heard;
after that the engines ran at normal revolutions, were stopped for approxi-
mately 5 minutes while again whistling, were 'then put on high speed with a
thundering noise and were turned off again after softly whistling for about
5 more minutes. About 1 or 12 hours after the-te-st run the engine was
removed and transported to the aircraft or to the former Air Technical School.
No engine was completely turned off while being tested. The.transport of
the engine from the test stand to the hangars or to the school was again
performed by means: of trucks.
The engines were installed in the same aircraft after returning to the
hangars. In case an engine had been carried to the Air Technical School,
another engine, taken from 3.5 :to it. x 2.5 x 2.5-meter crates,was installed
in the aircraft. These engine crates, as well as 3.5 x 1.5 x 1.5-meter
crates containing exhaust pipes, had arrived by rail on 6 December 1956 (1
crate) and about 2 weeks prior to that date (6 engine, and 6 exhaust pipe
crates). From the railroad cars, the crates were hauled to the former Air
Technical School where they were possibly tested before coming to depot 71
(base material). Before the engines were installed in the aircraft, the
crates were again transported to the Air Technical School and from there to
the hangars. The crates with the exhuast pipes came directly from depot 71
to hangar 4. Installation of the engine lasted for about 12 hours. By means
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of a crane, the engines were lifted from the trucks and carefully moved
from behind into the fuselage. This work called for about 8 or 9 men,
including the officers. No test runs took place after the installation of
the engine, and trial flights were performed on the next day or on the
afternoon of the same day at the earliest.
4. Electricians, armorers and "specialists" for target installations were
working on the front portion of the aircraft; including the wings and the
cockpit, under the supervision, of a technical officer, while the engine
was being tested. All aircraft were checked by the same men with the help
of 1 to 3 more men. During examination of the landing gear, the jacks were
lifted a little further and an additional jack was placed near the nose
landing gear. The additional jack had a broad support adapted to the form 25X1
of the under portion of the fuselage. During check-up, a small battery car
was connected with a ill generator which ran only when the engine was
installed in the aircraft. Time needed fo - varied from
1 day to 3 days and 8 days 25X1
One 37-cm cannon and 2 about 2-cm machine guns were dismounted from each
MiG-17 and shipped to the armory. Dismounting of the weapons from different
aircraft was performed by the same persons. Three men were needed to
transport the cannon by means of a truck. Only 2 officers were engaged in
work on the "neon pipe" at the upper side of the fuselage in front of the
cockpit. Details could not be observed.5
6. The normal technical personnel were employed for checking, while persons
from the technical school were occasionally employed in connection with the
engines. During the period of the check-ups, flying personnel took part
in many instruction 2ourses and had much free time. Pilots could not be
seen in the hangars. Winter uniforms, consisting of padded coats, fur
shoes and fur caps, had meanwhile been distributed.
The following observations were made between 14 November and 7 December
1956 in connection with MiG-l7s parked in Hangar No. >a:
a. A superstructure could be observed on the outside of the cockpit roof
at the front edge of the removeable part. This superstructure was
.slightly sloping to the front; the back part was fitted with a
frosted-glass plate or a fine-meshed, light-colored screen. The
structure could be pushed backwards together with the moveable part
of the roof of the cockpit.7
b. Eight wires or cables extending parallel to the direction of flight
were observed under the moveable portion of the cockpit roof within
the cockpit. There were two sets of four wires or cables each. The
wires had a diameter of about 8 mm. The sets of wire were located
on both sides of the cockpit, above the pilot. Each set of four wires
was attached to a small "socket" fastened to the inner sides of the
cockpit. When the roof of the cockpit was opened, the wires were
pushed backwards, leading8to the assumption that they must be fastened
directly under the roof.
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c. A box with a "lens" of about 5,-cm diameter was placed on the black
box ("socket") directly level with the face of the pilot and thus
hindering his sight toward the front. The "lens" faced the pilot.
The box had a height of about 20 cm, a width of about 15 cm and was
about 15 cm deep. A commercial sign, Zeiss Ikon, could be seen on the
port side of the box. The box with. the lens could only be observed
in MiG-17s and not in two-seater aircraft. An approximately 8 x -8-cm
rear-view mirror, presumably for the second pilot, was located at the
right front side of the front pilot in two-seater aircraft.9
d. Small additions resembling ear pads in railroad cars have recently been
observed on both sides of the pilot's headrest. These pads surrounded
the pilot's ears soL.that he was free to move his head in any direction
and thus maintain enough side view.
e. A sort of neon tube was located on the upper side of the fuselage in
front of the cockpit. These tubes were observed on all aircraft in
hangar No. 4; it could not be determined, however, whether or not
aircraft in other hangars had the same tubes-. Two-seater- aircraft did
not have this tube. Prior to the "exchange" of aircraft 25X1
hese tubes at the front upper side of the fuselage did nriot 25X1
exist, and it is po sible that they-were-installed during the-temporary
absence of the MiG-17s as the tubes could be -ob-served - after the return
of the aircraft. The tubes had - length of about 40 cm, a- diameter
of about 5 cm and were painted red or grey. The surface of the fuse-
lage on which the tube was mounted had li ter paint than the rest of
the fuselage. Aircraft was the only--aircraft-to 25X1
have a grey tube.11
f. Rectangular instruments with checkerboard-like divisions could not be
observed at the pilot's seat in the cockpit-10
g. The front wheels of the MiG-17s were smaller than the wheels of the
main landing gear. While changing tires, ball bearings were seen
at the hub, in the vicinity of which there was. also the valve not
previously observed. The inscription KPKP 380 x 1600 was seen on the
side of a tire of the main landing gear.
h. The auxiliary tanks were supported by 2 struts, the ends of which
pressed against the lower side of the wings or were gripping especially
provided notches or slits in order to prevent the slipping or shaking
of the auxiliary fuel tanks. A screwed joint as reinforcement and
fuel pipe was attached in the middle of the tanks. An opening for
refueling was located in the upper side in front of the fuel tanks. 12
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i. No differences in the jet outlet and no installations to change. the
cross section could be observed. The exhaust pipe protruded about
20 cm above the silvery fuselage covering while they were visible for
only a few an on t MiG-15s. It was possible to sketch the inside
of the jet.outlet.
j. An eight-piece shutter about 8 cm wide with upper sections folding
over the lower sections was located about 10 cm behind the airbrake.
After landing, the silvery shining portion of the fuselage covering
and occasionally even the shutter were blackened.
Immediately after landing, the sooting was carefully wiped off. After
the stern had been taken off, small slits could be pe~eived at the
location of the exhaust pipe, level with the shutter.
Silvery shining cables of a diameter of about 1 cm were seen between
fuselage covering and exhaust when the brake flaps were opened. A
main coming from the front led into a distribution box from which two
cables led into the exhaust pipe. A total of 4 such conducting lines,
presumably serving as fuel pipes, could only be observed, before the
stern had been dismantled.)
k. A calibration of up to 30 volts was observed on the scale of an Opel-
type starter.
1. See Annex 1, sketch 1. Such an opening is also located at the corresponding
point on the port side of the fuselage.
2. See Annex 2, sketch 2.
3. See Annex 3, sketch 3 and 4.
4. See Annex 3, sketch 5.
5. Compare pp.ragraph 7,, subsection e.
6. This is overhaul work on aircraft after the completion of fall exercises.
These overhauls are regularly performed in November/December of each year.
7. See Annex 7, sketch 12 to 14.
8. See Annex 7, sketch 12 to 14. The structure is believed to be a rear-view
mirror.
9. See Annex 7, sketch 12. The target gun-sight not installed in trainers is
presumably the instrument observed.
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10. This is in connection with horizontal high-altitude bombing from single-jet
aircraft.
11. See Annex 8, sketch 15 and 16. This tube -like structure has. been reported
elsewhere as having been seen at the lifted front section of the fuselage
and it had incorrectly been assumed that the tube was-lbcated under the flap.
The structural outside had been compared with frosted glass and a cable
extending under the tube had been mentioned. -'he -str.ucture can be recognized
on the photographs of MiG-17s
12. See Annex 6, sketch 10 and 11.
13. See Annex 5, sketch 9.
14. See Annex 4, sketch 6. The sooting of the fuselage points toward reversal
of jet propulsion as an additional brake installation which is--.possibly also
connected with the shutter.
15. See Annex 4, sketch 6 and 7. This is possibly the fuel pipe of the afterburner.
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Contour of the MiG-17
shutter
of a lid c. 30 cm
soot-covered
exhaust pipe
brake flRp
opening c. 30 x 30 cm
in size visible after removal?
disassembly joint
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25X1'
Approximate appearance of crane truck
overhang beam
chain with
hook
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Cart to transport rear portion of fuselag
(approximate appearance~,:.,,w
Leather-upholstered
support
Sketch 3: front view
Sketch 4: as seen
from above
Annex 3
Sketch 5: Jack
(under the wings)
wheel for lifting and lowering
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Sketch 7:
exhaust pipe as seen from the rear
root-covered tube shutter with 8 flaps
visible behind the brake flaps:
silvery-shining pipes
diameter c. 1 cm.
surface indicPted by dots is wiped off immediately after landing
of pipes
R
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- 11 - Annex 5
Sketch 8: side view of removable exhaust pipe.
Sketch ~:
Length at least 2 meters, tapering off toward
the encl.
view of exhaust pipe as seen from the rear.
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Auxiliary fuel tank MiG-17
Sketch 10: front view
.- 12 - Annex 6
screwing and feed line
wings
supporting strut
Sketch 11: as seen from above
(c.15 cm)
supporting strut
(about 5 cm)
auxiliary fuel tank
about 20 cm
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Cockpit MiG-17
Sketch 12: side view.
- 13 -
or screen
Annex 7
frosted glass wires
Zeiss-Ikon box
with lens at eye level
Sketch 13:
Sketch 14:
flap-like structure
moveable section of the roof of the
cockpit
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Sketch 15: Side view
neon-tube-like structure
red tube
grey fitting (grey tube on aircraft
cockpit
H
a)
W
N
C,
0 4a
0
N
N
V) N
FI
+-3 v
W
P
+~ v
m +3
z Cd
paint lighter on fuselage
cockpit
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 Ah,
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4e
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