Category Mig

The 1-75 supersonic interceptor was a direct descendant of the I-7U equipped with the more sophisticated Uragan-5 interception system. The operation of the Uragan-5B modified radar was identical to that of the Izumrud or Almaz except for one thing: it had only one transmit­ter, one antenna, one display system, and two operating modes: search and target designation. The Uragan-5 system also comprised the AP-39 Uragan-5V autopilot, the Uragan-5D airborne computer, and the Ura – gan-5T-l radar control unit, plus two K-8 air-to-air missiles that weighed 275 kg (605 pounds) apiece.

This aircraft was engineered to intercept automatically high-alti- tude supersonic bombers day or night or in bad weather and to destroy them as far away as possible from their intended targets. With two drop tanks its tactical radius of action was 720 km (447 miles). It could attack enemy aircraft at speeds between 800 and 1,500 km/h (432 and 810 kt) and altitudes between 10,000 and 20,000 m (32,800 and 65,600 feet). Its radar detection range was 30 km (18.6 miles), and it could lock onto targets 20 km (12.4 miles) away.

The 1-75 differed from the 1-7U in its forward fuselage, where the Uragan-5 accessory unit was housed. Moreover, in place of cannons it

The 1-75 was in fact an I-7U minus the cannons equipped with the new Uragan-5B radar, and armed with two K-8 air-to-air missiles

The I-75’s nose cone is much bulkier than that of the I-7U due to the larger radar antenna.

had wing pods for air-to-air missiles. To increase its efficiency, the fin height was increased and the sweep angle at the leading edge was reduced by 2.5 degrees. The cockpit was equipped with the only type of ejection seat available at MiG at the time. Tail chute canisters were located on either side of the ventral fin. The engine air intake cone was fixed. The air intake duct flow rate was controlled by a translating outer ring on the cylindrical end of the nose cone.

The I-75’s flying controls were of the rigid type (tubular actuating rods in duralumin). The pitch channel was fitted with two BU-44B irre­versible servo-controls and the ARU-3V artificial feel system. The BU – 44 aileron servo-control and the BU-45 rudder servo-control were irre­versible as well. Like the I-7U, the 1-75 was powered by a Lyulka AL-7F turbojet that provided dry thrust of 6,155 daN (6,240 kg st) or 9,035 daN (9,220 kg st) with afterburner. The aircraft was moved to the test center on 1 March 1958 but did not fly until problems in the cockpit ejection system were ironed out.

Watched closely by A. N. Soshm, the chief engineer, G. K. Mosolov made the first flight on 28 April 1958 and four others thereafter. Between 15 May and 24 December the radar was installed and efforts were made to improve the engine and the Uragan-5 system. Flight tests resumed on 25 December and were terminated on 11 May after eigh­teen flights with the radar operating.

Specifications

Span, 9.976 m (32 ft 8.7 in); overall length, 18.275 m (59 ft 11.5 in); fuselage length (except cone), 15.6 m (51 ft 2.2 in); wheel track, 3.242 m (10 ft 7.6 in); wheel base, 5 965 m (19 ft 6.9 in); wing area, 31.9 m2 (343.4 sq ft); empty weight, 8,274 kg (18,235 lb); takeoff weight, 10,950 kg (24,135 lb); max takeoff weight, 11,470 kg (25,280 lb); fuel, 2,000 kg (4,410 lb); oil, 17 kg (37 lb); wing loading, 343.3-359.6 kg/m2 (70.4-73.7 lb/sq ft); max operating limit load factor, 9.

Performance

Max speed, 2,050 km/h at 11,400 m (1,107 kt at 37,400 ft); 1,870 km/h at 12,900 m (1,010 kt at 42,300 ft); 1,670 km/h at 12,400 m (902 kt at 40,670 ft) with two K-8 missiles; design climb to 6,000 m (19,680 ft) in 0.93 min; to 11,000 m (36,080 ft) in 3.05 min; service ceiling, 21,000 m (68,900 ft); landing speed, 240 km/h (130 kt); endurance with after­burner between 10,000 m and 15,000 m (32,800 and 49,200 ft), 25 min; range at 10,000 m (32,800 ft), 1,200 km (745 mi); at 12,000 m (39,360 ft), 1,470 km (910 mi); takeoff roll, 1,500 m (4,920 ft); landing roll,

2,0 m (6,560 ft).

In early 1961 the OKB undertook a complete refit of the Ye-6T/1 to reengine this prototype with the R-11F2-300 rated at 6,000 daN (6,120 kg st) and the U-21 booster package, including the Dushkin S3-20M5A liquid propellant rocket engine. This engine and its tanks were housed in a long fairing under the fuselage. The total thrust of the turbojet and

the rocket was 11,465-11,830 daN (11,700-12,070 kg st), the two figures corresponding to the afterburner throttleability range of the turbojet.

This reengining necessitated a few structural modifications. For instance, the lone ventral fin was replaced by two rather high fins whose total area amounted to 11.5 percent of the wing area; the tail fin was enlarged to 4.44 m2 (47.8 square feet), the fin nose was made thin­ner, and an auxiliary fuel tank was installed behind the cockpit. With this aircraft G. К Mosolov beat the absolute world record for altitude on 28 April 1961, ending an incredible zoom at 34,714 m (113,862 feet). In the documents sent to the FAI (Federation Aeronautique Interna­tionale) to verify the record, the aircraft’s power unit was described as one R-37F TRD (turbojet) at 5,880 daN (6,000 kg st) and one U-21 ZhRD (rocket engine) at 2,940 daN (3,000 kg st).

Specifications

Span, 7 154 m (23 ft 5 7 in), length (except probe), 13.46 m (44 ft 1 9 in); fuselage length (except cone), 12.177 m (39 ft 11.4 in); wheel track, 2.692 m (8 ft 10 in); wheel base, 4 806 m (15 ft 9 2 in); wing area, 23 m2 (247.6 sq ft).

Like the Ye-7/1, the Ye-7/2— prototy pe of the MiG-21P pictured here with a finned drop tank—had a dorsal fuel tank with a capacity of 170 1 (45 US gallons)

The Ye 7 emanated directly from the Ye 6T This photograph shows the Ye-7/1 equipped with the new MiG-21P-13 interception system (TsD-30T radar) and two К 13 missiles

This experimental STOL aircraft was designed to assess the MiG-21’s operational capabilities on short strips. A MiG-21 PFM airframe was equipped with one R-13F-300 turbojet rated at 6,360 daN (6,490 kg st) and two Kolyesov RD-36-35 lift jets that were set slightly forward near the aircraft’s center of mass. This forced the engineers to add a fuse­lage ‘‘slice" 900 mm (35.43-inches) thick just behind the cockpit; the master cross-section became appreciably larger where the lift jets were installed. They were fed in air by a rearward-hinged door with louvers that was opened by an actuator at takeoff and landing. The action of the lift jets was limited to reducing the aircraft’s ground roll. They were never operated in flight, and the inlet door was kept shut. The fixed tricycle gear had a wider wheel track.

The MiG-21 PD (Podyomnye Dvigatyeli: lift jet) was first piloted on 16 June 1966 by P. M. Ostapyenko. B. A. Orlov took over for the facto­ry tests, which ended in 1967. The aircraft made its public debut at

the Domodyedovo air show in July 1967 There proved to be fewer pros to this STOL prototype than cons, so the aircraft’s development was discontinued.

Specifications

Span, 7.765 m (25 ft 5.7 in); fuselage length (except cone and probe), 12.3 m (40 ft 4.3 in); wheel track, 3.4 m (11 ft 1.9 in); wheel base, 5.15 m (16 ft 10.7 in).

This label, invented solely for the purpose of submitting world-record corroboration documents to the FAI in Paris, applied not to one but rather to three aircraft: the Ye-155R-1, Ye-155R-3, and Ye-155P-l, all prototypes of the MiG-25 family. They were powered either by two R – 15B-300 turbojets rated at 10,005 daN (10,210 kg st) with afterburner and renamed R-266 in the FAI file, where their thrust was listed at 9,800 daN (10,000 kg st), or by two R-15BD-300 turbojets rated at 10,975 daN (11,200 kg st) renamed RD and listed at 10,780 daN (11,000 kg st).

1. 16 March 1965. Speed over a closed circuit of 1,000 km (621 miles) with a 2,000-kg (4,400-pound) payload, 2,319.12 km/h (1,252.32 kt). Pilot, A. V. Fedotov

2. 16 March 1965. Speed over a closed circuit of 1,000 km (621 miles) with a 1,000-kg (2,200-pound) payload, 2,319.12 km/h (1,252.32 kt). Pilot, A. V. Fedotov

3 16 March 1965. Speed over a closed circuit of 1,000 km (621 miles) without payload, 2,319.12 km/h (1,252.32 kt). Pilot, A. V. Fedotov

4*5 October 1967. Speed over a closed circuit of 500 km (310.5 miles), 2,981.5 km/h (1,610.01 kt). Pilot, M. M. Komarov. Absolute world record

5 *27 October 1967. Speed over a closed circuit of 1,000 km (621 miles) with a 2,000-kg (4,400-pound) payload, 2,920.67 km/h

‘These records were stil! standing as this book went to press.

(1,577.16 kt). Pilot, P. M. Ostapyenko 6 27 October 1967. Speed over a closed circuit of 1,000 km (621 miles) with a 1,000-kg (2,200-pound) payload, 2,920.67 km/h (1,577.16 kt). Pilot, P. M. Ostapyenko

7. 27 October 1967. Speed over a closed circuit of 1,000 km (621 miles) without payload, 2,920 67 km/h (1,577.16 kt). Pilot, P. M. Ostapyenko

8. * 8 April 1973. Speed over a closed circuit of 100 km (62 miles),

2,605.1 km/h (1,406.75 kt). Pilot, A. V. Fedotov

9. 5 October 1967. Altitude with a 2,000-kg (4,400-pound) payload,

29.977 m (98,325 feet). Pilot, A. V. Fedotov

10 5 October 1967 Altitude with a 1,000-kg (2,200-pound) payload,

29.977 m (98,325 feet). Pilot, A V. Fedotov

11. 25 July 1973 Altitude with a 2,000-kg (4,400-pound) payload,

35.230 m (115,555 feet). Pilot, A. V. Fedotov

12. 25 July 1973. Altitude with a 1,000-kg (2,200-pound) payload,

35.230 m (115,555 feet). Pilot: A. V. Fedotov

13. 25 July 1973. Altitude without payload, 36,240 m (118,867 feet). Pilot, A. V. Fedotov. Absolute world record

14. 4 June 1973. Time to climb to 20,000 m (65,600 feet), 2 minutes, 49.8 seconds. Pilot, B. A. Orlov

15. 4 June 1973. Time to climb to 25,000 m (82,000 feet), 3 minutes, 12.6 seconds. Pilot, P. M. Ostapyenko

16 4 June 1973. Time to climb to 30,000 m (98,400 feet), 4 minutes, 3.86 seconds Pilot, P. M. Ostapyenko

Training ship-based aircraft pilots is a rather delicate task, especially if they are to fly sophisticated machines with high wing loadings. While landing or taking off using a carrier’s deck, mistakes are usually fatal. Thus, a specialized trainer aircraft was needed. The MiG OKB engi­neers proposed a two-seat variant of the MiG-29.

Why not simply "navalize" the MiG-29UB? Add stronger gear legs and the arrester hook, some suggested This seemed like a logical approach—and yet it would have proved shortsighted in every sense of the word. Even though the angle of attack that the aircraft has to take at landing because of its short gear legs is relatively small, the forward view from the rear cockpit would still be totally inadequate to make a precise landing on a carrier deck. So on the KU project the rear seat was raised noticeably, giving the aircraft a distinctly hunchbacked sil­houette. Like the K, the MiG-29UK was to be powered by two RD-33K turbofans rated at 8,625 daN (8,800 kg st). But this project has since been abandoned.

The need to train pilots to fly at night or in adverse weather conditions led to several engineering modifications of the UTI MiG-15. The most noteworthy upgrading was the installation of the OSP-48 instrument landing system; to make room, the NR-23 cannon was removed and the capacity of fuel tank no. 1 was reduced. The instrument panel was completed with a KI-11 additional compass, and the cockpit pressuriza­tion system was fitted with a filter. On the other hand, the outlet port for spent links and cartridge cases from the UBK-E machine gun was changed to prevent it from jamming when firing. A newer gunsight, the ASP-3N (the same one used in the MiG-15), replaced the ASP-1 of the ST prototype. These modifications marked the birth of the ST-2.

After certification tests at the GK Nil WS, the ST-2 became the new master aircraft on the UTI MiG-15 production line.

When they began work on the preliminary design of a fighter capable of breaking the sound barrier in level flight in 1950, the OKB engineers decided to power it with a new, smaller Mikulin turbojet. At that time Mikulin, the engine manufacturer and academician, had just devel­oped a big and powerful turbojet, the AM-3, to power the Tu-16 bomber. Rated at 8,575 daN (8,750 kg st), it was probably the most powerful jet engine in the world Of course, it was much too large to use in a fighter. So Mikulin hit upon the idea of developing an engine with the same layout, operating cycle, and architecture as the AM-3 but on a scale one-third as large

On 30 June 1950 Khrumchev, minister of the aviation industry, Mikoyan, Yakovlev, and Mikulin were called to the Kremlin to discuss the plans for the engine that, by decree of the USSR council of minis­ters, would power the new Yakovlev and Mikoyan fighters This engine, referred to as the AM (Aleksandr Mikulin)-5, was not an imme­diate success Numerous adjustments proved to be necessary, and it was obvious that they could be performed best on a flying test bed rather than a factory test bench. Mikoyan, who was very interested in the new engine, offered to install two AM-5s side-by-side in a MiG-15, a proven aircraft For his part Yakovlev proposed arranging them in pods under the wing of his new fighter, the Yak-25

In the end the first two AM-5s replaced the single VK-1 of the MiG – 15 bis 45 (the experimental aircraft that had led the wray to the MiG – 17) This modification was approved on 20 April 1951 by the council of ministers and renamed the SM-1. The prototype rolled out of the facto­ry at the end of 1951 and was put into the hands of test pilot G A Sedov The goals of the SM-1 tests were to improve on the performance of the MiG-17 with a minimum of modifications and to bring the AM – 5A to the required level of reliability and fuel efficiency

The AM-5A had no afterburner, and its maximum rating was 1,960 daN (2,000 kg st) But the thrust of the two engines together was greater than that of a single VK-1 F with reheat. Moreover, the two AM – 5As weighed 88 kg (194 pounds) less than one VK-1F Yet it quickly became apparent that the thrust of the AM-5A was inadequate to meet the design specifications Mikulin then decided to add an afterburner to the engine, which thus became the AM-5F and was rated at a maxi­mum dry thrust of 2,015 daN (2,150 kg st) and a reheated thrust of 2,645 daN (2,700 kg st). Both fuel tanks—with capacities of 1,220 1 (322 US gallons) and 330 1 (87 US gallons)—were located m the fuselage behind the cockpit. To accommodate the required increase in airflow, the engine air intake ducts were widened. A canister for a 15-m2

(161-square foot) tail chute was attached to the fuselage under the tail section.

The AM-5F development flights with the SM-1 and later the SM-2 convinced Mikoyan, Mikulin, and other experts that the thrust of this engine was still inadequate for the next generation of Soviet aircraft. Mikulin embarked immediately on the creation of a new afterburner and increased the engine compressor output from 37 to 43.3 kg/sec. Out of this came a much more powerful turbojet, the AM-9, later renamed the RD-9B. The top speed of the compressor’s first stage was already supersonic, and with the afterburner the thrust reached 3,185 daN (3,250 kg st). This was the engine that the MiG OKB counted on for its new supersonic interceptor.

Specifications

Span, 9.628 m (31 ft 7 in); overall length, 11.264 m (36 ft 11.5 in); fuse­lage length, 8.603 m (28 ft 2.7 in); wheel track, 3.849 m (12 ft 7.5 in); wheel base, 3.368 m (11 ft 0.6 in); wing area, 22.6 m2 (243.3 sq ft); empty weight, 3,705 kg (8,166 lb); takeoff weight, 5,210 kg (11,483 lb); wing loading, 230.5 kg/m2 (47.2 lb/sq ft).

Performance

Max speed, 1Д93 km/h at 1,000 m (644 kt at 3,280 ft); 1,154 km/h at

5. m (623 kt at 16,400 ft); climb to 1,000 m (3,280 ft) in 0.16 min; to

5.0 m (16,400 ft) in 0.94 min; to 10,000 m (32,800 ft) in 2.85 min; to

15.0 m (49,200 ft) in 6.1 min; service ceiling, 15,600 m (51,170 ft); range, 920 km at 5,000 m (570 mi at 16,400 ft); 1,475 km at 10,000 m (915 mi at 32,800 ft); 1,965 km at 15,000 m (1,220 mi at 49,200 ft); take­off roll, 335 m (1,100 ft); landing roll, 568 m (1,863 ft).

The K-5 air-to-air missile was developed and mass-produced in the mid-1950s, and the Mikoyan ОКБ was ordered to design a version of the MiG-19 armed solely with these guided missiles. On January 1956 A. I. Mikoyan confirmed that the OKB was working on the preliminary design for the MiG-19PM armed with four K-5M missiles (M = Modem- izinrovanmkh: modernized). Once certified, the K-5M received the mil­itary designation of RS-2US. The future MiG-19PM was assigned the factory code SM-7/M.

The K-5M missiles were guided toward the target through a zone of equi-signals transmitted by the antenna of the RP-2U Izumrud-2 airborne radar. Due to the radar installation in the nose of the air­craft, the forward section of the fuselage had to be modified. The SM – 7/M wing was identical to that of the MiG-19P except for the addition of the K-5M pylons and the removal of the wing cannons. The tailplane was also the same as that of the SM-7/1 and therefore had an elevator. The hydraulic system was identical as well. The SM-7/M was powered by two AM-9B (RD-9B) reheated turbojets that each gen­erated 3,185 daN (3,250 kg st) of thrust. Its navigational instruments matched those of the MiG-19P with the exception of the DGMK-3 gyrocompass heading repeater, which was replaced by the GKI-1 earth inductor gyrocompass.

For the first time, the aircraft was fitted with an emergency right – left switchover from one wing tip probe to the other. The Izumrud-2 radar, an upgraded version of the RP-1, was linked with the ASP-5N sight for firing the K-5M missiles. This radar unit could spot a target ahead, plot its path in relation to the fighter’s position (heading and dis­tance) while it was still out of sight, bring the fighter toward the target to a suitable distance, and transmit coded pulses (together with the IFF interrogator) to establish the target’s identity. It could detect targets in the forward sector at bearing angles of plus or minus 60 degrees and at elevation angles between plus-26 degrees and minus-14 degrees in rela­tion to the aircraft’s longitudinal axis. It was also capable of offering the pilot a choice of attack paths on the radar scope placed in the aircraft cockpit. Once the fighter had closed to within 3,500-4,000 m (11,480-13,120 feet) the Izumrud-2 automatically fed the ASP-5N sight the target’s distance, bearing, and elevation coordinates, whatever the visibility conditions.

APU-4 launch rails were fastened to the wing pylons so as to fire either K-5M missiles or ARS-160 and ARS-212M unguided rockets. The missiles were electrically triggered by fire buttons located on the con­trol column through a PUVS-52 active-inert control panel

The SM-7/M made its debut in January 1957 with G. A. Sedov at the controls. After being certified, it was mass-produced with the mili­tary designation of MiG-19PM Shortly thereafter the SM-7/2M was brought out for tests. It differed from the first prototype only in its slab tailplane. Most of the state trials and acceptance flights were made by S. A. Mikoyan, a military pilot The SM-7/2M was flight-tested with K – 5M missiles from 14 to 23 October 1957. It was certified and mass-pro­duced as well under the military designation MiG-19PMU

Specifications

Span, 9 m (29 ft 6.3 in); fuselage length, 10 48 m (34 ft 4 6 in); height, 4 02 m (13 ft 2 3 in); wing area, 25 m2 (269 sq ft); takeoff weight, 7,730 kg (17,040 lb); takeoff weight with two 400-1 (106-US gal) drop tanks, 8,464 kg (18,655 lb); wing loading, 309,2-338 6 kg/m2 (63.4-69.4 lb/sq ft).

Performance

Max speed, 1,250 km/h at 10,000 m (675 kt at 32,800 ft); 1,130 km/h at

15.0 m (610 kt at 49,200 ft); without reheat, 1,100 km/h at 5,000 m (594 kt at 16,400 ft); 965 km/h at 14 000 m (520 kt at 45,900 ft), climb to 5,000 m (16,400 ft) with reheat in 4.8 min, climb to 5,000 m (16,400 ft) with dry thrust in 7.2 min; service ceiling with reheat, 16,700 m (54,800 ft), service ceiling with dry thrust, 15,000 m (49,200 ft); range,

1.0 km at 10,000 m (620 mi at 32,800 ft); with two 400-1 (106-US gal) drop tanks, 1,415 km (880 mi).

Ye-150

The Ye-150 experimental prototype was designed as a test bed for the new Mikulin/Tumanskiy R-15-300 turbojet. The intent of the aircraft – plus-engine project was to lay the foundation for a new generation of interceptors. The aircraft was designed to fly at speeds of about 2,800 km/h (1,510 kt) and altitudes of 20,000 to 25,000 m (65,600 to 82,000 feet).

The initial plan called for the new engine to be tested on a remote­ly controlled aircraft. This turbojet had a veiy short lifetime, but in that brief period it was powered up on the test bench, examined in flight, and even used to power a missile. It had a dry thrust of 6,705 daN (6,840 kg st) and a reheated thrust of 9,945 daN (10,150 kg st); its after­burner also had a second-stage nozzle called an ejector that supplied 19,405 daN (19,800 kg st) of thrust at Mach 2.4-2.5 and helped to clean up the base drag. For components particularly sensitive to the thermal

stresses (aerodynamic heating) that were the result of high speeds, the manufacturers decided to use heat-resistant materials such as stainless steel in place of duralumin.

The fuselage was shaped like a cylinder 1,600 mm in diameter except at the rear, where the diameter increased to 1,650 mm in the afterburner/ejector area. The shock cone in the engine air intake had a triple-angle profile and was made of dielectric material to house the antenna for the Uragan-5 interception system. The flow rate in the air inlet duct was controlled by a two-position translating ring. As soon as the aircraft reached Mach 1.65 the ring moved forward automatically; once the aircraft dropped back under that speed, the ring returned to its primary position.

The delta wing had a sweepback of 60 degrees at the leading edge, a thickness-chord ratio of 3.5 percent, Fowler-type flaps, and two-part ailerons with balance surfaces at the trailing edge. The wing could be fitted with two pylons for air-to-air missiles. The gear kinematics were standard: the nose gear strut retracted forward into the fuselage, and the main gear wheels also retracted into the fuselage while their struts folded into the wing. The cockpit was equipped with a curtain-type ejection seat. The fuel system included five fuselage tanks with a total capacity of 3,2701 (863 US gallons) plus two wet wing tanks that carried 245 1 (65 US gallons) apiece. The stabilator controls were boosted by two BU-65 power units, and those of the ailerons and rudder by two BU-75 power units. There were two separate hydraulic systems, one primary circuit and one for the servo-controls. The main circuit served the gear, the flaps, the three airbrakes on the underside of the fuselage, the translating ring on the air intake, and the surge bleed valve (on the fuselage sides) while also acting as a backup for the servo-control units. The PT 5605-58 tail chute measured 18 m2 (193.7 square feet). The cockpit hood was made of T2-55 glass, a 12-mm-thick material capable of withstanding 170° C (338° F) in aerodynamic heating.

The Ye-150 rolled out in December 1958 and was first piloted by A. V. Fedotov on 8 July 1960. During the fourth flight, on 26 July, aileron flutter was observed at Mach 0.925. The problem was quickly solved by fitting a damper on the aileron controls. After the fifth flight the tests had to be suspended because the casing of the engine gearbox had cracked. Tests resumed on 18 January 1961 with a brand-new R-15-300 turbojet. From 21 January to 30 March the aircraft made eight more flights and reached Mach 2.1 at 21,000 m (68,900 feet). After a second engine change, the Ye-150 made another twenty flights and hit a top speed of Mach 2.65 at 22,500 m (73,800 feet). At that point the ejector was replaced and the cockpit’s thermal insulation improved; tests resumed on 14 November 1961 and ended on 25 January 1962. There were forty-two flights altogether. Tests of the Uragan-5 complex with two K-9 missiles were not carried out until the Ye-152 A was ready a lit­tle later.

Specifications

Span, 8.488 m (27 ft 10.2 in); overall length (except probe), 18.14 m (59 ft 6.2 in); fuselage length (except cone), 15.6 m (51 ft 2.2 in); wheel track, 3.322 m (10 ft 10.8 in); wheel base, 5.996 m (19 ft 8 in); wing area, 34.615 m2 (372.6 sq ft); empty weight, 8,276 kg (18,240 lb); take­off weight, 12,435 kg (27,405 lb); fuel, 3,410 kg (7,515 lb); wing loading, 359.2 kg/m2 (73.6 lb/sq ft); max operating limit load factor, 5.1.

Performance

Max speed, 1,210 km/h (653 kt) at sea level; 2,890 km/h at 19,000 m (1,560 kt at 62,300 ft); climb to 5,000 m (16,400 ft) in 1 min 20 sec; to

20,0 m (65,600 ft) in 5 min 5 sec; service ceiling, 23,250 m (76,260 ft); landing speed, 275-295 km/h (148-160 kt); endurance, 1 h 50 min; range, 1,500 km (930 mi); takeoff roll, 935 m (3,065 ft); landing roll, 1,250 m (4,100 ft).

The Ye-7/1 and Ye-7/2 were both direct descendants of the Ye-6T. The MiG-21P was therefore a direct descendant of the MiG-21F, with the same R-11F-300 turbojet but a new 170-1 (45-US gallon) fuel tank behind the cockpit. To make the aircraft usable at rough strips the main gear was fitted with bigger wheels (type KT-50/2, tire size 800 x 200), and to shorten its takeoff roll two attachment points were added under rear fuselage for two solid propellant ‘‘accelerators" that could be dropped after ten seconds of burning time. The Ye-7s had the KAP-1 autopilot, but oscillations were damped on the roll axis only.

The MiG-2 IP was the first member of the family without cannons. The new air-battle concept prevailing at that time called for missiles to be the only armament of fighter aircraft It was thought that the consid­erable increase in fighter speed had ended the era of close combat. Confined conflicts such as the Vietnam War would reveal the errors of that doctrine.

The MiG-21P was also the first member of the family to be equipped with a real interception system, the MiG-21 P-13, which included TsD-30T radar (with surveillance, acquisition, tracking, and fire control modes), command receiver, SOD-57M decimetric transpon­der, Vozdukh-l-Lazur guidance system, KSI navigation system, IFF interrogator, and two K-13 IR homing air-to-air missiles. In place of missiles, the MiG-21P could cany unguided rocket pods, bombs, and even napalm containers. For ground-attack missions the pilot had the PKI-1 gunsight, which could also be used in the event of radar failure. The ejection seat was of the SK type.

The Ye-7/1 prototype made its first flight on 10 August 1958, the Ye-7/2 on 18 January 1960. The factory tests, conducted by P. M. Ostapyenko and I. N. Kravtsov, ended on 8 May 1960, and production was launched in June The performance of the MiG-21 P was identical to that of the MiG-21F except for the service ceiling, which increased to 19,100 m (62,650 feet); the climb rate at sea level in clean configura­tion, which was reduced to 150 m/sec (29,530 ft/min); and the landing roll with tail chute, which was reduced to 650 m (2,130 feet). Its maxi­mum operating limit load factor was 7 8