Category Mig

The Ye-50A high-altitude interceptor was designed in 1956 and built in the Gorki production factory after approval of a full-scale mock-up that

retained the Ye-2A airframe structure. The power unit was composed of the AM-11 turbojet and the S-155 rocket engine. Like the Ye-50, the new prototype had its rocket engine, accessories, and hydrogen perox­ide tank gathered in the fin base. A frame was added in the tail of the fuselage, and a jet air pump nozzle was installed in the engine bay.

The wing, the stabilator, the cockpit hood, and the gear were iden­tical to those of the Ye-2A. The inside fuselage arrangement was also identical to that of the Ye-2A all the way to frame no. 20. Beyond that point and back to the fin attachment fittings, it was identical to that of the Ye-50. The fuel system was modified slightly, tank nos. 6 and 7 being removed. The rocket engine control and supply systems were gathered in a long, easy-to-remove fairing on the underside of the fuse­lage. The production factory was ordered to build a batch of twenty Ye – 50As, but they were never finished because L. S. Dushkin OKB closed and therefore could not supply the needed rocket engines.

Specifications

Span, 8.109 m (26 ft 7.2 in); length (except probe), 13.25 m (43 ft 5.7 in); fuselage length (except cone), 11.53 m (37 ft 9.9 in); wheel track, 2.679 m (8 ft 9.5 in); wheel base, 4.41 m (14 ft 5.6 in).

The Ye-6/1, the first MiG-21 prototype, was ill fated. Engine failure led to the death of its test pilot, V. A. Nefyedov.

The Ye-6/2, the second MiG-21 prototype, was equipped experimentally with launch rails at the wing tips In this photograph, they hold K-13 air-to-air missiles

One of the lessons learned in combat over the Middle East and Viet­nam was that in order to defeat a turboprop-powered fighter one had

to involve it in close combat at low altitudes. To meet that challenge, the jet fighter had to be armed to the teeth and supplied with a good amount of fuel. It also needed to be a stable and maneuverable machine. The dominant feature of all of the MiG-21 variants reviewed thus far was their good performance at medium and high altitudes. But it had never performed up to par at low altitudes, because of some of the distinctive characteristics of such power plants as the R-11F2-300 and the R-13-300.

This is why it was decided in February 1971 to construct a new MiG-21 that would be especially efficient at low altitudes and high indi­cated airspeeds. The new ОКБ offspring was named the MiG-21 bis. It was powered by a new engine, the R-25-300. It was rated at 4,020 daN (4,100 kg st) dry—roughly equivalent to the R-13-300—but had a much higher afterburning ratio in that its reheated thrust was rated at 6,960 daN (7,100 kg st). Moreover, at Mach 1 and beyond it could utilize a special afterburning regime called ChR (Chrezuichayniy Rezhim: excep­tional rating) that permitted it to obtain a peak thrust of 9,700 daN (9,900 kg st) for as long as three minutes between 0 and 4,000 m (0 and 13,120 feet).

The MiG-21 bis could also be fitted with two SPRD-99 solid rocket boosters rated at 2,450 daN (2,500 kg st) apiece. Their kinetic energy topped 46,000 kgm/sec (451,000 W) for between 10 and 17.8 seconds according to temperature. The total capacity of the fuel tanks was 2,880

1 (760 US gallons). Installation of the new engine forced engineers to modify the fuel system with a booster pump for the afterburner. The aircraft was fitted with the new RSBN-2S short-range navigation sys­tem, similar to the Shoran and replaced in late-series machines by the RSBN-5S; it also received new instrument approach equipment Together, those new systems enabled the pilot to navigate accurately in even the worst weather. Automatic monitors for the airframe and engine significantly reduced maintenance downtime.

In addition to its built-in GSh-23 cannon, the MiG-21 bis was armed for close combat with R-55 and R-60M (K-60M) air-to-air missiles and with the R-13M (K-13M), which had twice the range of the R-3S and

The R-25-300, rated at 6,160 daN (7,100 kg st) with afterburner, gave the MiG-21bis excellent takeoff and climb performance.

could be fired under a much higher load factor. The airborne radar was the RP-22 Sapfir-21. The MiG-21 bis was accepted into WS fighter air regiments in February 1972 and was mass-produced in the Gorki facto­ry. India was granted the manufacturing license in 1974.

Specifications

Span, 7.154 m (23 ft 5.7 in); fuselage length (except cone), 12.285 m (40 ft 3.7 in); overall length (except probe), 14.7 m (48 ft 2.3 in); wheel track, 2.787 m (9 ft 1.7 in); wheel base, 4.7] m (15 ft 5.4 in); wing area, 23 m2 (247.6 sq ft); takeoff weight with two R-3S missiles, 8,725 kg (19,230 lb); max takeoff weight, 9,800 kg (21,600 lb); max takeoff weight on rough strip or metal-plank strip, 8,800 kg (19,395 lb); max takeoff weight with KT-92D wheels and 42A or 058 (800 x 200) tires, 10,400 kg (22,920 lb); fuel, 2,390 kg (5,270 lb); wing loading, 379.3- 426.1-382.6-452.2 kg/m2 (77.8-87.4-78.4-92.7 lb/sq ft); max operating limit load factor, 8.5.

Performance

Max speed, 2,175 km/h at 13,000 m (1,175 kt at 42,640 ft); max Mach number, 2.05; max speed at sea level, 1,300 km/h (702 kt); climb rate at sea level (half internal fuel, full thrust) with two R-3S missiles, 230 m/sec (45,275 ft/min); climb to 17,000 m (55,760 ft) in 8.5 min; ser­vice ceiling, 17,500 m (57,400 ft); landing speed, 250 km/h (135 kt);

range in clean configuration, 1,225 km at 11,000 m (760 mi at 36,080 ft), 1,110 km at 14,000 m (690 mi at 45,920 ft); with 800-1 (211-US gal) drop tank, 1,430 km at 14,000 m (890 mi at 45 920 ft), with two R-3S missiles and 490-1 (129-US gal) drop tank, 1,355 km at 11,000 m (840 mi at 36,080 ft); with two R-3S missiles and 800-1 (211-US gal) drop tank, 1,470 km at 10,000 m (910 mi at 32,800 ft), takeoff roll, 830 m (2 720 ft), landing roll with SPS and tail chute, 550 m (1 800 ft)

It does not appear that the MiG-23B, the first fighter-bomber descend­ed from a family of genuine fighters, satisfied all of the hopes pinned on it. The main weaknesses were its power plant and its nav-attack system. The MiG-27 was therefore developed from a MiG-23B air­frame—in this case, a MiG-23BM (32-25) powered by the new R-29B- 300 turbojet rated at 7,840 daN (8,000 kg st) dry and 11,270 daN (11,500 kg st) with afterburner. But unlike the MiG-23, the MiG-27 had fixed air intakes and could be recognized by its very small splitter plates, set 80 millimeters (3 78 inches) away from the fuselage wall to act as bound­ary layer bleeds. The blow-in doors used at takeoff or in flight at low Mach numbers were retained.

Keeping in mind that the aircraft’s new missions (bombing, deep tactical support) might require sudden changes in trim, the displace­ment speed of the type 3 wing between settings was modulated, so that during any aircraft acceleration or deceleration the wing could be given in due time the most favorable sweep angle, considering the air­craft’s speed. The full-span trailing edge flaps were set to 25 degrees at takeoff and 50 degrees at landing (only when the wing was fully spread). The aircraft’s standard AOA at landing was 15 degrees but could be reduced to 10 degrees for hard landings. It had a tail chute that covered 21 m2 (226 square feet) and was housed in a canister at the base of the rudder.

The main equipment included the PrNK-23 nav-attack system, SAU automatic flight control system, SPS-141 thermal jammer, Rl-65 vocal warning (for sixteen facts), SUA-1 AOA indicator, KN-23 naviga­tion computer, SG-1 radar warning receiver, SO-69 transponder, SRZO/SRO-1P IFF interrogator/transponder, RV-5R/RV-10 radio­altimeters, and Fone range finder.

This MiG-27 carries three bombs and two rocket pods. Note the new shape of the engine air intakes

The MiG-27’s weaponry was quite impressive. It had one 30-mm six-barrel GSh-6-30 cannon with 260 rounds and could handle a total load of 4,000 kg (8,815 pounds) at seven store stations:

— two SPPU-22-01 gun pods carrying twin-barrel 23-mm guns that could be depressed to attack ground targets —R-3S and R-13M air-to-air missiles —Kh-23 or Kh-29 air-to-surface missiles —240-mm S-24/S-24B rockets —UB-32A or UB-32-16 rocket pods

-twenty-two 50- and 100-kg (110- and 220-pound) bombs, eighteen 100-kg (220-pound) bombs, nine 250-kg (550-pound) bombs, eight 500-kg (1,100-pound) bombs, or tactical nuclear bombs of various sizes

—napalm containers

The internal fuel capacity was 5,400 1 (1,426 US gallons), and the aircraft could also carry three drop tanks with 790 1 (209 US gallons) apiece.

Specifications

Span (72° sweep); 7.779 m (25 ft 6.3 in); span (16" sweep), 13.965 m (45 ft 9.8 in); overall length, 17.076 m (56 ft 0.3 in); height, 5 m (16 ft 4.8 in); wing glove sweep at leading edge, 70°; wheel track, 2.728 m (8 ft 11.4 in); wheel base, 5.991 m (19 ft 7 9 in); wing area (72° sweep), 34.16 m2 (367.7 sq ft); wing area (16° sweep), 37.35 m2 (402 sq ft); empty weight, 11,908 kg (26,245 lb); takeoff weight, 18,100 kg (39,890 lb); max takeoff weight, 20,300 kg (44,740 lb); internal fuel, 4,560 kg (10,050 lb); wing loading (72° sweep), 529.9-594.2 kg/m2 (108.6-121.8 lb/sq ft); wing loading (16° sweep), 485.7-544.7 kg/m2 (99.6-111.7 lb/sq ft).

Performance

Max speed in clean configuration (72° sweep) at sea level, 1,350 km/h (729 kt); at 8,000 m (26,240 ft), 1,885 km/h or Mach 1.7 (1,018 kt); landing speed, 260-270 km/h (140-146 kt); radius of action, lo-lo-lo, with two Kh-29 missiles, 225 km (140 mi); with two Kh-29 missiles and three 790-1 (209-US gal) drop tanks, 540 km (335 mi), plus 7% reserve fuel; takeoff roll, 950 m (3,115 ft); landing roll with tail chute, 900 m (2,950 ft); landing roll without tail chute, 1,300 m (4,265 ft).

MiG-23 / 9-01 to 9-12

After the MiG-23 multipurpose fighter and the MiG-25 interceptor, the MiG engineers became aware of new trends in fighter development and studied the lessons of two decades of local military conflicts. They focused their thoughts on the next-generation aircraft: a highly maneu­verable frontline fighter that would remain true to the long-standing MiG tradition of the MiG-15 and MiG-21. This aircraft had to be the end

A large mudguard was necessary on the 9-01 because of the forward location of the front gear leg, which greatly increased the risk of foreign objects being sucked into the engine air intakes.

At first the MiG-29 was armed with a twin-barrel cannon, hence the two ports visible on the port side of the fuselage’s blended area

product of the latest advances in technology, supplemented by the OKB’s customary savoir-faire.

Some very peculiar external considerations influenced their deci­sions. The new fighter was intended to counter a trio of American fighters developed during the 1960s and 1970s: the F-15, F-16, and F-18. Needless to say, the engineers had set for themselves the goal of devel­oping an aircraft that would not only meet the requirements of the Soviet air force but also become a tough competitor on the internation­al market. Their aim would be achieved

The LFI project (Legkiy Frontovoy Istrebityel frontline light fighter) was launched in the early 1970s. The specification asked for a fighter capable of the following tasks:

1 Destroying hostile fighters in air combat, thus demonstrating air superiority

2. Destroying hostile aircraft, attacking troops and targets on the front line

3. Destroying enemy reconnaissance, AW ACS, and ECM aircraft

4 Protecting aircraft bound for other missions

5. Opposing all of the enemy’s aerial observation assets

The aircraft should also be available for reconnaissance missions and for ground support missions against small targets, under visual flight rules and with such weapons as bombs, rockets, and cannons.

The LFI gave rise to a number of quite different proposals for the aircraft’s overall architecture One called for lateral air intakes to feed two turbojets housed in the fuselage, a la MiG-25 As is now widely rec­ognized, the layout finally selected was particularly original, and no fewer than nineteen prototypes (numbered 9-01 to 9-19) were needed to develop the engine, all of the systems, and some variants.

The MiG-29’s architecture was called “integral aerodynamic design" by the Soviets It had no fuselage, or at least nothing recogniz­able as one by contemporary standards; but it could carry a lot of weight (twice what the previous generation of fighters could), had a wide flight envelope, and was capable of sustained maneuvers up to 9 g. The high thrust-to-weight ratio (1.1) allows excellent takeoff performance and vertical climbs in building up speed. Its rational architecture, thrust-to-weight ratio, and safe automatic flight control system give the MiG-29 outstanding maneuverability. Piloting the air­craft is simple and “comfortable”—an achievement that can be credited to several of R. A. Belyakov’s close assistants, namely, A. A. Chu- machenko, V. A. Lavrov, and M. R. Valdenberg.

The wing shows a leading edge sweep of 42 degrees on outer pan­els and has a 3 5 aspect ratio. Its outstanding lift capability is the result

of various lift devices: wing twist, computer-controlled maneuvering flaps (programmed for different flight regimes) across the leading edge, and plain trailing edge flaps. The aerodynamic design helps to unload the wing significantly, because 40 percent of the effective lift is provid­ed by the lift-generating center part of the fuselage

The wing contains two integral tanks, each with a capacity of 350 1 (92 US gallons). The center body—it should be considered more a lift­ing body than a fuselage—consists of (from nose to tail) the radar and its radome, the forward electronics compartment, the cockpit and the lower electronics compartment, the rear electronics compartment, fuel tank no. 1 (705 1 [186 US gallons]), fuel tank no. 2 (875 1 [231 US gal­lons]), fuel tank no 3 (1,8001 [476 US gallons]), the engine bay, and fuel tank no. ЗА (285 1 [75 US gallons]). The center body’s leading edge fea­tures a sweep angle of 73 degrees, 30 minutes. In the center of the boat-tail and the engine nozzle throats, the tail chute is placed in the middle of the jaws formed by the two-cylinder actuated, forward – hinged airbrakes (one opens upward, the other downward) Tanks nos. 1 and 3 form a major carry-through double stress box of the body struc­ture that is made of aluminum-lithium, measures 3,105 x 3,000 x 830 mm (122.2 x 118.1 x 32.7 inches), and weighs 220 kg (485 pounds)

The cockpit is fitted with the 10-degree-inclined K-36DM zero/zero ejection seat, and the pilot has a forward angle of vision limited to 14 degrees Three internal mirrors provide rearward view. The vertical tail surfaces are carried on slim booms alongside engine nacelles. The tail fins are canted 6 degrees outward Their leading edge (featuring a sweep angle of 47 degrees, 50 minutes) can be extended forward to form overwing fences that contain BVP-30-26M flare launchers.

Compared to that of the prototype and first-series aircraft, the rud­der was made larger by extending its chord. Some of the prototypes, including the 9-01 and a few production aircraft, had two ventral fins, they were quickly removed The all-moving horizontal tail surfaces on either side of the booms that carry the fins travel between +15 and -35 degrees (either symmetrically or differentially). The total span of the horizontal tail surfaces is 7.78 m (25 feet, 6.3 inches), and their sweep angle at the leading edge is 50 degrees.

The gear is of the retractable tricycle type. The nose gear has two driven wheels (tires 570 x 140 mm) and retracts rearward between the engine air intakes. On prototype 9-01 the longer front leg was hinged farther forward—practically under the pilot’s seat—and held gear door elements. There was a big mudguard to the rear of the prototype’s nosewheels that was later reduced in size to avoid any cramming effect. The nosewheels are steerable: plus or minus 8 degrees for taxi­ing, takeoffs, and landings, plus or minus 30 degrees for slow ground maneuvers. The main gear retracts forward into the wing roots, the

This interesting photograph shows the unexpected comeback on prototype 9-17 of ven­tral tail fins, which never seemed to disappear once and for all.

This first-series MiG-29 carries six air-to-air missiles—two R-27s and four R-60s Note the peculiar shape of the mudguard; it will later be modified.

wheels (tires 840 x 290 mm) turning 90 degrees to lie flat above the legs. The gear is hydraulically powered and can be extended mechani­cally in case of emergency

The power plant consists of two RD-33 two-spool turbofans devel­oped by the Klimov ОКБ. Each is rated at 4,940 daN (5,040 kg st) dry and 8,135 daN (8,300 kg st) with afterburner and fed by two ducts that reveal a very distinctive feature Because this fighter was designed to operate from rough strips near the front Ime, the engine ducts are cant­ed slightly and have wedge intakes that stand away from the lower part of the center body to form a boundary layer bleed. They also house a multisegment ramp that allows the pilot to modify the ducts’ size to suit the aircraft’s speed and flight conditions up to the maximum indi­cated airspeed of 1,500 km/h (810 kt) or Mach 2.3. The overall internal fuel capacity—4,365 1 (1,153 US gallons)— can be complemented by a 1,500-1 (396-US gallon) auxiliary tank located under the fuselage, between the engine ducts.

This ramp device includes a top-hinged, perforated forward door that closes the duct while the aircraft is taxiing, taking off, or landing At that point the engines are fed mainly via louvers on top of the outer parts of the center body and via the perforations of the door When the aircraft’s speed reaches 200 km/h (108 kt) at takeoff the nose gear’s shock strut expands and opens the door, compression of the same shock strut at touchdown closes the door. Both engines are thus pro­tected against foreign object damage (FOD) The louvers also have an air inlet control function, sometimes disymmetncal, and behind them are three lattice ports that are in fact spill doors.

Both engines drive the accessory gearbox The GTDE-117 auxiliary power unit is a small turbine engine weighing 40 kg (88 pounds) and delivering 98 ch equivalent shaft horsepower to start the turbofans or 70 ch for other duties. The air scoop for this APU can be seen above the rear fuselage on port side. Exhaust passes through the underbelly fuel tank when in place There is a single-point pressure refueling through receptacle in the port wheel well but there are also overwing recepta­cles for manual gravity fueling

The mechanical flying controls, hydraulically powered and out­standingly efficient, ensure steadiness throughout the flight envelope The pilot thus can reach the appropriate angle of attack and load factor quickly—a point of the utmost importance for a fighter Moreover, they can be serviced by field support crews This flight control system includes an AOA limiter set at 26 degrees to prevent spins and roll-offs and to maintain control of the roll and pitch attitude. In symmetrical maneuvers that do not involve banking, an AOA of 30 degrees can be safely reached

During flight demonstrations of the MiG-29 at Farnborough in 1988, specialists noticed with interest its 360-degree sustained level

This photograph of prototype 9-10 emphasizes the cleanness of the MiG-29 s “integral aerodynamic design.”

The 9 17 was used for testing larger rudders Here, it carries overwing fin extensions containing IRCM flare launchers

Exploded view of the MiG-29. (1) Radome. (2) Forward electronics compartment. (3) Nose gear strut. (4) Cockpit and lower electronics compartment. (5) Apex. (6) Air intake duct (7) Main gear leg. (S) Leading edge flaps (9) Aileron. (10) Flaps. (11) Wing box. (12) Port engine cowling. (13) Fuel tank no. ЗА. (14) Rear bay. (15) Slab tailplane. (16) Rudder (17) Tail fin. (18) Eng ne access panels (19) Fuel tank no. 3. (20) Panels and walls of fuel tank no. 2 (21) Fuel tank no. 1 (22) Air intake louvers. (23) Access panels and walls of the central equipment bay (24) Cockpit canopy. (25) Windshield (MiG OKB document) This view depicts one of the early production aircraft as indicated by the gear door element on the nose gear strut smaller wheels (530 x 100 for the nosewheels. 770 x 200 for the mam gear), smaller rudders five-section leading edge flaps, and two section ailerons and flaps

turns as well as its 350-m (1,150-foot) radius of turn at 800 km/h (432 kt) and its 225-m (740-foot) radius of turn at over 400 km/h (216 kt)— with, in both cases, a 3.8 load factor. In a sustained level turn at 10,000 m (32,800 feet) and Mach 0.9, both the pilot and the airframe had to withstand between 4.6 and 5 g.

If turn rate is essential to a fighter, linear acceleration is even more so. That of the MiG-29 at Mach 0.85 at sea level is 11 m/sec2 (36 ft/sec2), which means that the aircraft needs 13 seconds to accelerate from 500 to 1,000 km/h (270 to 540 kt). Its linear acceleration is still 6.5 m/sec2 (21.3 ft/sec2) at Mach 0.85 at 6,000 m (19,680 feet).

The SUV multiform fire control unit is one of the most interesting features of the MiG-29 For the first time anywhere, a fighter was equipped with a fire control unit that employed three different chan­nels for target acquisition, pulse Doppler radar linked to a laser range finder, infrared search and tracking system (IRST), and helmet-mount­ed target designator. All of these systems work together with the help of on-board computers The fire control system is thus entirely auto­matic, ensuring efficiency and discretion at the time of attack and increasing the combat capabilities of the aircraft as it engages hostile targets in a countermeasure environment. The IRST system measures

the target coordinates with the highest accuracy; the first salvo of can­non shells seldom if ever fails to hit its objective.

The N 019/RP-29 (Sapfir 29) pulse Doppler radar can acquire a tar­get with the radar cross-section of another fighter at a distance of 100 km (62 miles) and track it to within 70 km (44 miles). It can also track ten hostile aircraft simultaneously but has no mapping mode. The hel­met-mounted target designator is used for off-axis direction of air-to-air missiles.

Standard weaponry includes either six R-60T or R-60MK IR-guided close-range air-to-air missiles or four R-60s and two R-27R-1 radar-guided medium-range (50-70 km [31-44 miles]) air-to-air missiles at six wing store stations. But it can also carry other weapons such as R-73A/R-73E close-range air-to-air missiles, which can be fired as long as the load fac­tor is under 8. The missiles’ homing heads are hardened against enemy ECM

The cannon armament is limited to a single 30-mm GSh-301 with 150 rounds. It is located in the forward part of the port glove formed by the center body ahead of the wing (the 9-01 prototype had a twin-barrel cannon at the same place). The maximum war load of 3,000 kg (6,600 pounds) may also include four FAB-500 or eight FAB-250 bombs, four B-8M-1 rocket pods (20 x 80 mm), four S-24B 240-mm rockets, four 3B-

Takeoff of a MiG-29 The gear is not yet fully retracted, and the leading edge flaps are still extended but the trailing edge flaps have already retracted and the slab tailplane is deflected upward This aircraft has only four store stations instead of the usual six

This MiG-29 (9-10) still has the older type of rudders and carries six air-to-air missiles (two R-27s and four R-60s).

500 napalm bombs, four KMGU-2 submunitions dispensers, or a combi­nation of these weapons.

The MiG-29 was first piloted on 6 October 1977 by A. V. Fedotov. The aircraft’s official acceptance certificate was signed in 1984, but mass production had started as early as 1982. The MiG-29 was pho­tographed by a U. S. satellite in November 1977 at the Ramenskoye flight test center and given the provisional Western designation Ram-L The second prototype was flown in early June 1978 and lost due to engine fire on 15 June with Menitskiy at the controls; the pilot was saved by its KM-1 ejection seat. The fourth prototype was lost with Fedotov at the controls on 31 October 1980 due to engine problems also, and once more the pilot was saved by the ejection seat.

In June 1983, when the first MiG-29s were delivered to the air regi­ments, 2,000 test flights had taken place. The aircraft was continuously updated, and if not for the recent events in the ex-USSR it could have had a bright future. The production version did correspond to the izdeliye 9-12 standard.

The MiG-29 was exported to eleven countries: Cuba, Czechoslova­kia, East Germany, India, Iran, Iraq, North Korea, Poland, Rumania, Syria, and Yugoslavia. It is interesting to note that eighteen single – seaters and five two-seaters delivered to the former East Germany are now flown by pilots of the 5th Luftwaffe division in the FRG.

Specifications

Span, 11.36 m (37 ft 3.2 in); overall length, 17.32 m (56 ft 9.9 in); fuse­lage length, 14.875 m (48 ft 9.6 in); height, 4.73 m (15 ft 6.2 in); wheel track, 3.09 m (10 ft 1.7 in); wheel base, 3.645 m (11 ft 11.5 in); wing area, 38 m2 (409 sq ft); takeoff weight, 15,240 kg (33,590 lb); max take­off weight, 18,500 kg (40,775 lb); wing loading, 401-486.8 kg/m2 (82.2-99.7 lb/sq ft); max operating limit load factor, 9 at < Mach 0.85; 7 at > Mach 0.85.

Performance

Max speed at sea level, 1,500 km/h (810 kt); max permissible operat­ing speed, 2,450 km/h or Mach 2.3; takeoff speed, 220 km/h (119 kt); approach speed, 260 km/h (141 kt); landing speed, 235 km/h (127 kt); climb rate at sea level, 330 m/sec (64,945 ft/min); service ceiling, 17,000 m (55,760 ft); range in clean configuration, 1,500 km (930 mi); with 1,500-1 (396-US gal) auxiliary tank, 2,100 km (1,300 mi); takeoff roll, 260 m (855 ft) with afterburner, 600 m (1,970 ft) without after­burner; landing roll with tail chute, 600 m (1,970 ft)

In the history of aviation transitional periods are always marked by attempts to develop more powerful engines The first turbojets offered only meager thrust. For example, the first Soviet jet—the TR-1, designed and built by A. M Lyulka—delivered power equivalent to 1,323 daN (1,250 kg st) and was not available until 1947. The wartime German jets Jumo 004 and BMW 003 had thrusts limited to 880 and 785 daN (900 and 800 kg st) respectively Therefore, during this transi­tional period several aircraft manufacturers including Mikoyan and Guryevich decided to test the efficiency of rocket engines or ZhRD (Zhidkostniy Raketniy Dvigatyel liquid-propellant rocket engine) for a new type of high-speed, high-altitude interceptor At that time, only the rocket engine could meet those two requirements One of the basic advantages of rocket engines is that their thrust is slightly subordinat­ed to speed and altitude, two values that then depended only on the amount of combustible and oxidizer the interceptor could carry in its tanks.

The first thing that catches one’s eye about the three-view drawing of the Zh is the T-tail (the stabilizer is on top of the fin). In a note dated 30 May 1946 that was included with the preliminary design, Mikoyan and Guryevich wrote "If one reduces the effect of the wing on the sta­bilizer, it may be supposed that the moment characteristics will not be modified up to Mach 0 9 This is why the stabilizer has been moved upward, in relation to the wing, this displacement is equal to 1 2 MAC (mean aerodynamic chord).” Similar high-set stabilizers would appear later on transonic aircraft such as the MiG-15, MiG-17, and 1-320 But in 1946 TsAGI had not yet studied the characteristics of swept-wing air­craft, and manufacturers were not yet equipped with the necessary experimental and scientific facilities. This is why both 1-270 prototypes built at the end of 1946 had a straight wing The sweep angle at the leading edge was 12 degrees. Only the stabilizer was swept back (30 degrees at the leading edge) as shown in the preliminary design.

The 1-270 was an all-metal aircraft with a circular semimonocoque fuselage and a cantilever midwing. The fuselage was built in two parts and then mated (a first for MiG), The one-piece wing had a five-spar box structure and thick skin panels and was embedded in the lower part of the fuselage Its laminar flow airfoil was relatively thm The pre­liminary design called for a wing with a 20-degree quarter-chord sweep angle identical to that of the MiG-8, but as noted both prototypes received a straight wing with a modest taper to both the leading and trailing edge The main gear had a very narrow wheel track (1.6 m

The first prototype of the 1-270, or Zh-1, made its First flight without its power plant, towed behind a Tu-2 It was then released and allowed to glide to a landing.

The Zh-1 was somewhat short-lived Test pilot Yuganov had to make a belly landing, and the aircraft was thought to be beyond repair.

[5 feet, 3 inches]) and retracted inward into the wing center section The nose gear well and the two 23-mm NS-23 cannons (40 rpg) were located under the pressurized cockpit

It was planned to put two rocket pods (four RS-82s each) under the wing, but the idea was not accepted. The seat was equipped with a small pyrotechnic device to enable the pilot to eject in case of emer­gency. The power plant was a dual-chamber RD-2M-3V bipropellant rocket engine dev eloped by L S Dushkm and V P Glushko The com­bined thrust of both chambers was 1,421 daN (1,450 kg st)—that is, 1,029 daN (1,050 kg st) for the mam chamber and 392 daN (400 kg st) for the cruise chamber mounted on top The rocket engine was pump – fed by a mixture of nitric acid, kerosene, and hydrogen peroxide (80 percent). The propellants weighed 2,120 kg (4,672 pounds). All propel­lants were stored in three sets of tanks 1,620 kg (3,570 pounds) of nitric acid in four tanks, 440 kg (970 pounds) of kerosene in one tank, and 60 kg (132 pounds) of hydrogen peroxide in seven tanks The pro­pellant turbopumps were driven by two generators one that was part of the aircraft’s electrical system; and a second, powered by the wind – milling action of a small propeller in the nose, that served as a backup The first prototype or Zh-1 was rolled out at the end of 1946 with­out its power plant and made a few flights in December 1946 towed behind a Tu-2 bomber During these tests the bomber released it, and it glided to landings Before these first glide descents, pilots trained on a modified Yak-9 fighter that was weighted with lead ingots to approxi­mate the design yaw and pitch characteristics of the 1-270 The RD-2M – 3V rocket engine was mounted on the second prototype or Zh-2. In early 1947 an OKB test pilot, V. N Yuganov, used the engine in flight. He handed responsibility for the test flights over to a military pilot, A, K. Pakhomov, who shortly thereafter botched a landing and destroyed the aircraft. Within weeks Yuganov belly-landed the Zh-1, and the pro­totype was not repaired The 1-270 never made it past its factory tests And with the MiG-9, the Yak-15, and the first surface-to-air missiles in operation, the rocket-powered interceptor was no longer essential to the air defense forces So work came to a halt on the 1-270 and the RM-1, a similar type of interceptor designed by A S Moskalyev

Specifications

Span, 7 75 m (25 ft 5 1 in); length, 8 915 m (29 ft 3 in); height, 3 08 m (10 ft 1 3 in), height in level flight position, 2 58 m (8 ft 5 6 in), wheel track, 1.6 m (5 ft 3 in); wheel base, 2.415 m (7 ft 11 10 in), wing area, 12 m2 (129 2 sq ft), empty weight, 1,546 kg (3,407 lb); takeoff weight, 4,120 kg (9,080 lb), propellants, 2,120 kg (4,672 lb), wing loading, 343.3 kg/m2 (70 4 lb/sq ft).

The second prototype of the 1-270 or Zh-2, had a standby electrical system that was powered by the windmilling action of the small propeller in its nose

■

This photograph of the Zh-2 shows the two superimposed chambers of the RD-2M-3V rocket engine.

Performance

Max speed, 900 km/h at 5,000 m (486 kt at 16,400 ft), 928 km/h at 10,000 m (501 kt at 32,800 ft), 936 km/h at 15,000 m (505 kt at 49,200 ft), climb to 10,000 m (33,800 ft) in 2.37 min; to 15,000 m (49,200 ft) in 3.03 min; service ceiling, 17,000 m (55,760 ft), landing speed 137 km/h (74 kt); takeoff roll, 895 m (2,935 ft); landing roll, 493 m (1,617 ft); endurance with both chambers, 255 sec; with the cruise chamber only, 543 sec.

This MiG-15 bis was used as a test bed for the RP-1 Izumrud ("emer­ald") ranging radar developed by V. V. Tikhomirov in 1950. This radar had two antennae, one that scanned the sky for its target and one that could track enemy aircraft automatically. The scanning antenna was housed in a dielectric radome at the top of the engine air intake; the tracking antenna was set into a small, streamlined compartment in the air intake partition. The radar rack was in the equipment bay, in front of the cockpit. Radar control and target acquisition were automatic, but only the pilot could determine the distance and open fire. Like the SP – 1, the SP-5 had only one cannon. Because the Izumrud proved to be easier to operate and much more reliable than the Toriy, series produc­tion was recommended. It would later be used for both the MiG-17 and the MiG-19.

MiG 15 bis / S0/SA-1/SA 3/SA 4

These four designations were given to production MiG-15 bis’s used as test beds for various equipment and systems. They did not differ exter­nally.

The First Soviet Supersonic Fighter

The MiG-19 was taken for its premier flight on 5 January 1954 by G. A. Sedov, now the chief constructor at the Mikoyan ОКБ. It is no secret that the transition to supersonic speed was lengthy, tricky, and bloody. Ivashchenko died in a MiG-17, and many pilots were lost in other OKBs and aircraft manufacturers all the world over.

Some pilots succeeded in reaching and even surpassing Mach 1 for a short while, but for the true supersonic effect one had to maintain that speed for a long time in level flight. The SM-2, the first prototype of the MiG-19, seemed to have all of the prerequisites for supersonic flight: a thin wing with a high sweep angle (57 degrees), a reduced mas­ter cross-section, and a pair of AM-5A engines, a new type of compact and efficient turbojet. But the problem proved to be far more intricate than expected. More than one person would have lost heart, but all concerned clenched their teeth and committed themselves deeply.

Work on the engine got under way when it was decided to add an afterburner to the axial flow AM-5A turbojet. Mikulin knew how to make a success of this afterburner with an efficient flame holder that did not reduce the gas rate of flow in the combustion chamber. The armorer N. I. Volkov moved two of the three cannons and their ammu­nition into the leading edge of the wing near the root. In this manner, empty space in the wing was filled and some much-sought-after room was made in the fuselage for new equipment.

For their part, A. G. Brunov, deputy chief constructor, and R. A. Belyakov, department manager, developed a new servodyne-powered flight control unit. The variable incidence stabilizer was replaced by a stabilator, a single pivoted tailplane (without elevator) for pitch control (also called a slab tailplane) All flight control systems were duplicated to guard against failure of the main unit, and the stabilator was fitted with a booster control and an artificial feel unit. (As explained by Bill Gunston in Jane’s Aerospace Dictionary, "In aircraft control system arti­ficial feel can be explained by forces generated within system and fed to cockpit controls to oppose pilot demand. In fully powered or boosted system there would otherwise be no feedback and no ‘feel’ of how hard any surface was working.”) The engine flameout problems that occurred during cannon tests with the MiG-9 had not been forgotten, and everything was done to dodge the difficulty. The ejection proce­dures were also improved to protect the pilot at much higher speeds.

A lot of useful information was collected during the SM-2 flights. Unexpected spins occurred due to the blanketing effect of the wing on the stabilator at great angles of attack (AOA). The aircraft had to be returned to the wind tunnel, and tests there led engineers to move the stabilator from the top to the base of the fin. Moreover, the location of the wing fences was modified. This is how the SM-2 became the SM-9.

At this time the North American F-100 Super Sabre could not exceed Mach 1.09. From the start Sedov reached Mach 1.3 or 1,400 km/h (756 kt) in the MiG-19 and thereby beat—unofficially—the world speed record. But there remained many youthful inadequacies to cure. The stretch of the turbine blades at high rotation speeds ceased to be a problem once new heat-resistant steel was used to make the blades. The inadequate roll handling was improved by placing spoilers ahead of the ailerons. The longitudinal swings noticed at high speeds van­ished thanks to the new artificial feel system. The pressure surges felt on the rudder pedals at transonic speed were remedied by initiating a vortex flow—or burbling—on the rear of the fuselage. All of this was done step by step.

Only fourteen months after the SM-9’s first flight, two production MiG-19s were delivered to a hghter regiment. The MiG-19 was mass – produced and operated in many countries.

1-370 /1-1 /1-2

During the first half of the 1950s the ОКБ carried out—concurrently with the difficult development of the MiG-19—research work in other directions in its quest to break the sound barrier. One result was the I- 370 (prototypes 1-1 and 1-2), forefather of a new family of fighters that did not rely on Mikulin engines. The 1-370 represented a synthesis of the MiG-17 and MiG-19 as far as structure and aerodynamic design were concerned. Powered by a Klimov VK-7 but retaining the cannon arrangement of the MiG-17 (one N-37 on the right and two NR-23s on the left), the 1-1 borrowed the planform and 55-degree С/4 sweepback of the MiG-19 wing as well as the forward fuselage (except for a few modifications made necessary by the new power plant). The wing, attached to the fuselage just like the MiG-19, was of the monospar type with inside stiffeners.

The axis of rotation of the variable incidence stabilizer (with eleva­tors) was just above the afterburner duct. Preliminary sketches showed the stabilizer atop the fin, but after the SM-2 tests it was put under the base. Because one VK-7 "inhaled" a lot less air than two AM-9Bs, the air intake section was reduced. To counterbalance the diminution in yaw stability, two ventral fins angled at 45 degrees were added under the tail. The ailerons and flaps were identical to those of the MiG-19.

The cockpit hood was molded in one piece with a frame member in elektron, a light magnesium alloy. In case of emergency it had to be jettisoned whatever the aircraft’s attitude. The windshield was bullet­proofed and electrically heated. When the pilot activated the ejection seat, the cockpit hood was automatically jettisoned and the airbrakes were deployed.

The VK-7 no. K-733 had a nominal thrust of 3,455 daN (3,525 kg st) and 5,130 daN (5,235 kg st) with afterburner. In the midst of the flight tests it was replaced by a slightly more powerful VK-7 no. K-338 with 4,115 daN (4,200 kg st) of nominal thrust and 6,145 daN (6,270 kg st) with afterburner. At first the top speed of the 1-370 (1-1) reached 1,452 km/h (784 kt)—precisely that of the MiG-19S. But once the turbine inlet gas temperature was raised to 800° C (1,472′ F), the 1-370 reached 1,510-1,520 km/h (815-821 kt).

Rolled out in December 1954, the 1-І prototype was first piloted by F. I. Burtsev of the Nil WS on 16 February 1955. Tests continued until 2 June. According to Burtsev—who flew the aircraft thirteen times— the 1-1 reached Mach 1.334 and remained steady in flight Moreover, it handled just like the MiG-19 while taking off, climbing, descending, and landing.

The pickup of the VK-7 was not as good as that of the VK-1F But so long as the engine speed did not exceed 12,100 rpm, the VK-7 running was virtually identical to the VK-1F at all ratings The three fuselage tanks had a capacity of 2,025 1 (535 US gallons) The first two tanks were of the bladder type, while the third was made of welded AMTsAM alloy in the rear fuselage Two drop tanks could be attached under the wing The weapon system included the ASP-4N gunsight tied to the Radal-M ranging radar, the RSIU-3 VHF, IFF interrogator, and the OSP – 48 ILS receiver A new wing that featured a sweepback C/4 of 57 degrees did not help the aircraft reach its design airspeed With that new wing the aircraft was renamed the 1-2.

Specifications

Span, 9 m (29 ft 6.3 in), overall length 12 7 m (41 ft 8 in), fuselage length, 10 44 m (34 ft 3 in); wheel track 4 156 m (13 ft 7 6 in), wheel base, 4 508 m (14 ft 9 5 in); wmg area, 25 m2 (269 sq ft), empty weight, 5 086 kg (11,210 lb) takeoff weight 7,030 kg (15,495 lb) max takeoff weight, 8 300 kg (18 295 lb) fuel, 1 680 kg (3 700 lb) wmg loading, 280.2-332 kg/m2 (57.4-68 lb/sq ft)

Performance

Max speed, 1 452 km/h at 10 800 m (784 kt at 35,400 ft) climb to 5,000 m (16 400 ft) in 1 15 mm. to 10,000 m (32,800 ft) in 3 min service ceil­ing, 17 000 m (55,760 ft), approach speed 180 km/h (97 kt), takeoff roll, 464 m (1,522 ft); landing roll, 730 m (2,395 ft); range with two drop tanks, 2,500 km (1,550 mi)

The first three MiG-21 prototypes, Ye-6/1, Ye-6/2, and Ye-6/3, were built and flight-tested in 1957 and 1958. They were powered by a new version of the AM-11 turbojet, the R-11F-300 (developed from the experimental R-37F) rated at 3,800 daN (3,880 kg st) dry or 5,625 daN (5,740 kg st) with afterburner. Their stabilators were lower than that of the Ye-5, forcing designers to rearrange the airbrakes in these units; the two canted ventral fins on the fuselage under the tail were replaced by a single unit; the nozzle throat was lengthened; and the rear part of the cockpit hood was redesigned. Only the Ye-6/1 retained the six wing fences first seen on the Ye-5.

In no time the Ye-6/1 reached Mach 2.05 at 12,050 m (39,520 feet). But the seventh flight, on 28 May 1958, ended in tragedy after the engine failed at about 18,000 m (59,040 feet). The test pilot, V. A. Nefyedov, struggled desperately to return to the airfield in order to save the aircraft and the recording of all its flight data. He made it to the runway, but as the plane touched down it overturned and caught fire Severely burned, Nefyedov died in a hospital a few hours later. The official inquiry established that the pilot was betrayed by the pres­sure drop in the hydraulic system due to engine failure. Because the stabilator was hydraulically controlled the standby electrical control was automatically activated, but it took the backup unit far too long to set the stabilator at the proper angle. As a consequence the hydraulic system on the Ye-6/2 was duplicated and backed up by an emergency pump, and the electrical control unit was removed. К. K. Kokkinaki was given responsibility for the Ye-6/2 test program. This second pro­totype, numbered 22, was equipped experimentally with missile launching rails at the wing tips.

The Ye-6/3 made its first flight in December 1958 and became world-famous a few months later under the fanciful designation Ye-66 while beating two world records:

1. 31 October 1959. Speed over a 15- to 25-km (9- to 16-mile) course at unrestricted altitude, 2,388 km/h (1,289.52 kt). Pilot, G. K.

Mosolov. Highest speed attained during this flight, 2,504 km/h (1,352.16 kt)

2. 16 September 1960. Speed over a closed circuit of 100 km (62 miles), 2,148.66 km/h (1,160.28 kt). Pilot, К. K. Kokkinaki. High­est speed attained during this flight, 2,499 km/h (1,349.46 kt) or Mach 2.35

The MiG-21 was the first mass-produced Mach 2 fighter in the USSR, It differed so extensively from the fighters of the preceding generation that pilots urgently needed a dedicated trainer. The decision to work on the preliminaiy design was made as early as November 1959 at a time when a few MiG-2 lFs were taking shape on the assembly line, but the MiG-21 F-13 airframe was finally selected to serve as the basis for the training aircraft. The layout retained was that of the tandem two-seater, with the student pilot in the front seat and the flight instructor in the rear seat The cockpit hood was composed of a wind­shield and two side-hinged canopies that opened to starboard and thus could not be used to protect the crew on their SK ejection seats. The first MiG-21 U employed the tail fin of the late-series MiG-21F-13, but the air data probe on the trainer was set above the air intake

The Ye-6U prototype of the MiG-21 U two-seater was developed from a MiG-21 F-13

airframe.

In the MiG-21 U the front seat is for the student pilot the rear seat for the instructor Both canopies open to starboard.

The aircraft was powered by the R-11F-300, rated at 5,620 daN (5,740 kg st) with afterburner. The total capacity of the fuel tanks was 2,350 1 (620 US gallons). The MiG-21U had neither radar nor built-in armament but could be equipped with a ventral pod containing an A – 12.7 machine gun. It was first piloted on 17 October 1960 by P. M. Ostapyenko and was mass-produced for the WS in the Tbilisi factory between 1962 and 1966 and for export in the MMZ Znamya Truda fac­tory in Moscow between 1964 and 1968. A modified MiG-21U renamed Ye-33 broke two female world records in 1965:

1. 22 May 1965. Altitude, 24,336 m (79,822 feet). Pilot, N. Prokhanova

2. 23 June 1965. Altitude in horizontal flight, 19,020 m (62,386 feet).

Pilot, L. Zaytseva

Specifications

Span, 7.154 m (23 ft 5.7 in); fuselage length (except cone and probe),

12.18 m (39 ft 11.5 in); wheel track, 2.692 m (8 ft 10 in); wheel base,

4.806 m (15 ft 9.2 in); wing area, 23 m[5] (247.6 sq ft); takeoff weight, 7,800 kg (17,190 lb); fuel, 1,950 kg (4,300 lb); wing loading, 339.1 kg/m2 (69.5 lb/sq ft); max operating limit load factor, 7.

Performance

Max speed, 2,175 km/h at 13,000 m (1,175 kt at 42,640 ft); max speed at sea level, 1,150 km/h (621 kt); climb rate at sea level (half internal fuel, full thrust) with two R-3S missiles, 120 m/sec (23,620 ft/min); climb to 17,800 m (58,380 ft) in 8 min; service ceiling, 18,300 m (60,025 ft); landing speed, 280 km/h (151 kt); range, 1,210 km at 14,000 m (750 mi at 45,920 ft); with 800-1 (211-US gal) drop tank, 1,460 km (905 mi); takeoff roll, 950 m (3,115 ft); landing roll, 800 m (2,625 ft).