Category Mig

MiG 27D / 32 27 MiG27M/3223 MiG 27L / 32 29L

These three versions were the most advanced of the MiG-27 family. They were all equipped with the upgraded PrNK~23M nav-attack sys­tem, which improved their operating range significantly. Their weaponry includes various containers such as the three-camera recon­naissance pod or SPPU-22 gun pods (for the 23-mm twin-barrel depressible cannon with 260 rounds).

The MiG-27D was equipped with the Klen ("maple") range finder (much more efficient than the MiG-23’s Fone). The MiG-27L (32-29L) was the export version of the МЮ-23М and is built under license by India’s HAL as the Bahadur (“valiant"). Production of 165 machines was launched there in 1984; it seems very likely that this number will increase.

MiG-15 bis Burlaki

Burlaki is a nickname that means "towed.” The purpose of this experi­mental prototype was to assess the feasibility of a rather odd idea. In the early 1950s, the Dalnyaya Aviatsiya (DA) or long-range bomber force still used Tu-4s because no jet bomber was yet available, and therefore it needed escort fighters. It was to meet this need that the Yakovlev ОКБ designed the Burlaki system for the MiG-15 bis.


This SD-21 has, in addition to its rockets, two 250-1 (66-US gallon) slipper tanks.

A boom fitted with a hooking device (called a garpun or harpoon) and a steel wire was set in front of the engine air intake. The hook was sent outward by a pneumatic cylinder at the pilot’s order. When the bomber reached its flight level, the fighter closed in and lined up out­side the bomber’s wake vortex. The fighter pilot then threw his har­poon toward the end of a cable trailing behind the Tu-4. Once the dock­ing was made, the fighter pilot shut off the engine and was towed like a glider. In case of emergency the pilot could restart the engine and sep­arate from the bomber. He could engage enemy aircraft and return to dock once more, a procedure that could be repeated several times.

With the Burlaki system the range of an escort fighter could be almost doubled. In tests at the ОКБ and with a DA bomber unit, howev­er, the system’s drawbacks quickly became evident. For example, once the engine was shut down the pressurization or heating systems cut out as well. At altitudes between 8,000 m (26,240 feet) and 10,000 m (32,800 feet) pilots could breathe through their oxygen masks, but few could withstand a long ride in an unpressurized and icy cockpit. This was enough to seal the fate of the system, and it is no wonder that the prototype was not certified. In any case, the Tu-4s were soon replaced by Tu-16 jet bombers.


The SD-57 was a production MiG-15 bis used for testing automatic 57-mm rocket pods, hence its designation

MiG 198 / SM10

The purpose of this project was to give longer legs to the MiG-19 by refueling the aircraft in flight. Of course, the ОКБ had already conduct­ed refueling experiments with the MiG-15. In May 1954 a decree of the council of ministers ordered the ОКБ to build a MiG-19 equipped with in-flight refueling devices and to convert a Tupolev Tu-16 into a tanker aircraft. The same decree secured the financing for the program. The ОКБ designed a flexible hose unreeled behind the Tu-16 whose tip was supposed to be seized by a kind of trap located near the left wing tip of the fighter.


The MiG-19S no. 415 (SM-10) had a special clutching device near the left wing tip for in-flight refueling trials.

The modified MiG-19S or SM-10 was built in mid-1955. On 29 Sep­tember another governmental decree named the pilots in charge of the tests: V. A. Nefyedov, the OKB chief pilot, and V. N. Pronyakin, a mili­tary test pilot with the LII. The chief engineers in charge of supervising the tests were A. I Komisarov for the OKB and 1.1. Shelyest for the LII. To refuel, the fighter pilot first had to adapt his speed to that of the tanker and then lean the left wing tip of his fighter against the tip of the hose. As soon as contact was made the hose tip was securely connect­ed, and with the help of its powerful pumps the Tu-16 transferred the fuel in a very short time because the flow rate was approximately 1,000 liters per minute (264 US gallons per minute). The refueling sequence took place at 450-500 km/h (243-270 kt) at 9,000-10,000 m (29,500-32,800 feet).

When the tanks of the SM-10 were full, the pumps stopped short and the two aircraft separated. The tanker operator could stop the refu­eling sequence at any time. (It is interesting to note that this tanker version or Tu-16N could use a unique wing tip-to-wing tip transfer technique to refuel Tu-16 bombers.) The refueling sequence could be repeated several times during a single flight and was possible in the daytime or on a clear night with the help of a wing-mounted floodlight. Because the oxygen reserve of the MiG-19S was found to be insuffi­cient, that of the SM-10 was increased to 18 1 (4.7 US gallons).


The tip of the flexible hose unreeled by the tanker aircraft was clutched by a kind of trap located near the SM-lO’s wing tip.

After its factory tests, the SM-10 passed its state acceptance trials in 1956 But this version was not produced for reasons that Western mili­tary authorities would not have thought possible that year a large share of the Soviet defense budget was funneled to the design and pro­duction of surface-to-surface ballistic missiles, so tbe WS could not afford to develop the tanker aircraft it needed. This policy was revised in the early 1980s, and today most of the operational MiG-25s and all of the MiG-3 Is are equipped with in-flight refueling systems.

ІУІІЕ 21ІУІ / 7///9Б

The MiG-21M was the export version of the MiG-21SM. Soviet aircraft manufacturers never put their most recent engines or equipment into such models; consequently, the MiG-21 M was powered by the R-11F2S – 300 with 6,050 daN (6,175 kg st); the RP-22 radar was replaced by the RP-21MA (a modified RP-21M) linked to the ASP-PFD gunsight; and older RS-2US missiles were substituted for the R-3Rs. The maximum weapon load was 1,300 kg (2,865 pounds).

The MiG-21 M was mass-produced only for export in the MMZ Znamya Truda factory in Moscow between 1968 and 1971. India was granted the manufacturing license in 1971, and the first license-built MiG-21 M—referred to as Type 96—was delivered to the Indian air force on 14 February 1973 The aircraft continued to be built there until 1981.


Span, 7.154 m (23 ft 5 7 in); fuselage length (except cone), 12 285 m (40 ft 3.7 in); wheel track, 2.787 m (9 ft 1.7 in); wheel base, 4.71 m (15 ft 5.4 in); wing area, 23 m2 (247.6 sq ft); takeoff weight, 8,300 kg (18,295 lb); max takeoff weight, 9,100 kg (20,055 lb); maximum takeoff weight on rough strip or metal-plank strip, 8,800 kg (19,395 lb); fuel, 2,200 kg (4,850 lb); wing loading, 360.9-395.7-382.6 kg/m2 (74-81.1-78.4 lb/sq ft); max operating limit load factor, 8 5.


Max speed, 2,230 km/h at 13,000 m (1,204 kt at 42,640 ft); 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, 115 m/sec (22,640 ft/min); climb to 16,800 m (55,100 ft) in 9 min; service ceiling, 17,300 m (56,740 ft); landing speed, 250 km/h (135 kt); range, 1,050 km (650 mi); with 800-1 (211-US gal) drop tank, 1,420 km (880 mi); takeoff roll, 900 m (2,950 ft); landing roll with SPS and tail chute, 550 m (1,800 ft).

The MiG-21MF was a modified MiG-21M powered by the same turbojet as the MiG- 21SM. This one is armed with two R-3S missiles and four bombs

The MiG-21MF was a modified MiG-21M reengined with the R-13-300 turbojet rated at 3,990-6,360 daN (4,070-6,490 kg st) and reequipped with the RP-22 Sapfir-21 radar of the MiG-21SM. The capacity of its fuel tanks was limited to 2,650 1 (700 US gallons), but the aircraft could cany either one 490-1 (129-US gallon) or one 800-1 (211-US gallon) drop tank under the fuselage and two 490-1 (129-US gallon) drop tanks under the wing. Like its predecessors, the MiG-21MF could be fitted with two SPRD-99 solid rocket boosters capable of 2,450 daN (2,500 kg st) apiece.

Armament included a built-in GSh-23L cannon with 200 rounds under the fuselage and, under the wing, four air-to-air missiles (two R – 3S and two R-3R), or two UB-32 and two UB-16 rocket pods (a total of ninety-six 57-mm S-5 rockets), or four 250- or 500-kg (550- or 1,100- pound) bombs, or any combination of these weapons, the maximum weapon load being 1,300 kg (2,865 pounds). The MiG-21 MF could also be armed with R-60 and R-60M air-to-air missiles for close combat.

The PVD-7 air data probe consisted of a ram air pressure inlet, three rows of static pressure pickups, and two pairs of weathercocks (one to measure the angle of attack [AOA] and the other to measure the sideslip angle). The pressure inlets fed the air data computer, and the weathercocks fed the fire control computer. It is noteworthy that these weathercocks had disappeared from the air data probe with the "old” MiG-21F. This probe did not normally send its data to the cockpit instrument panel—this task was left to a short Pitot head on the front starboard side of the fuselage—but it could serve as the primary Pitot – static probe in case of emergency. The pilot was informed via the instrument panel by the AOA indicator on the front port side of the fuselage. Other equipment included the AP-155 autopilot, the Sirena – 3M radar warning receiver, the SRO-2/SRZO-2 IFF transponder-inter­rogator, the SOD-57M decimetnc АТС transponder, the RV-UM radio­altimeter for 0-600 m (0-1,970 feet), the Lazur command receiver, and the new TS-27AMSh cockpit periscope.

The MiG-21MF was mass-produced in the MMZ Znamya Truda fac­tory in Moscow between 1970 and 1974 and in the Gorki factory in 1975.


Span, 7.154 m (23 ft 5.7 in); fuselage length (except cone), 12.285 m (40 ft 3.7 in); height, 4.125 m (13 ft 6.4 in); wheel track, 2.787 m (9 ft 1.7 in); wheel base, 4.71 m (15 ft 5.4 in); wing area, 23 m2 (247.6 sq ft); empty weight, 5,350 kg (11,790 lb); takeoff weight with four R-3S/R missiles and three 490-1 (129-US gal) drop tanks, 8,150 kg (19,725 lb); max takeoff weight with two R-3S/R missiles and three 490-1 (129-US gal) drop tanks, 9,400 kg (20 720 lb); fuel, 2,200 kg (4,850 lb); wing loading, 356.5-389 1-408.7 kg/m2 (73.1-79 8-83.8 lb/sq ft); max operat­ing limit load factor, 8.5.


Max speed, 2,230 km/h at 13,000 m (1,204 kt at 42,640 ft); max speed at sea level, 1,300 km/h (702 kt); climb to 17,700 m (58,055 ft) in 9 min; service ceiling, 18,200 m (59,700 ft); landing speed with SPS, 270 km/h (146 kt); landing speed without SPS, 310 km/h (167 kt); range, 1 050 km (650 mi); with 800-1 (211-US gal) drop tank, 1,420 km (880 mi); with three 490-1 (129-US gal) drop tanks, 1,800 km (970 mi); hi-lo – hi radius of action, 370 km (230 mi) with four 250-kg (550-lb) bombs; 740 km (460 mi) with two 250-kg (550-lb) bombs; and two 490-1 (129- US gal) drop tanks; takeoff roll, 800 m (2,625 ft), landing roll with SPS and tail chute, 550 m (1,800 ft).

ІИіБ-31 Series

MiG 25MP / ЇВ-155МР / 83 MiG31 / 01

The MiG-31 was intended to counter a very specific threat: that of American B-52 bombers carrying long-range cruise missiles, each bomber representing several potential dangers all by itself (and conse-

The Ye-155MP numbered 831—product 83, no. 1—was neither a MiG-25 nor a MiG-31. It has the latter’s characteristic landing gear, but the airbrakes had to be moved and the wing strengthened

The MiG-31 takes shape in its definitive silhouette. The airbrakes were moved under the air intake ducts. The staggered twin wheels of the main gear were distinctive

The fairing for the 23 mm GSh-6-23 Gatling type cannon is visible beside the air intake duct under the wing leading edge root extension

quently several targets) The future MiG-31 was to be capable of destroying multiple invaders at high or low altitudes in the forward and rear sectors and providing true look-down/shoot-down capability whatever the weather conditions, even if the invaders try to maneuver and use active countermeasures

At the start the prototype was referred to as the Ye-155MP On the aircraft’s nose the number “831" was painted to indicate that it was the first example of the izdehye 83 MiG’s internal product number The air – frame of this prototype was closely related to that of the Ye-155M. This was a sturdy, time-tested structure but the proportions of its metallic components were altered somewhat to 50 percent steel 16 percent tita­nium, 33 percent duralumin, and a negligible 1 percent composite materials (including the radome) The new aircraft did not need to be faster than the MiG-25P/PD, but it did need to offer a longer range This explains why the new aircraft—which was ten metric tons heavier than the MiG-25P/PD—was powered by two Solovyev D-30F6s rated at 9,310 daN (9,500 kg st) dry and 15,190 daN (15,500 kg st) with after­burner, the turbofan flight-tested on the Ye-155M,

In what ways did the MiG-25MP izdeliye 83 differ from the MiG-25 izdehye 99?

1. It was a two-seater, a second crew member (the flight engineer) was needed to help manage its avionics

2. Both airbrakes were located under the air intake duct’s outboard corners (in front of the main gear doors) and were obliquely hinged

3. The main gear retracted forward, but the single wheels were replaced by staggered twin wheels arranged so that the rear wheel never followed the furrow of the front wheel; because of the aircraft’s weight it was important to distribute loads carefully, taking typical Russian weather conditions into account (winter snows and spring slushes)

4. Unlike the MiG-25, flaps and ailerons took up the whole trailing edge

The Ye-155MP was first piloted on 16 September 1975 by A. V Fedotov, but four long years of tests were needed before starting pro­duction in the Gorki factory in 1979. Those tests led to several signifi­cant modifications before the MiG-25MP reached the izdeliye 01 MiG-31 production stage:

1 The whole of the wing’s leading edge was fitted with slats in four sections

2 Small, sharply swept leading edge root extensions were added

3. The aircraft was equipped with a semiretractable refueling probe on the port side of the nose cone

4. The wing box was strengthened by a third main spar so that the MiG-31 could fly at high supersonic speeds near the ground

5 Both airbrakes were moved squarely under the air intake ducts and hinged in the vertical plane

All of the MiG-31 ‘s combat capabilities relied on its interception system, which consisted of the S-800 Zaslon ("flanker") phased array look-down/shoot-down radar in the nose, the infrared search-and-track device in a semiretractable pod under the nose, and the tactical situa­tion display. The radar had effective ranges of 200 km (125 miles) in the forward clutter-free sector and 120 km (75 miles) in look-down mode. In the rear sector those figures are reduced to 90 km (56 miles) and 70 km (43 miles), respectively. Ten targets could be tracked simultaneously, and up to four could be simultaneously engaged. The simultaneous lock-on and firing sectors covered plus-or-minus 70 degrees in azimuth and -60 to + 70 degrees in elevation.

As regards navigation, the position-finding accuracy was not influ­enced by the system’s time in service. For long distances the Marshrut ("itinerary”) system—similar to the West’s Omega—was accurate to between 2 and 5 km (1.25 and 3.10 miles); this margin narrowed to between 1.8 and 3.6 km (1.1 and 2.2 miles) for flight distances between 2,000 and 10,000 km (1,240 and 6,210 miles). For medium-range navi­gation the Tropik—similar to the West’s Loran — was accurate to between 250 and 1,300 m (820 and 4,265 feet); this margin narrowed to


between 130 and 1,300 m (425 and 4,265 feet) for flights under 2,000 km (1,240 miles)

The combat capability of the MiG-31 also relied upon information transmitted by a ground network of automatic guidance stations (ASU) operating in the following modes: remote guidance, semiautonomous guidance (coordinated support), isolated operation, and group opera­tion (a flight of four interceptors exchanging information automatical­ly). This latter mode requires some explanation. The leader is the only aircraft linked to the ground automatic guidance network designated AK-RLDN, but it can exchange information with the other three air­craft. Each aircraft is kept 200 km (124 miles) apart. The four are there­fore lined up to cover a space 600 km (372 miles) wide; but because of their radar scanning angles (140 degrees) and the overlap of the scanned sectors, the overall zone swept by the four aircraft is 800-900 km (495-560 miles) wide.

The APD-518, a powerful digital data signaler, gives the leader and the wingmen a continuous flow of exchangeable information. All prob­lems of guidance, target identification, and coordination between inter­ceptor flights were then managed by the MiG-31’s avionics via the auto­matic data exchange between aircraft. The target allotment—just before attacking—is carried out by the flight leader according to the information provided by the tactical situation display.

The MiG-31’s armament was quite impressive:

1. Air-to-air missiles. Four long-distance (110-km [68-mile]) radar- guided R-33s under the fuselage, or four R-33s and two medium – range infrared-guided R-40Ts, or four R-33s and four short-range infrared-guided R-60TS, or two R-60s and two 2,500-1 (660-US gal­lon) drop tanks under four wing pylons. A new method of carry­ing the four bigger missiles—placing them in pairs beneath the fuselage, one behind the other—reduced drag considerably. Before firing, the missiles split off from the aircraft by means of special AKU ejecting pylons The missile’s engine is ignited and its homing device enabled once it is a safe distance out of the air­craft’s flight path.

2. Fixed armament. One Gatling-type 23-mm GSh-6-23 cannon with 260 rounds, fed by a linkless ammunition belt. The rate of fire is presently 6,000 plus-or-minus 500 rounds per minute (but should later be raised to 8,000 rounds per minute), and the initial speed is 700 meters per second (2,300 feet per second). This weapon is located on the right side of the fuselage behind the main landing gear.

The aircraft entered production in 1979 at the Gorki factory, and the first MiG-31-equipped regiments were operational by 1982 The

The simultaneous tracking and fire sectors covered plus-or minus 70 degrees in azimuth and -60 to +70 degrees in elevation.

Only four MiG-31s are needed to sweep a zone 800-900 km (495-560 miles) wide. The leader is the only aircraft linked to the ground stations, but all information can be exchanged between the four aircraft via the AFD-518 automatic data signaler.

MiG-31 project was managed by R. A Belyakov, assisted by bright team members such as G Ye. Lozino-Lozinskiy, V A Arkhipov, К К Vasilchenko, and A A Belosvyet


Span, 13 464 m (44 ft 2 1 in), overall length, 22 688 m (74 ft 5 2 in), height, 6 15 m (20 ft 2 1 in), wing area, 61 6 m2 (663 sq ft), empty weight, 21,820 kg (48,105 lb); takeoff weight with 100% internal fuel, 41,000 kg (90 365 lb), internal fuel, 16 350 kg (36,035 lb); takeoff weight with 100% internal fuel and two 2.500-1 (660-US gal) drop tanks 46,200 kg (101,825 lb); wing loading, 665 6-750 kg/m2 (136 5-153 8 lb/sq ft); max operating limit load factor at supersonic speed 5


Max speed, 3,000 km/h at 17,500 m (1,863 kt at 57 400 ft); max speed at sea level, 1 500 km/h (810 kt); max cruising speed Mach 2.35; eco­nomical cruising speed Mach 0 85 service ceiling 20,600 m (67,570 ft); climb to 10 000 m (32 800 ft) in 7.9 mm landing speed, 280 km/h (151 kt); ferry range with 100% internal fuel and two 2,500-1 (660-US gal) drop tanks, 3,300 km (2 050 mi); max endurance with two 2,500-1 (660-US gal) drop tanks, 3 6 h; endurance with one in-flight refueling 6-7 h; radius of action at Mach 2 35, 100% internal fuel, and four R-33 missiles, 720 km (448 mi); at Mach 0.85, 100% internal fuel, and four R-33 missiles, 1,200 km (745 mi); at Mach 0 85, 100% internal fuel, four R-33 missiles, and two 2,500-1 (660-US gal) drop tanks 1,400 km (870 mi), at Mach 0 85, same conditions with one in-flight refueling 2 200 km (1,365 mi); takeoff roll at 46,200 kg (101,825 lb), 1,200 m (3,935 ft), landing roll, 800 m (2,625 ft)

UTI MiG-9 / I-301T / m

As mentioned above, the need to train pilots for the MiG-9 forced the OKB to design a two-seat version of the aircraft. An UTI MiG-9 (Ucheb no-trenirovochniy istrebityel: fighter-trainer) became a priority as soon as the WS adopted the single-seater—there was no other dedicated air­craft available.

Design of the two-seater MiG-9 was started at the OKB during the summer of 1946, and on 30 October the preliminary design was agreed upon. It was a tandem two-seater, and to make room for the


The earliest Soviet ejection seats, developed by MiG, were tested on the FT-2 by the use of mannequins at first.

second seat in the airframe one of the two fuel tanks in the fuselage had to be removed and the capacity of the other one had to be reduced by one-third.

The front student-pilot cockpit and the rear instructor cockpit were separate and had their own sliding canopies. The aircraft had dual controls, and the instructor could use an intercom system to communicate with the student The I-301T no. 01 (or FT-1) was assembled with two German BMW 003 engines, a German K-2000 generator, and the wheels and shimmy-damper of an American Bell P-63 Kingcobra fighter.

The first ejection seats developed by the MiG ОКБ were due to be installed in this prototype. An emergency escape was supposed to work this way: (1) front canopy jettisoned, (2) rear canopy jettisoned, (3) rear pilot ejected, and (4) front pilot ejected. The prototype was also equipped with a new instrument, a Mach indicator (also called a Mach – meter). The two-seater had the same armament as the single-seater: one N-37 cannon whose muzzle was 1 16 m (3 feet, 4.6 inches) away from the engine air intake, and two NS-23 cannons whose muzzles were 0.5 m (1 foot, 7.7 inches) away from that spot.

The FT-1 left the factory in June 1947 and was flown by Gallai in July. In August it underwent its certification tests but failed because of the restricted view from the instructor’s cockpit in the rear. The air­craft could not meet the requirement for which it was designed, pilot training. The prototype was later used for improving various MiG-9 sys­tems and developing underwing fuel tanks.


Span, 10 m (32 ft 9.7 in); length, 9.83 m (32 ft 3 in); height, 3.225 m (10 ft 6.7 in); wheel track, 1.95 m (6 ft 4.8 in); wheel base, 3.072 m (10 ft 0.9 in); wing area, 18.2 m2 (195.9 sq ft); empty weight, 3,584 kg (7,900 lb); takeoff weight, 4,762 kg (10,495 lb); fuel, 840 kg (1,851 lb); oil, 35 kg (77 lb); gas, 7 kg (15.5 lb); wing loading, 261.7 kg/m2 (53.6 lb/sq ft).


Max speed, 900 km/h at 4,500 m (486 kt at 14,760 ft); max ground speed, 830 km/h (448 kt); climb to 5,000 m (16,400 ft) in 5 min; to 10,000 m (32,800 ft) in 10 min; service ceiling, 12,500 m (41,000 ft); landing speed, 190 km/h (103 kt); endurance, 50 min; landing roll, 780 m (2,560 ft).

MiG-17PF / SP-7F

The purpose of this project was to combine the combat resources of the MiG-17P and the MiG-17F into a single aircraft (hence the equa­tion MiG-17P + MiG-17F = MiG-17PF). Rolled out in 1952, the MiG – 17PF marked a new stage in the history of the MiG-17. It was powered by the same engine as the MiG-17F, a VK-1F rated at 2,595 daN (2,650 kg st) dry thrust and 3,310 daN (3,380 kg st) reheated thrust. It carried three NR-23 cannons, just like the MiG-17P. Its fire control radar was the RP-1 Izumrud. But the plans for this aircraft contained a number of structural and equipment modifications:

—the armament array and other equipment in the nose of the fuse­lage were repositioned

—because of the size of the afterburner duct, the exhaust pipe had to be redesigned

—a cooling shroud was set between the aircraft’s skin and the after­burner to protect some structurally significant items (SSI) of the fuselage

—additional hydraulic actuators were added to the afterburner control

—the GSR-3000 generator was replaced by the more sophisticated GSR-6000

—early versions of a radar warning receiver (nicknamed Sirena-2) and a ground position indicator (NI-50B) were installed

In terms of performance, the MiG-17F and the MiG-17PF were vir­tually identical. Despite the added takeoff weight the MiG-17PF did not differ much from the basic model except for its 360-degree turn time, which rose to 85 seconds (62 seconds with reheat), and its climb rate, which dropped to 55 meters per second (10,800 feet per minute). The MiG-17PF served in PVO units for several years before a complete reappraisal of its armament was ordered. All cannons were then removed and replaced by four radar-guided air-to-air missiles, and the MiG-17PFU was born.

The MiG-17PF was built in Poland as the LIM-5P and in Czechoslo­vakia as the S-104.


Span, 9.628 m (31 ft 7 in); length, 11.68 m (38 ft 3.9 in); height, 3.8 m (12 ft 5.6 in); wheel track, 3.849 m (12 ft 7.5 in); wheel base, 3.44 m (11 ft 3.4 in); wing area, 22.6 m2 (243.3 sq ft); empty weight, 4,150 kg (9,147 lb); takeoff weight, 5,620 kg (12,386 lb); max takeoff weight, 6,280 kg (13,841 lb); fuel, 1,143 kg (2,519 lb); wing loading, 245.6-277 9 kg/m2 (50.3-57 lb/sq ft).


Max speed, 1,121 km/h at 4,000 m (605 kt at 13,120 ft); initial climb rate, 55 m/sec (10,800 ft/min); climb to 5,000 m (16,400 ft) in 2.5 min; to 10,000 m (32,800 ft) in 4.5 min; takeoff roll with reheat, 600 m (1,970 ft), landing roll with flaps set at 60 degrees, 830 m (2,720 ft).


The objective of this project was to develop a fighter capable of colli­sion-course interception at 2,000 km/h (1,080 kt) between 1,000 and

23,0 m (3,280 and 75,440 feet). This tailed delta aircraft was powered by a pair of R-11F-300 turbojets rated at 3,800 daN (3,880 kg st) and 5,625 daN (5,740 kg st) with afterburner; and it was to be equipped with the Uragan-5B radar, which was still untested because of the eigh­teen-month delay of the Ye-150’s engines.

The fixed cone was made of dielectric material to house the TsP radar antenna. Its triple-angle profile was selected to make the bow shock wave diverge. To control the flow in the air intake duct, the hydraulically controlled annular nose cowl moved on four tracks to three positions as dictated by the aircraft’s speed and subsequently by ram air pressure. The Ye-152A’s wing derived from the Ye-150. The fuselage was widened at the second spar level to accommodate two engines instead of one. The stabilator surfaces were identical to those of the Ye-150 except that their span was increased to 5.85 m (19 feet, 2.3 inches) from 5.292 m (17 feet, 4.3 inches) because of the wider fuse­lage. The Ye-152A had three airbrakes (one under the fuselage and two on its sides) and a double tail chute.

The twin-jet Ye-152A made its first flight before the Ye-150, which had to wait eighteen months for its engine

The fuel tanks—six in the fuselage, one between the wheel wells, and two in the wing) had a total capacity of 4,400 1 (1,162 US gallons). The aircraft could be armed with two K-9 air-to-air missiles developed by the MiG OKB (factory designation K-155). If the pilot had to eject he was protected by the cockpit hood, a precautionary measure that was used on other MiG fighters (including the MiG-21). Its mam systems included the RSIU-4V VHF, the ARK-54N automatic direction finder, the SRO-2 IFF transponder, and the Meteorit radio-nav station. The SRP computer and the AP-39 autopilot were linked to the TsP radar.

The aircraft was rolled out in June 1959 and first piloted by G. K. Mosolov on 10 July. Tests opened on 10 June and ended on 6 August 1960 after fifty-five flights—fifty-one with clean wings, two with pylons, and two with pylons and K-9 missiles. The highest speed reached with wing pylons came at 13,000 m (42,640 feet). Ten in-flight engine relights were carried out at altitudes between 6,000 and 10,500 m (19,680 and 34,440 feet). Each time, the engine relit on the first try and built up full power in fifteen to twenty-five seconds.


Span, 8.488 m (27 ft 10.2 in); overall length, 19 m (62 ft 4 in); fuselage length (except cone), 15.45 m (50 ft 8.3 in); wheel track, 3.322 m (10 ft

The weapons system that combined the Uragan-5B radar and K-9 air-to-air missiles was tested on the Ye-152A.

10.8 in); wheel base, 5.995 m (19 ft 8 in); wing area, 34.02 m2 (366.2 sq ft); takeoff weight, 12,500 kg (27,550 lb); max takeoff weight, 13,960 kg (30,770 lb), fuel, 3,560 kg (7,845 lb); wing loading, 367.4-410.3 kg/m2 (75.3-84.1 lb/sq ft); operating limit load factor, 7.


Max speed, 2,135 km/h at 13,700 m (1,153 kt at 44,940 ft); 2,500 km/h at 20,000 m (1,350 kt at 65,600 ft); climb to 10,000 m (32,800 ft) in 1,45 min; to 20,000 m (65,600 ft) in 7,64 min; service ceiling, 19,800 m (64,950 ft); takeoff roll, 1,000 m (3,280 ft); landing roll, 1,600 m (5,250 ft).

IVHG-23PD / 23-01

This aircraft represented one-half of a dichotomous attack to a single objective. The specifications for the 23-01—as well as for the 23-11 or MiG-23PD (as for the MiG-21 PD, Podyomnye Dvigatyeli = lift jet), built simultaneously—called for the aircraft to be capable of speeds of Mach 2-2.3 and also offer STOL performance.

The preliminaiy designs were completed in 1964, and assembly of the prototype started in 1965. V. A. Mikoyan (son of the president of

The STOL variant with lift jets was one of the innovations explored with the 23-01.

the Supreme Soviet and nephew of A. I. Mikoyan) was commissioned to take care of both projects. For the 23-01 the design bureau chose the tailed delta configuration of the MiG-21. The midwing was an enlarged replica of that of the MiG-21. The horizontal tail surfaces were of the all-flying type (slab tailplane). Because the concept selected for this prototype was based on the employment of lift jets, the primary turbo­jet could be fed only by semicircular lateral air intakes with shock cones identical to those of the French Mirage III. Both air ducts were separated slightly from the fuselage near the air intakes to create boundary layer bleeds, and both had blow-in doors above the wing’s leading edge.

The two Kolyesov RD-36-35 lift jets rated at 2,300 daN (2,350 kg st) apiece were set in the middle of the fuselage with a slight forward incli­nation. They operated only during takeoffs and landings. For those short periods, a rearward-hinged, louvered door was opened by an actuator to supply air to the lift jets. Under the fuselage, both nozzle throats were fitted with a rotating grid that allowed the pilot to alter the direction of the thrust vector. In a way they operated as thrust reversers at landing; on the other hand, at takeoff the thrust of the lift jets was added to that of the whole power unit. The primary power plant was the R-27-300 rated at 5,095 daN (5,200 kg st) dry or 7,645 daN

Moving the air intakes to the side made room for a radar unit aboard the 23-01, here armed with R-23R and R-23T air-to-air missiles

The 23-01 on final approach, with flaps fully extended The louvered door that feeds the lift jets is open.


The tail chute was one of several devices employed to shorten the landing roll.

(7,800 kg st) with afterburner. Like most of the MiG-21 variants the 23- 01 had the SPS system (flap blowing by air bleed downstream from the last compressor stage of the R-27-300). The canister for the cruciform tail chute was located at the base of the tail fin’s trailing edge.

Armament consisted of one twin-barrel GSh-23 under the fuselage and two air-to-air K-23 missiles under the wing (one K-23R and one K – 23T). The 23-01 was first piloted on 3 April 1967 by P. M. Ostapyenko who then took part in a series of complicated flight tests administered by V. M. Timofeyev In three months Ostapyenko acquired sufficient experience with this machine to fly it in the air display planned for 9 July 1967 at Domodyedovo to celebrate the fiftieth anniversary of the October Revolution Another ОКБ pilot, A. V. Fedotov, also flight-tested the 23-01; but this prototype had a very short life. Once the bureau’s focus shifted to the variable geometry wing, the 23-01 tests were termi­nated—immediately after Ostapyenko’s flyover at Domodyedovo— even though the aircraft’s flight envelope was left practically unex­plored with the exception of the takeoff and landing performance.


Span, 7.72 m (25 ft 3.9 in); length (except probe), 16.8 m (55 ft 1.4 in), fuselage length (except probe), 15.995 m (52 ft 5 7 in); height, 5.15 m (16 ft 10.7 in); wheel track, 3.46 m (11 ft 4.2 in); wheel base, 6.13 m (20 ft 1.3 in); wing area, 40 m2 (430.56 sq ft); takeoff weight, 16,000 kg (35,265 lb); war load, 2,500 kg (5,510 lb); max takeoff weight, 18,500 kg (40,775 lb).


Takeoff roll with SPS and lift jets in clean configuration, 180-200 m (590-655 ft); landing roll with SPS, lift jets, and tail chute, 250 m (820 ft).

TO Multirole Twin-Engine Aircraft

Another plane intended to transport passengers, the 101N project is also another twin-boom twin-engine, but the short rectangular wing of the 101M is replaced by a tapered wing of higher aspect ratio; the power unit consists of two TVD-1500 turboprops rated at 957 kW (1,300 ch-e).

The 101N is a commuter aircraft designed to hold nineteen passen­gers, but different cabin layouts can accommodate mixed cargo, all cargo up to 1,700 kg (3,750 pounds), training for civil aviation schools, ambulance runs, parachute drops, and other transport roles. The air­craft can be equipped with special systems such as 360-degree scanning radar, rotating infrared and ultraviolet radiometers, thermal sights, and cameras for various missions: around-the-clock, all-weather maritime surveillance (including over the 200-nautical-miles zone); ecological sur-

101N (MiG OKB three-view drawing)

veillance; maritime search-and-rescue (plus survival kits can be dropped by parachute); shoal mapping, or forest fire surveillance.

The aircraft can be operated in adverse weather conditions, in cold climates, and on unpaved strip whose strength is at least 6 kg/cm2 (85.3 pounds per square inch). The aircraft’s APU starts the engines and provides the necessary power for some on-board systems, the load­ing and unloading devices, and the cockpit’s heat when the plane is on the ground. Like the 101M, the 101N can be equipped with floats or skis.


Span, 17.6 m (57 ft 8.9 in); length, 14.3 m (46 ft 11 in); height, 4.64 m (15 ft 2.7 in); wing area, 34.82 m2 (374.8 sq ft); takeoff weight, 8,000 kg (17,630 lb); payload, 1,700 kg (3,750 lb), fuel, 550 kg (1,210 lb); max takeoff weight, 9,000 kg (19,835 lb); max fuel, 2,000 kg (4,400 lb); wing loading, 229.8-268.5 kg/m2 (47 11-55.04 Ib/sq ft).

Design Performance

Cruising speed, 550 km/h at 8,000 m (297 kt at 26,240 ft); range, 500 km (310 mi) with 1,700-kg (3,750-lb) payload and 45 min of fuel reserves; max range, 2,000 km (1,240 mi); service ceiling, 9,000 m (29,500 ft); takeoff roll on paved runway, 320 m (1,050 ft); on rough strip, 380 m (1,250 ft).