Category Mig

The MiG-2 ISM, the continuation of the "Meccano” game started with the Ye-6, evolved from a M1G-21S airframe on which two significant modifications were made. First, the new aircraft was powered by a more powerful turbojet developed by S. Gavrilov: the R-l 3-300, rated at 3,990 daN (4,070 kg st) dry and 6,360 daN (6,490 kg st) with afterburn­er Second, it was armed with aburlt-in twin-barrel GSh-23L cannon with 200 rounds (the same weapon in a gun pod caused too much drag) The lessons of air battles in the Middle East finally registered, and the concept of a fighter armed only with missiles was flatly aban­doned. The new ASP-PFD gunsight was designed specifically for com­bat situations requiring tight, high-g maneuvers The aircraft was equipped with the RP-22 Sapfir-21 and the SPO-10 radar warning receiver

In addition to the built-in cannon, armament included two K-13T (R-3S) or two K-13R (R-3R) air-to-air missiles, and/or UB-16 and UB-32 rocket pods, S-24 large-caliber rockets, four 100-kg (220-pound) bombs, and napalm containers The total fuel capacity of this variant was reduced to 2,650 1 (700 US gallons) The MiG-21SM was mass-produced for the WS in the Gorki factory between 1968 and 1974.

Specifications

Span, 7,154 m (23 ft 5.7 in), fuselage length (except cone), 12 286 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); wmg area, 23 m2 (247.6 sq ft); takeoff weight, 8,300 kg (18,295 lb); max takeoff weight, 9,100 kg (20,055 lb); max takeoff weight on rough strip or metal-plank strip, 8 800 kg (19,395 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

Performance

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 in clean con­figuration, 160 m/sec (11,930 ft/min); climb to 17,500 m (57,400 ft) in 9 min; service ceiling, 18,000 m (59,000 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, 800 m (2,625 ft); landing roll with SPS and tail chute, 550 m (1,800 ft).

The МЮ-23М took the place of the MiG-23S on the assembly lines. It was the long-awaited production aircraft whose arrival had been hin­dered by delays in the development of its systems (especially the radar) and its engine (whose thrust was inadequate to achieve the design parameters). Its wing chord was broader, leading to that distinc­tive dogtooth at the inner end of the leading edge and also a larger

This MiG-23M carries R-23T and R-23R air-to-air missiles under the wing gloves. The four store stations under the fuselage are fitted with R-60Ts. The TP-23 infrared sensor is visible under the radome.

This MiG-23M has a type 2 wing, with its deeper chord and dog-toothed edge but no leading edge flaps. The four airbrakes are deployed.

wing area. This was the type 2 wing, without leading edge flaps; but the MiG-23M was later retrofitted with type 3 wing, its four-part lead­ing edge flaps linked to those on the trailing edge as they retracted or extended.

It also had a different engine, the new Khachaturov R-23-300 rated at 8,135 daN (8,300 kg st) dry or 12,250 daN (12,500 kg st) with after­burner. And its systems were different: the S-23D-Sh forward-sector scanning and fire control system; the Sapfir-23-Sh radar; the TP-23 infrared sensor; the ASP-23D fire control device; and SAU-23A second – series automatic flight control system with the ARZ-1A feel computer on the pitch channel capable of taking the aircraft’s speed, altitude, and sweep angle into account.

Because of the missions allotted to the MiG-23M—interception, air combat, and attack of ground and naval targets—its weapon system included the GSh-23L twin-barrel cannon embedded under the fuselage on its easy-access hoisting tray and, at four store stations (two under the fuselage, two under the wing glove), radar-guided R-23R, IR-guided R-23T, R-13M air-to-air missiles, R-3A training missiles, B-8 rocket pods (firing S-8 rockets), UB-32 rocket pods (firing S-5 rockets), bombs of var­ious types and weights, submunitions dispensers, R-60 close-range air – to-air missiles, S-24 unguided air-to-surface rockets, and a pod housing the guidance system for air-to-surface missiles. The aircraft was decked out with an armament control panel.

Maximum internal fuel capacity was raised to 4,700 1 (1,241 US gal­lons) thanks to a fourth fuel tank in the rear fuselage The MiG-23M could also cany three drop tanks holding 7901 (209 US gallons) apiece, one under the fuselage and two under the wing glove) First piloted in June 1972 by A V. Fedotov, this model was the most popular MiG-23 and originated two export versions, the MiG-23MF and MiG-23MS, they carried less-advanced systems, armament (R-3S/R-3R missiles), and engines (the M1G-23MS used the R-27F2M-300), and their camouflage paint varied according to where they operated MiG-23M MF, and MS aircraft have taken part in several local conflicts in the Middle East and Afghanistan.

Specifications

Span (72° sweep), 7 779 m (25 ft 6 3 in); span (16° sweep) 13 965 m (45 ft 9 8 in); fuselage length (except probe), 15 73 m (51 ft 7 3 in); wheel track 2.658 m (8 ft 8 7 in); wheel base, 5 772 m (18 ft 11 3 in); wing area (72° sweep), 34 16 m2 (367.7 sq ft), wing area (16° sweep), 37 35 m2 (402 sq ft), takeoff weight, 15,750 kg (34,715 lb), max takeoff weight, 18 400 kg (40,555 lb), max takeoff weight with 790-1 (209-US gal) drop tank, 19,130 kg (42 160 lb), with two 790-1 (209-US gal) drop tanks 19,940 kg (43,950 lb); with three 790-1 (209-US gal) drop tanks, 20,670 kg (45 555 lb), internal fuel, 3 800 kg (8,375 lb), wing loading (72° sweep), 461-605 kg/m2 (94.5-124 lb sq ft); wing loading (16° sweep), 421 7-553 4 kg/m2 (86 4-113 4 lb/sq ft); max operating limit load factor (45° sweep), 8 at < Mach 0.85 7 at > Mach 0 85

Performance

Max speed in clean configuration (72 ” sweep), 2 490 km/h or Mach

2.35 at 12,500 m (1,344 kt at 41 000 ft); max speed in clean configura­tion (16° sweep), 935 km h or Mach 0.8 at 3,500 m (505 kt at 11 500 ft)

The goal of this project was to develop (from the MiG-25RB) an aircraft capable of destroying the enemy’s air defenses, especially ground radars. Ordered by a decree of the council of ministers in 1972, the 02M product was equipped with powerful electronic countermeasures and Kh-58 antiradiation missiles. Those missiles took the place of the bombs under the wing pylons, and the elongated nose housed the ECM equipment. The cockpit instrumentation, the aircraft’s power supply, and the air-conditioning system had to be modified because of the new missions.

The weights and performance of the MiG-25BM were practically identical to those of the MiG-25RB. After passing its certification tests, the aircraft was produced in the Gorki factory between 1982 and 1985.

The decision was made in 1947 to replace the two RD-20 engines with one of the twenty-five Rolls-Royce Nene-1 engines just purchased in Great Britain. This turbojet delivered 2,185 daN (2,230 kg st). It had a centrifugal compressor, nine separate combustion chambers, and a single-stage turbine. Later this engine developed into the RD-45 and RD-45F built in factory no. 45 (hence its designation) in the USSR with a thrust of 2,224 daN (2,270 kg st). On this version the armament arrangement was again modified. The N-37 cannon was moved to the left lower part of the nose, and its muzzle did not jut out ahead of the engine air intake. The two NS-23s flanked the fuselage nose and were also set back from the air intake plane.

Like the FL, the FN was never completed because of the promise of the 1-310, whose flight tests started on 30 December 1947. By 1948 the MiG-9 was clearly obsolete.

Specifications

Span, 10 m (32 ft 9 7 in); length, 10.88 m (35 ft 8.3 in); wheel track, 1.95 m (6 ft 4.8 in); wheel base, 3.155 m (10 ft 4.2 in); wing area, 18.2 mz (195.9 sq ft).

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.

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.

In 1955 MiG-17PF no. 627 was chosen as the test bed for a new twin-barrel cannon with a high rate of fire. Two of these guns were installed on the standard armament tray, which could be lowered or lifted with the help of hoists and cables. The pilot used buttons on the stick handle to fire with one of the cannons or to launch a combined salvo This experimental weapon failed its certification tests and was never mass-produced.

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 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).

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.

The Ye-50 was designed in 1954 Although it was a member of the Ye- 2/Ye-2A family, it differed from them in many points First its power plant included the Mikulin AM-9Ye turbojet rated at 3,725 daN (3,800 kg st) and the Dushkm S-155 liquid propellant rocket engine capable of 1,275 daN (1,300 kg st) The AM-9Ye turbojet differed from the produc­tion AM-9B in several details that broadened its combat operating range (altitude and speed) and took into account the contribution of the rocket engine Second, the fuselage had to be lengthened to make room for the three propellant tanks for the rocket engine (К-fuel A – acid, T-hydrogen peroxide) as well as the combustion chamber above the turbojet’s exhaust nozzle. The accessory drive and turbopumps of the rocket engine were located in the fairing of the fin base The noz­zle throats for the rocket engine and the turbojet lined up Underneath the fuselage two lines for the combat emergency jettison device—treat­ed on the inside against corrosive acids—ran across the skm opening into the same plane as the nozzle throat On the other hand the for­ward fuselage, the wing, the slab tail, and the gear were not modified because those components were the subject of detailed engineering work with the Ye-2 and were at that time mastered by the manufactur­ing units The Ye-50 was armed with two NR-30 cannons

Three prototypes were built from 1955 to 1957 The Ye-50-1 rolled out in December 1955 It was first piloted by V. G Mukhin of the LII MAP on 9 January 1956 (the same day as the Ye-5) and first lit up its rocket engine in the air on 8 June The Ye-50-1 factory tests halted on 14 July after eighteen flights when the aircraft landed short of the run­way and was destroyed.

Ye-50/1; second from left, the dotted line shows the Ye-50/2 modifications; sec­ond from right, side view of the Ye-50/3 (MiG О KB four-view drawing)

The Ye-50/3 differed from both the Ye-50/1 and the Ye-50/2 by a noticeable lengthen­ing of the fuselage forward section.

The Ye-50/3 also differed from the two other prototypes by the new shape of its rear fuselage, which resulted in a shortened rudder

The Ye-50-2 was rapidly completed, and V. P. Vasin (also of the LII MAP) was put in charge of the tests. The Ye-50-2 differed from the first prototype in the modified shape of the rear end and in the patch dubbed the “knife" placed along the trailing edge of the rudder to increase the vertical fin area. Several unofficial altitude and speed records were beaten with the rocket engine in use. On 17 June 1957 Vasin climbed to 25,000 m (82,000 feet) and a little later reached Mach 2.23 or 2,460 km/h (1,328 kt).

The Ye-50-3, built in 1957, had a larger kerosene tank and a smaller hydrogen peroxide tank than its predecessors. The former cell-type tank for kerosene was replaced by a sheet metal tank fitted with a transfer pump. Also, the fuselage nose was lengthened, and the air intake lips were sharpened. The air intake cone had a double angle, and the rear end of the fuselage was modified once more. During a high-altitude flight of this prototype with N. A Korovin of the Nil WS at the controls, part of the tail fin caught fire. The aircraft became uncontrollable and went into a spin. The pilot ejected; unfortunately, the mechanism to separate the pilot’s seat and the canopy did not work, and the pilot was killed.

After reviewing carefully the reasons for the many shortcomings of rocket engines and their systems, it was decided to discontinue the Ye – 50 project. But the development of a new generation of fighters equipped with auxiliary power plants proceeded after a complete reap­praisal of the basic data concerning this kind of power unit. The goals of this new effort were to increase the effectiveness of the rocket engine’s control system and to safeguard the pilot and maintenance personnel (both aboard the aircraft and in the storage facilities) against any toxic components of the rocket engine propellants.

Specifications

Span, 8.109 m (26 ft 7,2 in); length (except probe), 13.625 m (44 ft 8.4 in) for the Ye-50-1; 14.85 m (48 ft 8.7 in) for the Ye-50-3; fuselage length (except cone), 12.32 m (40 ft 5 in) for the Ye-50-1; 12.715 m (41 ft 8.6 in) for the Ye-50-3; wheel track, 2.679 m (8 ft 9.5 in); wheel base, 5.22 m (17 ft 1.5 in); wing area, 21 m2 (226 sq ft); takeoff weight, 8,500 kg (18,735 lb); wing loading, 404.8 kg/m2 (83 lb/sq ft).

Performance

Max speed, 2,460 km/h (1,328 kt); climb to 10,000 m (32,800 ft) in 6.7 min; to 20,000 m (65,600 ft) in 9.4 min; static ceiling, 23,000 m (75,440 ft); zoom ceiling, 25,600 m (83,970 ft); landing speed, 280 km/h (151 kt); range, 450 km (280 mi); takeoff roll, 900 m (2,950 ft); landing roll, 860 m (2,820 ft).

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.

Specifications

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.

Performance

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 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.

Specifications

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.

Performance

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).

In the process of developing and upgrading the MiG-23 family, the MiG-23ML (rolled out in 1976) marked an important milestone that involved a complete refurbishing of the MiG-23M: a new engine, new systems, new missiles, and new radar capabilities The R-29-300 turbo­jet was replaced by a first-series Khachaturov R-35 (R-35-300) rated at 8,380 daN (8,550 kg st) dry and 12,450-12,740 daN (12,700-13,000 kg st) with throttleable afterburner Total fuel weight with three 800-1 (211-US gallon) drop tanks reached 5,500 kg (12,120 pounds)

The MiG-23ML differed from the MiG-23M in many other aspects as well:

—the trailing edge flaps were divided into three sections —the automatic flight control system was upgraded and renamed SAU-23AM

—the aircraft’s weight was reduced by removing the fourth fuse­lage tank

—the new Polyot ("flight”) flight management system was installed, including landing and short-range navigation systems, heading and vertical reference unit, and altitude and speed sensor; the Polyot was linked to the SAU-23M and could operate simultaneously —the forward-sector scanning and fire control system, upgraded and renamed S-23ML, featured the Sapfir-23ML radar, the TP-23M infrared sensor, and the ASP-17ML sighting system —six store points (four under the fuselage and two under the wing glove) carried the usual weaponry, including R-23R/R-23T air-to – air missiles to supplement the MiG-23M cannons and rockets — two UPK-23-250 gun pods housing GSh-23L cannons could be mounted beneath the wing

—the shape of the tail fin was modified by shortening the dorsal fin

This photograph dearly shows the shape of the type 3 wing with leading edge flaps The GSh-23L twin-barrel cannon is visible between the air intakes (Photo RR)

A MiG-23ML takes off with full reheat The undercarriage is retracting, and the ventral fin is already fully unfolded (Photo RR)

Close up of the R-35 afterburner’s flame holder rings. Foreground, the flap-type nozzle. (Photo RR)

A MiG-23ML lands in Finland with open tail chute. The new fin shape is a distinctive feature of this model. (Photo RR)

The MiG-23ML entered production in 1976 and was built until 1981. All were later upgraded to the MLD standard as quickly as they were returned to the overhaul shops. Aircraft of this type visited Fin­land and France as part of an exchange prqiect in 1978—without their IR sensor, however.

Specifications

Span (72° sweep), 7.779 m (25 ft 6.3 in); span (16° sweep), 13.965 m (45 ft 9.8 in); fuselage length (except probe), 15.65 m (51 ft 3.7 in); wheel track, 2.658 m (8 ft 8.7 in); wheel base, 5.772 m (18 ft 11.3 in); wing area (72° sweep), 34.16 m2 (367.7 sq ft); wing area (16° sweep),

37.35 m2 (402 sq ft); takeoff weight, 14,700 kg (32,400 lb); max takeoff weight, 17,800 kg (39,230 lb); wing loading (72° sweep), 430.4-521 kg/m2 (88.2-106.8 lb/sq ft); wing loading (16° sweep), 393.6-476.6 kg/m2 (80.7-97.7 lb sq ft); max operating limit load factor, 8.5 at < Mach 0.85, 7.5 at > Mach 0.85.

Performance

Max speed in clean configuration (72° sweep), 2,500 km/h or Mach

2.35 (1,350 kt); max speed in clean configuration (16° sweep), 940 km/h or Mach 0.8 (508 kt); service ceiling, 18,500 m (60,680 ft); ferry range, 1,950 km (1,210 mi); with three 800-1 (211-US gal) drop tanks, 2,820 km (1,750 mi).