Category AND ATTACK AIRCRAFT

ВАС 145 and Strikemaster

Origin: Hunting/BAC (now British Aerospace), UK.

Type: Two-seat light tactical aircraft and trainer.

Engine: 3,4101b (1547kg) thrust Rolls-Royce Viper 535 turbojet. Dimensions: Span 36ft 10in (11 -23m); length 33ft 8iin (10-27m); height 10ft 11£in (3-34m).

Weights: Empty 6,270lb (2840kg): loaded (clean) 9,200lb (4170kg): maximum 11,5001b (5210kg).

Performance: Maximum speed 481 mph (774km/h): maximum speed at sea level 450mph (726km/h); initial climb (max fuel, clean) 5,250ft (1600m)/min: service ceiling 44,000ft (13,410m): ferry range 1,615 miles (2600km): combat radius with 3,3001b weapon load 145 miles (233km). Armament: Two 7-62mm FN machine guns fixed firing forwards with 550 rounds each: wide range of stores to maximum of 3,0001b (1 360kg) on four underwing strongpoints.

History: First flight (Jet Provost) 16 June 1954: (Strikemaster) 26 October 1 967: first delivery 1968.

Users: (Jet Provost) Iraq, Kuwait, Rhodesia, S Yemen, Sri Lanka, Sudan, UK, Venezuela: (Strikemaster) Ecuador, Kenya, Kuwait, New Zealand, Oman, Saudi Arabia, Singapore, Sudan, S Yemen.

Development: The Percival Provost basic trainer flew in February 1950. Hunting then produced a jet version, and flew this in June 1954. Subse­quently the Hunting (later ВАС) Jet Provost became a successful basic trainer made in great numbers for the RAF and many overseas countries, and more powerful pressurised versions are still one of BAC’s current products. From this was developed the ВАС.145 multi-role trainer/attack aircraft, which in turn was developed into the highly refined Strikemaster. With a

more powerful Viper engine, the Strikemaster proved to be a great world­wide success. It has side-by-side ejection seats, and the ability to operate from the roughest airstrip whilst carrying a combat load three times a typical bomber’s load in the 1930s and any desired equipment fit. The Strikemaster has set a world record for the number of repeat orders placed by its export customers. In early 1977 there were no plans to install the most powerful Viper, the Mk 632, because this would reduce time between overhauls and increase cost without meeting any requirement expressed by a customer. In 1973-76 ВАС refurbished 177 RAF Jet Provosts, in the course of which VOR, DME and ILS were installed.

Left: One of the 16 Strikemaster Mk 88s serving in a light strike and training role with RNZAF No 14 Sqn based at Ohakea.

Below left: Kuwait is one of the several states whose Strikemasters — in this case designated Mk 83 – have seen real action.

Below: Another air force whose Strikemasters have been fully used is the Sultan of Oman’s; note bomb and Sura rockets on this Mk 82.

Harrier GR.3 and T.4, AV-8A, TAV-8A and Sea Harrier FRS.1

Origin: Hawker Siddeley Aviation (now British Aerospace), UK,

Type: Single-seat tactical attack and reconnaissance: (T.4, TAV) dual trainer or special missions: (Sea Harrier) single-seat ship-based multi-role. Engine: One 21,500lb (9752kg) thrust Rolls-Royce Pegasus 103 two-shaft vectored-thrust turbofan (US designation F402): (Sea H, Pegasus 104). Dimensions: Span 25ft 3in (7-7m), (with bolt-on tips, 29ft 8in): length 45ft 6in (13’87m), (laser nose, 47ft 2in: two-seat trainers. 55ft 9iin; Sea Harrier, 48ft): height 11ft 3in (3’43m) (two-seat, 13ft 8in),

Weights: Empty (GR.1) 1 2.2001b (5533kg): (Sea H) 13,0001b (5897kg): (T) 13,6001b (6168kg): maximum (non-VTOL) 26,000lb (11,793kg), Performance: Maximum speed,737mph (1186km/h, Mach 0 972) at low level: maximum dive Mach number, T3: initial climb (VTQL weight) 50,000ft (1 5,240m)/min: service ceiling, over 50,000ft (15,240m): tactical radius on strike mission without drop tanks (hi-lo-hi) 260 miles (418km): ferry range 2,070 miles (3330km).

Armament: All external, with many options. Under-fuselage strakes both replaceable by pod containing one 30mm Aden or similar gun, with 150 rounds. Five or seven stores pylons, centre and two inboard each rated at 2,000lb (907kg), outers at 650lb (295kg) and tips (if used) at 220lb (100kg) for Sidewinder or similar. Normal load 5,3001b (2400kg), but 8,0001b (3630kg) has been flown.

Below: Unlike every other combat aeroplane in Western Europe the Harrier could escape the devastating missile attack on airfields that would begin any future war in Europe. Unfortunately most Harriers are usually at risk on airfields, instead of being safely dispersed into the countryside as are these Harrier FGA.3 single – seaters pictured during a special exercise in off-base operation.

Above: Three-view drawing of Harrier GR.3 with FR probe, laser nose and (dotted) ferry tips.

History: First hover (P.1127) 21 October 1960: first flight (P.1127) 13 March 1961: first flight (Kestrel) 13 February 1964: (development Harrier) 31 August 1966: (Harrier GR.1) 28 December 1967: (T.2) 24 April 1969: (Sea Harrier FRS.1) 20 August 1 978: squadron service (GR.1) 1 April 1969: (Sea Harrier) late 1979.

Users: Spain (Navy, AV-8A). UK (RAF, Royal Navy), USA (Marine Corps). Development: In the 1950s the realisation that the thrust/weight ratio of the gas turbine made possible a new class of high-speed jets having VTOL (vertical takeoff and landing) capability led to a rash of unconventional

continued ►

Left: Though they are basic attack platforms without most of the sophisticated systems carried by RAF Harriers, the AV-8A Harrier of the US Marine Corps had the important effect of showing an insular Washington that foreign equipment could offer new capabilities. In turn, the Marines explored Harriers as fighters.

Below: A Harrier GR.3 of the RAF salvoes rockets in a firing pass against a ground target. This particular example is armed with four Matra 155 pods, each containing 19 SIMEB rockets of 68mm calibre. They are reasonably effective against hardened targets such as armour, though probably not as lethal as the BL.755 cluster bomb which is an alternative now available.

By using an upward-curving ‘ski jump’ a Sea Harrier (or any other STOL aircraft) can carry much heavier loads with complete pilot safety, especially in operations from surface ships. This ski jump was built by Fairey Engineering from existing Medium Girder Bridge components and used at the 1978 Farnborough Air Show for Harriers and (as shown here) the first Sea Harrier FRS.1. Today the Sea Harrier is in service with the Royal IMavy and will be deployed aboard the lnvincible-cass light multi-role carriers. Invincible has a 7° ramp, while her two sisters. Illustrious and Ark Royal, have 15° ramps and a relocated Sea Dart launcher.

prototypes and research machines. Only one has led to a useful combat aircraft. It was the P.1127, designed by Camm’s team in 1957-59 around a unique engine, planned at Bristol by Stanley Hooker, in which the fan and core flows are discharged through four nozzles which, by means of chain drives from a single pneumatic motor, can be swivelled to point downwards, to lift the aircraft, or point to the rear, for propulsion. Gradually the P.1127 was transformed into the Kestrel, which equipped a UK/USA/German evaluation squadron in 1965. This was further developed into the Harrier (the much bigger, Mach 2, P.1154 for the RAF and RN having been can­celled in 1 965). Powered by a Pegasus 101 rated at 1 9,000lb, the GR.1 was capable of flying useful combinations of fuel and stores out of any hastily prepared site and did more than any other aircraft to explore the advantages and problems of operational deployment of combat aircraft well away from any airfield. Numerous flights were made from a wide variety of naval vessels and record flights were made from the centre of London to the centre of New York and vice versa. The GR.1 A had the 20,000lb Mk 102 engine and at this thrust the Harrier was adopted as the AV-8A by the US Marine Corps in both beach assault and defensive roles. All RAF and USMC aircraft have been re-engined with the Pegasus 103,.giving a payload/range performance adequate for a wide spectrum of missions, many of which cannot be flown by any other aircraft. Using VIFF (vectoring in forward flight) the Harrier can fly "impossible" manoeuvres and has proved itself an extremely tricky customer in a dogfight. This is not its main mission, however, and the RAF Harrier GR.3 (92 built) is primarily a tactical attack platform with Ferranti INAS (inertial nav/attack system) and laser ranger. The USMC AV-8A (112, plus six for Spain named Matador) does not have either of these equipments but carries Sidewinder air/air missiles. Including two-seaters, production by 1 977 amounted to 231. In Britain the main effort is completing development of the redesigned Sea Harrier, which should fly in 1977. The Royal Navy will deploy 24 from throughdeck cruisers and possibly other ships, and several other navies are discussing possible orders. The Sea Harrier has a completely new nose, with raised cockpit. Blue Fox’ radar, much enhanced systems and equipment and weapons for surface attack, reconnaissance, anti-submarine warfare and air combat. Since 1975 talks have been held with China, which is interested in buying a large number of Harriers. The next-generation AV-8B is discussed under McDonnell Douglas.

Below: A fine portrait of a British Aerospace TAV-8A Harrier dual-control trainer (with full combat capability) of the US Marine Corps, serving with VMAT-203, which handles the important task of converting pilots forVMA-231, -513 and -542.

MiG-19, -19S, -19SF (Lim-7, S-105, F-6), -19PF and -19PM; NATO name "Farmer"

Origin: The design bureau named for Mikoyan and Gurevich, Soviet Union: licence-production as described in the text.

Type: Single-seat fighter (PF, PM, all-weather interceptor).

Engines: (-19, -19S) two 6,700lb (3,040kg) thrust (afterburner rating) Mikulin AM-5 single-shaft afterburning turbojets: (-19SF, PF, PM) two 7,1651b (3250kg) thrust (afterburner) Klimov RD-9B afterburning turbojets. Dimensions: Span 29ft 6Jin (9m): length (S, SF, excluding pitot boom) 42ft 11 iin (13-08m): (-19PF, PM) 44ft 7in; height 13ft 2Jin (4-02m). Weights: Empty (SF) 12,6981b (5760kg): loaded (SF, clean) 1 6,7551b (7600kg): (maximum, SF) 19,1801b (8700kg): (PM) 20,9441b (9500kg). Performance: Maximum speed (typical) 920mph at 20,000ft (1480km/h, Mach 1-3): initial climb (SF) 22,640ft (6900m)/min; service ceiling’(SF) 58.725ft (17,900m): maximum range (high, with two drop tanks) 1,367 miles (2200km).

Armament: See text

History: First flight, September 1953: service delivery early 1955: first flight (F-6) December 1 961.

Users: Afghanistan, Albania, Bulgaria, China, Cuba, Czechoslovakia, E Germany (not operational), Flungary, Indonesia (in storage), Iraq, N Korea, Pakistan, Poland, Romania, Soviet Union, Tanzania (F6), Vietnam, Zambia (F6).

Development: With the MiG-19 the Mikoyan-Gurevich bureau established itself right in the front rank of the world’s fighter design teams. The new fighter was on the drawing board as the I-350 before even the MiG-15 had been encountered in Korea, the five prototypes being ordered on 30 July 1 951, Maj. Grigori Sedov flew the first aircraft on 18 September 1953 on the power of two non-afterburning AM-5 engines giving only 4,4101b thrust each. Nevertheless, despite the high wing loading and bold sweep angle of 55° (at 25% chord), the MiG-19 handled well, large fences and Fowler flaps giving satisfactory low-speed control. With afterburning engines the MiG-19 became the first Russian supersonic fighter and it was put into production on a very large scale, rivalling that of the MiG-15 and -17, despite a 100 per cent increase in price. After about 500 had been delivered the MiG-1 9S (stabilizator) supplanted the early model with the fixed tail – plane and manual elevators replaced by a fully powered slab. At the same time the old armament (unchanged since MiG-15 and -17) was replaced by three of the new 30mm NR-30 guns, one in each wing root and one under the right side of the nose. A large ventral airbrake was also added. In 1956 the AM-5 engine was replaced by the newer and more powerful RD-9.

Right: Few of this specialized missile­armed interceptor version (the MiG – 19PM, which unlike earlier MiG fighters was not made in Poland) remain in service with the PWL (Polish Air Force).

increasing peak Mach number from 1-1 to 1 -3. The new fighter was desig­nated MiG-19SF (forsirovanni. increased power), and has been built in very large numbers. Total production possibly exceeds 10,000. including licence-manufacture as the Lim-7 in Poland. S-105 in Czechoslovakia and F-6 in China. The corresponding MiG-19PF (perekhvatchik. interceptor) has an Izumrud Al radar (called "Scan Odd" by NATO) in a bullet carried on the inlet duct splitter, with the ranging unit in the upper inlet lip, changing the nose shape and adding 22in to the aircraft length. The final production version was the MiG-19PM (modifikatsirovanni), with guns removed and pylons for four early beam-rider air-to-air missiles (called "Alkali" by NATO). All MiG-19s can carry the simple K-1 ЗА missile (the copy of Side­winder. called "Atoll" by NATO) and underwing pylons can carry two 176 gal drop tanks plus two 5511b weapons or dispensers. Perhaps sur­prisingly. there has been no evidence of a two-seat trainer version of this fine fighter, which in 1960 was judged obsolescent and in 1970 was fast being reappraised as an extremely potent dogfighter. Part of the understand­ing of the MiG-19’s qualities has resulted from its purchase in large numbers by Pakistan as the F-6 from the Chinese factory at Shenyang. The notable features of the F-6 were its superb finish, outstanding dogfight man­oeuvrability and tremendous hitting power of the NR-30 guns, each projectile having more than twice the kinetic energy of those of the Aden or DEFA of similar calibre. Though China soon ceased making the MiG-21 the F-6 remains in production, and has been developed into the F-6bis.

Left: Very large numbers of many versions of F-6 (Chinese-built MiG-19) are used by the air force of the Chinese People’s Liberation Army. This is a regular F-6 single-seat tactical machine, but some versions — notably the TF-6 dual-control trainer — are wholly of Chinese design and have no counterpart in the Soviet Union. The F-6 was also the basis for the much heavier and more powerful F-6bis, called ‘Fantan-A’ by NATO.

Su-9 "Fishpot B", Su-9U "Maiden" and Su-11 "Fishpot C".

Origin: The design bureau named for Pavel 0. Sukhoi. Soviet Union. Type: Single-seat all-weather interceptor (Su-9U, two-seat trainer). Engine: One Lyulka single-shaft turbojet with afterburner: (Su-9 and -9U) AL-7F rated at 1 9,8401 b (9000kg) thrust with maximum afterburner, (Su-11) AL-7F-1 rated at 22,046lb (10,000kg).

Dimensions: Span 27ft 8in (8-43m); length (-9, -9U) about 54ft (16-5m). (-11) 57ft (17-4m); height 16ft (4-9m).

Weights: (All, estimated) empty 20.000lb (9070kg): loaded (typical mission) 27,000lb (12.250kg), (maximum) 30,0001b (13,610kg). Performance: (-11, estimated) maximum speed (clean, sea level) 720mph (1160km/h, Mach 0-95), (clean, optimum height) 1,190mph (1910km/h, Mach 1-8), (two missiles and two tanks at optimum height) 790mph (1270km/h, Mach 1-2): initial climb 27,000ft (8230m)/min: service ceiling (clean) 55,700ft (17,000m): range (two missiles, two tanks) about 700 miles (11 25km).

Armament: (-9) four AA-1 "Alkali" air-to-air missiles: (r9U) same as -9, or not fitted: (-11) two AA-3 "Anab" air-to-air missiles, one radar and the other I Ft.

History: First flight (-9) before 1956: (-11) probably 1966: service delivery (-9) probably 1959, (-11) 1967.

User: Soviet Union (IA-PVO).

Development: When first seen, at the 1 956 Tushino display, one prototype delta-winged Sukhoi fighter had a small conical radome above the plain

Above: Three-view of Su-11, with "Anab" missiles.

nose inlet, while a second had a conical centrebody. The latter arrangement was chosen for production as the Su-9. though development was rather protracted. At first sharing the same engine installation, rear fuselage and tail as the original Su-7, the Su-9 eventually came to have no parts exactly common. No gun was ever seen on an Su-9 by Western intelligence, the primitive missiles being the only armament. At least 2,000 were built, an additional number, probably supplemented by conversions, being tandem – seat dual trainers with a cockpit slightly different from that of the Su-7U. The Su-11 is cleaned up in every part of the airframe, has a longer and less – tapered nose with larger radar centrebody, completely different armament (still without guns) and a fuselage similar to the Su-7B with external duct fairings along the top on each side. Though much larger and more powerful than the MiG-21, these interceptors have an almost identical tailed-delta configuration. Unlike the MiG-21 they have all-weather capability (in­terpreted as "night and rain" rather than true all-weather), but are still limited in radius, endurance and armament. In 1976 they were together judged to equip one-quarter of the 2,500-strong interceptor force of the IA-PVO, but were being replaced by the Su-T5 and MiG-23S.

Left: A frame from a film showing both inner ‘Alkali’ missiles being fired from an Su-9 of the PVO.

Below: Large numbers of Su-11 interceptors still operate with the IA-PVO, though probably no longer in the most sensitive spots.

A-37, -37A and -37B ( Model 318E)

(data for -37B)

Origin: Cessna Aircraft Co, USA,

Type: Two-seat light strike aircraft.

Engines: Two 2.850lb (1293kg) thrust General Electric J85-17A single­shaft turbojets.

Dimensions: Span (over tip tanks) 35ft Ю^іп (1093m); length (not including refuelling probe) 29ft Зіп (8-92m); height 8ft 10Jin (2-7m). Weights: Empty 6,2111b (2817kg): loaded 14,0001b (6350kg). Performance: Maximum speed 507mph (816km/h) at 16,000ft (4875m): initial climb at gross weight 6,990ft (2130m)/min: service ceiling 41,765ft (12,730m): range (maximum weapons) 460 miles (740km), (maximum fuel) 1,012 miles (1628km).

Armament: One 7-62mm GAU-2B/A six-barrel Minigun in nose: eight wing pylon stations, two inners for up to 870lb (394kg), intermediate for 600lb (272kg) and outers for 500lb (227kg): maximum ordnance load 5,6801 b (2576kg).

History: First flight (XT-37) 12 October 1954: (YAT-37D) 22 October 1963: (A-37B) September 1967.

Users: (T-37) Brazil, Burma, Cambodia. Chile, Colombia, W Germany, Greece. Jordan, Pakistan, Peru, Portugal, Thailand, Turkey, US Air Force, Vietnam; (A-37) Brazil, Chile, Ecuador, Ethiopia (delivery embargoed at time of writing), Guatemala, Honduras, Peru, Uruguay, US Air Force and National Guard, Vietnam (left by US forces).

Development: The Cessna Model 318 was the first American jet trainer. It entered production for the US Air Force as the T-37A, powered by two 920lb (417kg) thrust Continental J69 (licence-built Turbomeca Marbore) engines and with side-by-side ejection seats. All A models were subse-

Below: The A-37B Dragonfly has been sold to numerous air forces, especially those of South America. These are aircraft of (left) the Fuerza Аёгеа Ecuatoriana, (upper right) the Fuerza Aerea de Chile and (lower right) the Fuerza Aerea Uruguayana.

Three-view of A-37B Dragonfly, showing the almost grotesque array of possible stores.

quently converted to the standard of the main production type, the T-37B, with J69-25 engines of 1,0251b (465kg) thrust. Export versions were designated T-37C, with provision for underwing armament. Production of the T-37 was completed in 1975 with more than 1,300 delivered to the USAF and 14 other air forces. It was logical to fit the much more powerful J85 engine and restress the airframe to carry greater loads in arduous combat duties. The work began in 1960 at the time of the upsurge of interest in Со-In (counter-insurgency) aircraft to fight "brushfire wars". Deliveries of A-37A aircraft converted from T-37 trainers began in May 1967 and a squadron of 25 had flown 10,000 combat missions in Vietnam in an exten­sive evaluation by early 1 968. The slightly more powerful A-37B is the definitive production version and by 1977 deliveries had exceeded 600. The A-37B is not pressurised, nor does it have ejection seats, but the dual pilots are protected by layered nylon flak curtains. The wealth of nav/com avionics and possible underwing stores is impressive and nearly all В models have a fixed nose refuelling probe.

Above: Yet another of the Latin American air arms to rely on the warlike Cessna is the Fuerza Aerea del Peru. A total of 36 are in service, all flown by Grupos 13 and 21 from the major FAP base at Chiclayo. Peru’s difficulties in procuring later attack aircraft from Western sources caused it to select the Sukhoi Su-22, which when delivered lacked adequate nav/attack avionics.

P.1182 Hawk T.1

Origin: British Aerospace, UK.

Type: Two-seat trainer and tactical multi-role.

Engine: One 5,340lb (2422kg) Rolls-Royce/Turbomeca Adour 151 two-shaft turbofan.

Dimensions: Span 30ft 10in (9-4m); length (over probe) 39ft 23,In (11 -95m); height 1 3ft 5in (4-09m).

Weights: Empty 7,450!b (3379kg): loaded (trainer, clean) 12,0001b (5443kg), (attack mission) 16,2601b (7375kg).

Performance: Maximum speed 630mph (1014km/h) at low level; Mach number in shallow dive, 1-1; initial climb 6,000ft (1830m)/min; service ceiling 50,000ft (15,240m): range on internal fuel 750 miles (1207km); endurance with external fuel 3 hr.

Armament: Three or five hard-points (two outboard being optional) each rated at 1,0001b (454kg); centreline point normally equipped with 30mm gun pod and ammunition.

History: First flight 21 August 1 974; service delivery 1976.

Users: Finland, Indonesia, Kenya, UK (RAF).

Development: The only new all-British military aircraft for 15 years, the Flawk serves as a model of the speed and success that can be achieved when an experienced team is allowed to get on with the job. To some degree it owes its existence to the escalation of the Jaguar to a power and weight category well above that economic for use as a pure trainer. Britain never participated in the Franco-German Alpha Jet programme and instead played off the two British airframe builders, finally making a choice between the Adour without afterburner and the less powerful Viper 632. With the Adour, the Flawk had a chance to be a world-beater, and backed by an immediate RAF order for 175 the Hawker Siddeley plants rapidly completed design, tooled for fast manufacture with assembly at Dunsfold and com­pleted development of the RAF T.1 version all within the first two years of the programme. By October 1976 a dozen aircraft had flown and deliveries had begun to the RAF to replace the Gnat, Hunter and, eventually, Jet Provost, in roles ranging from basic flying to advanced weapon training. Thanks to very rapid development the Hawk was kept to the original budget and price and by late 1979 nearly all the 175 aircraft for the RAF had been delivered. So pleased is the RAF that a repeat-order has been requested, though funds are awaited. A proportion of Hawks may be single­seat dedicated close-support machines.

Above: One of approximately 100 Hawk T.1 multi-role advanced trainers serving with 4 Flying Training School at RAF Valley.

Below: In this configuration about 50 Hawks are flying with No 234 Sqn, part of No 1 Tactical Weapons Unit, at RAF Brawdy.

MiG-21, 21 F (S-107), 21 FA, 21 PF, 21 FL,

21 PFS, 21 PFM, 21 PFMA, 21 M, 21 R,

21 MF, 21SMT, 21 bis, 21 U, 21 US and 21 UM plus countless special versions. Several versions made in China as F-8

Origin: The design bureau named for Mikoyan and Gurevich: Soviet Union: licence-production as described in the text.

Type: Single-seat fighter: (PFMA and MF) limited all-weather multi-role: (R) reconnaissance: (U) two-seat trainer.

Engine: In all versions, one Tumansky single-shaft turbojet with after­burner: (-21) R-11 rated at 11,2401b (5100kg) with afterburner: (-21 F) R-11-F2-300 rated at 13,1201b (5950kg): (-21 FL, PFS, PFM and PFMA) R-11-G2S-300 rated at 13,6681b (6200kg): (-21 MF and derivatives) R-13-300 rated at 14,5001b (6600kg).

Dimensions: Span 23ft 5jin (7-15m): length (excluding probe) (-21) 46ft 11 in: (-21 MF) 48ft OJin (14-6m): height (little variation, but figure for MF) 14ft 9in (4’5m).

Weights: Empty (-21) 11,4641b (5200kg): (-21 MF) 12,3461b (5600kg): maximum loaded (-21) 18,7401b (8500kg): (-21 MF) 21,6051b (9800kg) (weight with three tanks and two K-1 ЗА, 20.725lb).

Performance: Maximum speed (MF, but typical of all) 1,285mph (2070km/h, Mach 2-1): initial climb (MF, clean) 36,090ft (11,000m)/min: service ceiling 59,050ft (18,000m): range (high, internal fuel) 683 miles (1100km): maximum range (MF, high, three tanks) 1,118 miles (1800km). Armament: See text.

Right: An early model, MiG-21 FL, on night-flying practice with the East German (LSK) air force. This sub-type is not equipped for night fighting, though with good ground guidance it might get into a firing position.

Above: Three-view of MiG-21 SMT ("Fishbed K") with four K-1 ЗА missiles.

History: First flight (E-5 prototype) late 1955: (production -21F) late 1957: service delivery early 1 958.

Users: Afghanistan, Albania, Algeria, Angola, Bangladesh, Bulgaria, China, Cuba, Czechoslovakia, Egypt, Ethiopia, Finland, E Germany, Flungary, India (licence-built), Indonesia (stored), Iraq, Laos, Mozambique, Nigeria,

N Korea, Poland, Romania, Somalia, Soviet Union, Sudan, S Yemen, Syria, Tanzania, Uganda, Vietnam, Yemen Arab Republic, Yugoslavia.

Development: Undoubtedly the most widely used combat aircraft in the world in the 1970s, this trim little delta has destablished a reputation for cost effectiveness and in its later versions it also packs a more adequate ►

multi-role punch. It was designed in the 18 months following the Korean War. While Sukhoi developed large supersonic fighters to rival the American F-100, the Mikoyan-Gurevich bureau, by now led only by Col-Gen Mikoyan (who died in 1970), concentrated on a small day interceptor of the highest possible performance. Prototypes were built with both swept and delta wings, both having powered slab tailplanes, and the delta was chosen for production. At least 30 pre-production aircraft had flown by the time service delivery started and the development effort was obviously considerable. The initial MiG-21 abounded in interesting features including Fowler flaps, fully powered controls, upward ejection seat fixed to the rear of the front-hinged canopy (which incorporated the whole front of the cockpit enclosure except the bullet-proof windshield) to act as a pilot blast-shield, and internal fuel capacity of only 410 gal. Armament was two 30mm NR-30 in long fairings under the fuselage, the left gun usually being replaced by avionics. Part of these avionics serve the two K-13 ("Atoll") missiles carried on wing pylons on the slightly more powerful 21 F. This had radar ranging, 515 gal fuel, broader fin, upward-hinged pitot boom attached under the nose (to prevent people walking into it) and two dorsal blade aerials. Czech-built aircraft (still called 21 F) did not have the rear-view windows in the front of the dorsal spine. The F was called "Fishbed C" by NATO and Type 74 by the Indian Air Force; it was also the type supplied to China in 1 959 and used as the pattern for the Chinese-built F-8. As the oldest active variant it was also the first exported or seen in the West, the Finnish AF receiving the 21 F-1 2 in April 1963.

At Tushino in 1961 the prototype was displayed of what became the 21 PF, with inlet diameter increased from 27in to 36in, completely changing the nose shape and providing room for a large movable centre-body housing the scanner of the R1 L (NATO "Spin Scan") Al radar. Other changes include deletion of guns (allowing simpler forward airbrakes), bigger main – wheels (causing large fuselage bulges above the wing), pitot boom moved above the inlet, fatter dorsal spine (partly responsible for fuel capacity of 627gal) and many electronic changes. All PF had an uprated engine, late models had take-off rocket latches and final batches had completely new

Above: Though the latest type of combat aircraft so far permitted to the air force of Romania is the very limited MiG-21 PF, with ‘AA-2 Atoll’ IR-homing missiles, it is possible that an air-combat version of the Orao may appear. About 80 of all MiG-21 versions are believed to be in service with this country.

blown flaps (SPS) which cut landing speed by 25mph and reduced nose-up attitude for better pilot view. The FL was the export – PF (L = lokator. denoting R2L radar) with even more powerful engine. Like the F models rebuilt in 1963-64, this can carry the GP-9 gunpack housing the excellent GSh-23 23mm twin-barrel gun, has a still further broadened vertical tail and drag – chute repositioned above the jetpipe. The PFS was the PF with SPS blown flaps, while the PFM was a definitive improved version with another 19in added to the fin (final fillet eliminated), a conventional seat and side-hinged canopy, and large flush aerials in the fin. One-off versions were built to prove STOL with lift jets and to fly a scaled "analogue" of the wing of the Tu-144 SST. The very important PFMA. made in huge numbers, was the first multi­role version, with straight top line from much deeper spine (housing equipment and not fuel and holding tankage to 572gal), and four pylons for two 1,1001b and two 5511b bombs, four S-24 missiles and/or tanks or K-1 ЗА missiles. The 21M has an internal GSh-23 and since 1973 has been built in India as Type 88. The 21 R has multi-sensor reconnaissance internally and in pods and wing-tip ECM fairings, as do late models of the 21 MF, the first to have the new R-13 engine. The RF is the R-1 3-powered reconnaissance version. One of the few variants still in production is the SMT, with fuel restored to the spine and more comprehensive avionics including tail-warning radar.

Code-named "Mongol" and called Type 66 in India, the U is the tandem trainer, the US has SPS flaps and UM the R-13 engine and four pylons. Many other versions have been used to set world records. About 10,000 of all sub-types have been built, and in 1977 output was continuing at perhaps three per week in the Soviet Union, with a much lower rate, in India; in early 1976 N Korea was said to be also in production. Many of the early models of this neat fighter were sweet to handle and quite effective day dogfighters, but the majority of the subtypes in use have many adverse characteristics and severe limitations.

In late 1976 a new version appeared, the MiG-21 bis (Fishbed L); this is a cleaned-up and refined MiG-21 MF with Tacan-type navigation and other improvements.

Versions known to the West are code-named "Flagon-A to – E"

Origin: The design bureau of Pavel 0. Sukhoi, Soviet Union,

Type: Most versions, all-weather interceptor.

Engines: Two afterburning engines, believed to be Tumansky R-13F2 turbojets each rated at about 1 2.000lb (5443kg) dry and 1 5.875lb (7200kg) with afterburner.

Dimensions: Span (A) 31ft 3in (9-50m), (D) about 36ft (110m): length (all) 70ft 6in (21 -50m); height 1 6ft 6in (5 0m).

Weights: (Estimated) empty (A) 24,000lb (10,900kg), (D) 26,000lb (11,800kg): normal loaded (A) 35.275lb (16,000kg); maximum loaded (D) 46.0001b (21,000kg).

Performance: (Estimated) maximum speed at altitude, with two missiles, 1,520mph (2445km/h. Mach 2-3); initial climb 35,000ft (10,670m)/min, service ceiling 65,000ft (19.800m) combat radius 450 miles (725km); ferry range about 1,400 miles (2250km).

Armament: Two underwing pylons normally carry one radar "Anab" and one infra-red "Anab"; two fuselage pylons normally carry drop tanks, often with a 23mm GSh-23 two-barrel cannon between them; other missiles such as AA-6 or AA-7 are probably now being carried (but not yet seen by the West).

History: First flight (Su-15 prototype) probably 1964: (production Su-15) probably 1967.

User: Soviet Union (PVO).

Development: Following naturally on from the Su-11. and strongly resembling earlier aircraft in wings and tail, the Su-15 has two engines which not only confer increased performance but also leave the nose free for a large Al radar. The initial "Flagon-A" version entered IA-PVO Strany service in 1969. "Flagon-B" is a STOL rough-field version with three lift jets in the fuselage and a revised "double delta" wing. "Flagon-C" is the Su-15U dual trainer, "-D" is basically a "-ES" without lift jets, and "-E" has completely updated electronics and the same extended wing but with further leading-edge improvements; the latest and probably final version is "Flagon-F" with an ogival radome suggesting use of a larger

aerial and possibly a completely new radar. It has been speculated that some late examples have an internal gun. In 1971 a US official estimated that 400 Su-15 were in service, with production at about 15 monthly. In early 1976 an estimate of PVO establishment gave the number of all Su-1 5 versions in combat service as 600. Though small numbers have served in Warsaw Pact countries and, in 1973, in Egypt, all Su-1 5s are at present believed to serve with the IA-PVO. There has been speculation in the West that later models could carry the Fox Fire radar and AA-6 "Acrid" missiles of the MiG-25.

Above: This experimental STOL aircraft appeared publicly in 1967. It introduced a compound-taper wing very similar to that on all versions now in service (‘Flagon-E’ and ‘-F’) as well as three lift jets in a special bay in the centre fuselage (note open lift-bay doors above fuselage). Normal Su-15s need a paved runway.

Left: IA-PVO officers clustered round the cockpit of one of the current operational versions, either a ‘Flagon-E’ or a ‘Flagon-F’, the latter having a modified radome. Rather un-Russian in having immense power but very little wing (relative to gross weight), about 1,000 of all versions are in use.