Ye152P / Ye-152M |Ye-1BB[

The Ye-152M was designed as a basis for the development of a highly sophisticated interceptor equipped with the most modern navigation and interception systems. It differed from the Ye-152 in the arrange­ment of its fuel tanks: there were the usual six fuselage tanks (no 1, 550 1 [145 US gallons]; no. 2, 1,100 1 [290 US gallons]; no. 3, 1,120 1 [296 US gallons]; no. 4, 120 1 [31.6 US gallons]; no. 5, 460 1 [121 US gallons]; no. 6, 3801 [100 US gallons]; total capacity, 3,7301 [984 US gallons]) and four wing tanks (two in front of and two behind the main spar, each capable of holding 600 1 [158 US gallons]), plus three tanks behind the cockpit in the dorsal spine of the fuselage (no. 1, 750 1 [198 US gallons]; no. 2, 6301 [166 US gallons]; no. 3, 3801 [100 US gallons]; total capacity, 1,760 1 [465 US gallons]). This overall capacity of 6,690 1 (1,766 US gal­lons) could be augmented by the 1,500 1 (396 US gallons) of the PB-

1500 drop tank, bringing the maximum fuel weight to 6,800 kg (14,990 pounds).

Except for the fuel tanks, the Ye-152M’s fuselage was identical to that of the Ye-152; but the ejector was replaced by a convergent-diver­gent exhaust nozzle that reduced the length of the fuselage by 253 mil­limeters. The tail units of the two aircraft were also identical.

The first version, called the Ye-152P, had a wing identical to that of the Ye-152 except for a small fence placed on the lower surface at midspan; also, the missiles were fired from the wing tips. Unfortunate­ly, this arrangement proved to be a failure. Because the wing tips were not sufficiently stiff to keep the launch rails steady, the missiles fol­lowed an uncertain trajectory and usually missed their targets. Engi­neers tried to remedy the situation by fitting the wing tips with pylons that were also supposed to serve as winglets. This improved conditions somewhat but still could not match those of the Ye-152A with its midspan pylons. Missile tests were finally discontinued.

To reduce its load, the wing was equipped with large tips that increased its span by 1,507 mm (4 feet, 11.3 inches). Moreover, the fuselage nose section was fitted with an auxiliary structure to hold a canard surface having a span of 3.5 m (11 feet, 5.8 inches), intended to improve the aircraft’s pitching stability above the sound barrier.

The Ye-152M did not fly with either the extended wing or the canard surface. But the aircraft became world-famous under the fancy designation Ye-166 when, with the short wing, it set the absolute world record for speed over a 100-km (62-mile) closed circuit at 2,401 km/h (1,297 kt) with A. V. Fedotov at the controls on 7 October 1961; the absolute world record for speed over a 15- to 25-km (9- to 16-mile) course at 2,681 km/h (1,448 kt) with G. K. Mosolov at the controls on 7 July 1962; and the world record for altitude at 22,670 m (74,360 feet) as well as for speed over a 15- to 25-km (9- to 16-mile) course with P. M. Ostapyenko at the controls on 11 September 1962. According to the documents submitted to the FAI to verify the record, the Ye-166 was powered by the R166 turbojet rated for 9,800 daN (10,000 kg st). This was not accurate: in fact, it used a reheated R-15B-300 capable of pro­ducing 10,975 daN (11,200 kg st). The Ye-152M test program was dis­continued afterward, and the OKB’s efforts were focused on an ambi­tious new design, the Ye-155—the future MiG-25.

Specifications

Span without enlarged wing tips, 8.793 m (28 ft 10.2 in); with enlarged wing tips, 10.3 m (33 ft 9.5 in); overall length (except probe), 19.656 m (64 ft 5.9 in); fuselage length (except cone), 16.35 m (53 ft 7.7 in); wheel track, 4.2 m (13 ft 9.4 in); wheel base, 6.265 m (20 ft 6.7 in); wing area (without enlarged wing tips), 42.89 m2 (461.7 sq ft).