Military Aircraft of Eastern Europe: (1) Fighters & Interceptors

MILITARY AIRCRAFT OF

(1) FIGHTERS & INTERCEPTORS by Piotr Butowski

PUBLICATIONS COMPANY

1028

1028

by Piotr Butowski

4+/4 PUBLICATIONS COMPANY

Copyright© 1992 by CONCORD PUBLICATIONS CO. 603-609 Castle Peak Road Kong Nam Industrial Building 10/F, Bl.TsuenWan New Territories, Hong Kong All rights reserved. No part of this publication may be reproduced, stored in a retrieval system or transmitted in any form or by any means, electronic, mechanical, photocopying or otherwise, without the prior written permission of Concord Publications Co. We welcome authors who can help expand our range of books. If you would like to submit material, please feel free to contact us. We are always on the look-out for new, unpublished photos for this series. If you have photos or slides or information you feel may be useful to future volumes, please send them to us for possible future publication. Full photo credits will be given upon publication.

FRONT COVER Sukhoi Su-27 Flanker in Kubinka air base near Moscow.

BACK COVER ISBN 962-361-028-9

Printed in Hong Kong

Su-27IB with Kh-31 anti-radiation missiles on underfuselage stations, AS14 Kedge on outboard underwing stations and AA-11 Archer on wing tips.(via Steven Zaloga)

All photos by Piotr Butowski unless otherwise stated.

Introduction • his is the first of a set of four photo-books, in which I shall present all types of military aircraft of East European Countries, particularly the Soviet aircraft. The first book will include the fighters a n d interceptors, t h e successive books will b e d e v o t e d t o strike aircraft such as bombers a n d attack planes, afterwards the helicopters will be discussed a n d finally the reconnaissance aircraft, AWACS, training planes etc. It was not my intention to present a bare set of photos. Therefore the captions c a n be read as a separate story containing the development, application, versions a n d characteristics of aircraft. The greatest attention will be paid to the essential features of a military aircraft i.e. the combat potential a n d w e a p o n . The individual types of aircraft will be presented in historical succession, from, living through its last days, MiG-21 Fishbed up to the aircraft which are now being developed without any certainty to be used in the future in armed forces. Not long a g o , the air forces of East Europe, enclosed in rigid frames of Warsaw Pact, were equipped mainly with Soviet aircraft. Only some light aircraft were of Czechoslovakian, Polish or Romanian design. We are now witnessing the quick changes. From 1 April 1991 o n , the Warsaw Pact ceased to exist a n d late non-Soviet members are looking for the Western aircraft. There is no more GDR. The firm structure of Soviet Union has disintegrated a n d w e will see the separate air forces of the Commonwealth of Independent States, Therefore this booklet is a frozen picture of the last days of old East Europe. I would like to thank all institutions a n d persons who helped in providing photos or information for this book. Also many thanks to all friends. Piotr Butowski

Abbreviations AAM - air-to-air missile ASM

- air-to-surface missile

ECM - electronic countermeasure GCI

- ground-controlled intercept

IFF

- identification friend-or-foe

ILS

- instrument l a n d i n g system

IRST

- infra-red search a n d tracking

PVO

- Protivo-Vozdushniaya Oborona, Air Defense

SLAR - side-looking airborne radar VTOL - vertical take-off a n d landing VVS

- Voenno-Vozdushniye Sily, Air Forces

The maximum speed of MiG-21 Fishbed is equal to 2,175km/h (Ma=2.05), the service ceiling amounts to 19,000m. The Achilles heel of this aircraft is the small range, no more than 1,370km at optimum condition, and only 1,000kg of armament weight. The photo shows MiG-21 PFM Fishbed F.

In spite of great number of manufactured MiG-21 Fishbed, this type of aircraft is now very scarce in USSR. The VVS (Voenno-Vozdushniye Sily air force) have 120 Fishbeds, another 40 aircraft of this type are used by the aviation units of the PVO (ProtivoVozdushniaya Oborona - air defense). So there are 160 MiG-21 aircraft, no more than 2.4% of total number of 6,611 combat aircraft. This reconnaissance MiG-21 R Fishbed H has been recently handed over to the museum.

The anti-aircraft potential of MiG21 MF is not very strong. The aircraft has RP-21M (Sapffr-21 M) radar (NATO codename Spin Scan) with search range equal to 20km and tracking range - 10km. The armament includes four obsolete AAMs (air-to-air missiles) and a cannon. There are no countermeasure nor counter-countermeasure devices.

The armament of MiG-21 includes the first generation AAMs of the fifties. At the right hand side of the photo there is K-5 (RS-2US) missile and two versions of K-13 missile: K-13R and K-13M. The K-13 is a copy ofAmerican AIM-9B Sidewinder, captured by the Soviets on 24 September, 1958. During an air combat of Chinese MiG-15 and MiG-17 against F-86F Sabre of Taiwan, one of the launched Sidewinders struck in the fuselage of the MiG without exploding. The direct copy of AIM-9B was Soviet K-13T (R3S) missile with infra-red homing. There were also later versions like infrared homed K-13M (R-13M) and K-13R (R-3R) semi-active radar guided missile - see photo.

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The characteristics of K-13T (R-3S) AAM are as follows: length 2.858m, bore - 127mm, weight - 75.3kg, range - up to 7,600m. The Western name for K-13 missile is AA-2 Atoll.

K-5 (RS-2US, NATO codename AA-1 Alkali) radio-command guided AAM under the wing of MiG-21 M Fishbed J. Characteristics: length - 2.50m, bore - 200mm, weight 82.3kg, maximum speed - 630m/s, range - 5km. The passive infra-red homing AAM K-55 (R-55) is a modified version of K-5.

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MiG-21 MF Fishbed J awaiting her take-off turn. Note the training R-3U missile suspended under the wing (SZKOLNY inscription on the missile means "training").

UB-16-57 rocket launcher for sixteen S-5, 57-mm unguided rockets under the wing of MiG-21. Recently, more frequently used are the containers with missiles of greater calibre: 80 and 130mm.

The last versions of MiG-21 and MiG-23 are equipped with twin-barrel, 23-mm, GSh-23 cannons.

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The MiG-2

M 0 1 B t W 0 s t e r A b o v e t h e r e a r c o c k i ( o f t h e i n s t r u c t o r th " f P ere is a small mirror for better visibility of the ground during the landing f TH refuelled via a single common inlet behind the cockpit. The fuel is distributed to six tanks in fuselage and four tanks in wings.

From about 20 years the R-60 (AA-8 Aphid) is the most popular Soviet close air combat AAM. This light weight, 43kg, missile can be launched from 200 through 7,200m distance. The improved versions of this missile are R-60M and R-60MK.

A view of the MiG-21 MF Fishbed J cockpit.

The R-25-300 engine of MiG-21 bis is equipped with second stage of afterburner called ChR (cherezvychainyi rezhim, extraordinary regime). /Vith this device the engine thrust can be increased up to 93.2kN (9,500 (G) but at the cost of enormous fuel consumption. Therefore the ChR ievice is used only for several seconds in the most critical situations.

A view of the MiG-21 bis Fishbed L cockpit.

There were some attempts of modernization of older variants of MiG21 like the adaptation of MiG-21MF Fishbed J for modern close air combat AAMs R-60 (AA-8 Aphid). The photo shows R-3U and R-60U training missiles, without engines and explosive, ready to be suspended under the aircraft.

A MiG-21 displayed at Central Airfield named for M. Frunze in Moscow (Khodynka) in August 1989. An engineer from Mikoyan Design Bureau presenting the aircraft of this firm during the exposition, described me this aircraft as a transformation of production MiG-21 S Fishbed J into experimental aircraft for testing the new types of homing air-to-surface missiles "for MiG-29 and newer aircraft" as he said enigmatically. There are longitudinal antennas at both sides of the pilot cockpit ( the port side antenna, not visible in the photo, is shorter), third additional antenna is located under the fuselage just behind the front wheel. Also the underwing pylon is not typical for MiG-21; the photo shows two R-60 AAMs suspended from this pylon.

Tu-128 Fiddler B - the only postwar fighter plane of A. Tupolev design. According to Western publications, this type of aircraft has already been withdrawn from the service, but according to official Soviet statement, it still remains in use. In October 1990, during the talks on conventional armed forces in Europe before the Paris treaty, the Western delegations obtained from the Soviets a book containing photos and characteristics of Soviet combat aircraft. The Tu-128 interceptor as well as its training version Tu-128UT were included in this book. These aircraft have never been used abroad. (Archives)

In spite of its old age, the Tu-128 Fiddler is the most mysterious Soviet aircraft being actually in active service. The Fiddler A prototype took-off for her maiden flight in March 1961. Six years later three production Tu-128 Fiddler B were shown in flight at Domodedovo show in July 1967. In respect to Fiddler A the armament has been increased up to four missiles.

The Tu-128 Fiddler B is powered by two Lulka AL-7F2 turbojets with 120.1 kN (12,250 kG) of thrust each. Its weight amounts to 45,000kg. The maximum speed is equal to 1,760km/h, service ceiling 20,000m and the range up to 1,500km. The Tu-128 is armed with four R-80 (AA-5 Ash) missiles, two R-80T infra-red homing and two R-80R semi-active radar guided. These missiles as well as Big Nose radar are installed only in Tu-128 aircraft. No exact data of R-80 missile is available. The missile probably has a maximum effective range of some 50km (radar version) or 20km (infra-red), as well as a weight of some 400kg.

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The crew of Tu-128 Fiddler B consists of the pilot and weapon system officer/navigator. Their seats are arranged in tandem, as can be seen in the photo there in not much light in the navigator cockpit.

Tu-128 Fiddler B is a two-seater interceptor developed for the protection of Northern regions of USSR where the network of airfields and ground based radars is scarce. For many years this aircraft have fulfilled the duty which is now taken over by MiG-31 Foxhound.

The first Soviet interceptor with weapon system adapted for attacking the air targets flying at altitude 500 - 23,000m made her maiden flight in 1961. Designed by Pavel Sukhoi this T-58 prototype was equipped with small delta-shaped wing and two R-11 F-300 engines, the same as in MiG-21. The photos show the second prototype of this aircraft, T-58-2, used for testing the area rule airframe, note the bulged fuselage in front of wings.

The production aircraft had simple fuselage, however, without area rule. It was called Su-15 (T-58 was the internal name of prototype used in Sukhoi Design Bureau). On 30 April 1965, the PVO accepted officially the intercepting system including Su-15 Flagon A aircraft and R-98 (AA-3 Anab) missiles. An unique system of aircraft control, SAU-58 has been developed for Su-15 by P. Sukhoi and O. Uspenski teams. It had extreme GCI (ground-controlled intercept) capability with full automatic interception of air targets from the signals of ground based units. (Sukhoi Design Bureau)

Su-15 Flagon A has two R-11F2S-300 engines developing 60.8 kN (6,200 kG) of thrust each, the maximum speed is equal to 2,230km/h (Ma=2.1) while the practical ceiling comes to 18,500m. The range is rather modest - 1,500km. The weight of empty aircraft is equal to 10,220kg whereas the maximum take-off weight amounts to 17,350kg.

Uncovered radiolocation unit Oriol (NATO codename Skip Spin) of Su-15 Flagon A. The frequency of Oriol radar is in the outdated X-band, around 10 GHz, about 3cm wavelength.

A starboard variable geometry air intake with intake hazard warning markings.

The manufacturing of Su-15 began in the mid sixties in Novosibirsk. The original form of aircraft was soon replaced by the modified version with aerodynamic twist and indented leading edge of wing. The shape of new wing is not simple. The angle of sweep seems to have changed twice. Actually, when seen from above, there is only one indentation. The illusion is caused by the downward offset of the leading edge. As the result of modification of the wing shape, the Su-15 Flagon A was transformed into Flagon D (see photos). In USSR the old name of Su-15 was retained without adding any new suffix. (Archives)

Two different wings of Su-15. Upper photo shows the delta-shaped wing of Su-15 Flagon A, all the remaining versions obtained the wings shown in lower photo ( the photo shows Su-15UT Flagon C aircraft). The indented wings have the span increased by 60cm, with aerodynamic twist and greater ailerons.

Su-15MT aircraft which entered service in 1970. In respect to Su-15 Flagon D it is equipped with new weapon system and engines. The Oriol (Skip Spin) radar has been replaced by improved airborne intercept radar Taifun (NATO codename Twin Scan) and R-13F-300 engines have been installed in lieu of R-11F2S-300 units. The engine compartment top has been changed. In the aircraft with R-11 engines there are two long, rectangular air intakes which are absent in the aircraft with R-13 engines. (Swedish Air Force)

The Western names for Su-15MT are Flagon E and Flagon F depending on the shape of nose radome. Flagon E has conical radome whereas the radome of Flagon F (See photo) is ogival shaped. The change into the ogival radome in Flagon F may have been made for providing a better dielectric shape for the transmission of the radar beam, Su-15MT Flagon F is the last production version of Su-15; the later Su-15bis, with R-25F-300 engines, has never entered the serial manufacturing. (Sukhoi Design Bureau)

Two-seat Su-15UT Flagon C training aircraft. In spite of the second cockpit built into the fuselage, the whole weapon system with radar and missiles has been retained. The serial production of successive training aircraft, Su-15UM Flagon G, started in 1976. This type is equipped with R13F-300 engines and with Taifun radar.

Principal armament of all Su-15 versions is the R-98 (AA-3 Anab) medium-range AAM, which is available in alternative active and passive forms: semi-active radar guidance R-98R or infra-red homing R-98T. The infra-red version (distinguishable by a rounded optical window in the nose) usually is carried on the port wing pylon and the semi-active radar version (with its conical shaped radome nose) correspondingly under the starboard wing. The missile probably has a maximum effective range of some 30km (radar version). Additional armament, in the form of UPK-23 gun containers, may be carried side-by-side on the underfuselage pylons. Small pylons for R-60 (AA-8 Aphid) close air combat missiles have been later installed under the wings of all Su-15 versions. (Archives)

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Small streamlined container, with a window in the fore part, contains a photo-gun released simultaneously with the missile launching. This photogun is used for controlling the shooting results. The container is suspended under the front part of fuselage of Su-15, in front of the container there is triple SRO-2 Odd Rods IFF (identification friend-or-foe) aerial.

Display of Oriol (Skip Spin) radar unit in the cockpit of Su-15 Flagon A. The two disks at the left hand side are course indicator and speed meter. Besides them is the armament change over switch and, a little below, the artificial horizon. At the above right is the radiolocation unit control console. Below - the failure warning console (for instance "Fire", "Hydraulic Pump out of Action", "Opened Cockpit"), as well as the instrument homing command panel (for instance "Switch on the Afterburner").

An engine control lever in the cockpit of Su-15.

A control column in the cockpit of Su-15.

Su-15 Flagon came into being in 1962 and was at those times accepted with enthusiasm by Soviet pilots because it was much better than competitive Yak-28P Firebar with the same engines and armament system. The Su-15 was faster, it accelerated better and there were no problems with piloting it like with Yak-28 (Yak-28P Firebar was withdrawn from the service several years ago). For many years Su-15 Flagon has been in active service and now it is being gradually replaced by Su-27 Flanker. The Su-15 can often be seen in the scraping areas now.

In the summer of 1977, a group of Soviet aircraft visited the air base of 28th Fighter Regiment in Slupsk, Poland. The photo shows Su-15MT Flagon F aircraft. The Su-15 has never been sold abroad, all 1,400 aircraft which were ever built, were made for Soviet PVO. At present some 400 of them are still in active service. (Zbigniew Chmurzynski, WAF)

The MiG-25 Foxbat aircraft in Monino museum is a composition of several versions. The major part of elements originates from MiG-25R version, but the underwing missile pods belong to MiG-25P as well as the container for braking parachute. There is no mudguard on the front landing gear, there are also some minor differences. I could not find the factory number, which may suggest that the displayed aircraft is not a production machine but an experimental one. A technical inspection mark with the date 31 August 1965, which I found stamped on one of the assemblies inside the landing gear bay, confirms the supposition that this is one of the first prototypes being modified many times later.

The MiG-25P Foxbat A interceptor entered the service in Soviet PVO not earlier than 13 June 1972. As for a fighter plane this is a very heavy aircraft, its weight amounts to 36,720kg and with the additional fuel tank - even 41,200kg. The maximum speed is equal to 3,000 km/h (Ma=2.83) and the service ceiling amounts to 22,000m. The production of a great number of MiG-25 Foxbat was continued in Gorki up to 1982 with the total quantity exceeding 700 aircraft. Later, up to 1985, only small number of MiG-25BM were manufactured. Now about 350 of this aircraft are in the active service of PVO, whereas 185 of them are in the VVS. MiG-25 aircraft were also supplied to Algeria, Bulgaria, India, Iraq, Libya and Syria.

MiG-25P Foxbat A. The Smerch A (Fox Fire) radar is located in the nose. Like in all MiG-25 aircraft, a part of fuselage in front of the pilot cockpit is painted with black anti reflexive colour. The sword type antenna under the nose belongs to Lazur GCI system.

Medium range infra-red homing R-40T missile (AA-6 Acrid). Length 5.7m, bore 0.3m, wing span - 1.45m, weight - about 450kg. The maximum speed is equal to 1,200 km/h, maximum range - about 30km (the range of radar guided missiles amounts to 70km). Several versions of R-40 missile including the infra-red homing and semi-active radar guided missiles are the basic armament of MiG-25 Foxbat aircraft.

MiG-25P with side number 710. Such side numbers, while not typical in Soviet Air Forces, indicate always an experimental aircraft, with is also true this time. The aircraft looks as a standard MiG-25P Foxbat A until you examine the inside of engine nozzles. Contrary to the standard production machines, the afterburner nozzles of this aircraft are stiffened and welded together forming one wide ring. The altered chamber of afterburner belongs to improved version of R-15BF2-300 engine with rated thrust equal to 132.4 kN (13,500kG). This MiG-25P with factory number 84019175 is an Ye-155M experimental aircraft. It is better known in the world as Ye-266M, the winner of several, unbeaten as to now, world's records. No aircraft in the world has ever flown so high: 37,650m. The Ye-155M came into being in 1975 as the first stage of work on the aircraft was faster than MiG-25. At first, they intended to test the engines and then to construct the new high temperature resistant airframe. Only the first step was accomplished, the speed of MiG-25 amounts to 3,000km/h and this is enough for the combat aircraft. The red hemisphere at the side of front fuselage is not a new type of antenna but a removable protective cover of "wing" for DUA-V indicator of angle of attack.

The reconnaissance aircraft MiG-25R Foxbat B entered service in Soviet VVS in December 1972. In the photo is MiG25R of the first production series, before the official entering into service (the photo was taken in 1970). Unlike all later MiG25 aircraft there are no anti-flutter weights at the wing tips. (Archives)

MiG-25RB Foxbat B replaced the original version of MiG-25R reconnaissance aircraft as early as in 1970. It was a dual purpose reconnaissancebomber which could carry six conventional bombs, 500kg each (four under the wings and two under the fuselage) or a nuclear bomb under the fuselage. The design alterations included the structural strengthening for carrying the bombs as well as the changes in installation system. The MiG-25RB version was manufactured up to 1982 in many variants with different equipment.

MiG-25RB Foxbat B. Note the straight leading edge of wing and the cylindric fairing at the tip. The catches for 500kg bombs are located under the wings. The MiG-25RB aircraft was equipped with accurate bomb aiming system Peleng with automatic release of bombs at the preset coordinates, at any time of day or night and at any weather. The bombing is effected from the altitude exceeding 20,000m at supersonic speed (for the first time in USSR), the bombs hit the target several dozen kilometres from the release position. An inertial navigation system had been installed on MiG-25RB, for the first time in USSR, as well as Doppler meter of speed and drift. Also for the first time the aircraft had been equipped with digital board computer for the navigation and bomb aiming.

I The nose of MiG-25RB aircraft. At the very tip there are the antennas of RV-4 and RV-18 radio altimeters, Pion ILS (instrument landing system) as well as SPS-141 ECM (electronic countermeasures) system. There is also radio transparent cover of Virazh SLAR (side-looking airborne radar) and, behind it, in the lower part there are five unsymmetrically located portholes for three photocameras.

Two new modifications of MiG-25 entered the service in 1972: MiG-25RBK as well as MiG-25RBS. The first of them was equipped with Kub SLAR, another variant was equipped with Sabla unit (therefore additional characters in the designation). The MiG-25RBK aircraft was manufactured up to 1980 whereas MiG-25RBS - up to 1977. From 1981 on , all the MiG25RBS aircraft obtained the new equipment and were called MiG-25RBSh. The MiG-25RB aircraft with the improved version of Virazh SLAR was called MiG-25RBV. At the same time, in 1978, came into being the new version MiG-25RBT with improved equipment. In 1981, came MiG-25RBF aircraft, which was a variant of MiG-25RBK with extended system of active and passive jamming. All these versions were of similar flying performances. In the NATO code all the modifications of MiG25RB have two names: Foxbat B for the aircraft equipped with photocameras and Foxbat D for the aircraft with electronic equipment only. In the photos two reconnaissance-bomber aircraft before the take-off. MiG-25RBK Foxbat D in upper photo followed by MiG-25RB Foxbat B. (Archives)

Different rear sections of fuselage of MiG-25RB Foxbat B reconnaissance version (left photo) and MiG-25P Foxbat A intercepting version (right photo). The nozzle of MiG-25RB is longer with the symmetric braking parachute housing.

MiG-25RBK Foxbat D displayed on Central Airfield named for M. Frunze (Khodynka) in Moscow, August 1989.

A nose of MiG-25RBK Foxbat D aircraft. Unlike MiG-25RB there are no photocameras, the Virazh SLAR has been replaced by Kub unit with much greater side antennas. Upper edge of the air intake has been elongated and the aerial of Berioza warning unit has been installed at the intake side.

••Hi MiG-25PD Foxbat E. On September 6th, 1976, Soviet pilot Victor Belenko escaped to Japan with MiG-25P Foxbat A aircraft. Within two months after the escape of Belenko a plan of modernization of MiG-25P aircraft has been accepted in Soviet Union. The aircraft had to be altered in a way to bring to the minimum the harm caused by revealing its combat possibilities to the Americans. Quite new systems of electronic equipment were installed during two years for MiG-25P, almost the whole interior of the aircraft had been altered. The team of Yuki Kirpitchev developed RP-25 Sapfir radar, which was improved RP23 radar from MiG-23. A new variant of interceptor called MiG-25PD (dorabotannyi, Updated) Foxbat E was manufactured in Gorki from 1979 to 1982. From 1980 to 1982 all the formerly manufactured MiG-25P aircraft were transformed in repair stations into MiG25PD standard. (Archives)

The export MiG-25PDS version had old type Smerch airborne intercept radar. The fuselage of MiG-25PDS is 250mm longer than that of MiG-25PD. A brighter built-in segment is visible in front of the numbers "45". Two ASO-2 flare countermeasure dispensers are built onto the aerodynamic fence at the upper surface of the wing. (Mikoyan Design Bureau)

MiG-25PU, the training-combat variant of interceptor came into being in 1968. This variant, when compared with the combat version, has different front fuselage and additional instructor's cockpit installed in the place of radar unit. Another training version was MiG-25RU. The NATO codename for both these aircraft is Foxbat C. In the photo MiG-25PU is used as a flying laboratory for the training of landing approach of Buran space shuttle. In front of the aircraft there is a group of pilots being trained for the flights on Buran. (Archives)

A strike aircraft MiG-25BM Foxbat F designed for air defense suppression, particularly for destroying the ground radars, came into being at the beginning of the eighties. A small number of these aircraft were manufactured in Gorki in 1982 - 1985. MiG-25BM is armed with four Kh-58 (AS-11 Kilter) anti-radiation missiles. The front part of fuselage is painted in the way similar to MiG-25P intercepting version. (Archives)

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The production MiG-25 aircraft were always powered by R-15B-300 (see photo) or R-15BD-300 engines, the information about R-31 engine applied for MiG-25 is not true. The maximum thrust with afterburning of the R-15B-300 engine is equal to 109.8kN (11,200kG). This is a high altitude engine with the characteristics nearing the pure jet engine parameters. It can be operated economically at high speed - 3,000km/h, the efficiency being poor at lower speed.

The prototype of MiG-23 variable wing geometry aircraft, named 23-11, with side number 231, was tested in flight on 10 April 1967. Now the prototype of 23-11 is displayed in Monino museum near Moscow. The nearby aircraft bears this same number. The Monino museum has a bad habit of changing the original numbers. The true 231 is the aircraft in the background, that with the slender nose. Another 231, the third prototype MiG23 Fiogger, had original side number of 233.

The first production version of MiG-23 Fiogger was MiG-23S Fiogger A with R-27F2M-300 engine. This version entered the production line in 1969. New weapon system "23" (RP23 radar, R-23 AAM, TP-23 infra-red device) was not ready in time , therefore MiG-23S obtained the armament of MiG-21 Fishbed. The only item of the new weapon system which was ready were radio-command guided Kh23 (AS-7 Kerry) air-to-surface missiles.

The MiG-23 Fiogger has been built as a high wing plane in order to make a better use of the fuselage capacity for fuel and equipment. The wings pivots protruded by 1.5m from the centre line preventing the unfavorable changes of longitudinal stability and transversal steerability when changing the wing sweep. (Archives)

There were many troubles with the variable geometry wing gear of MiG-23S Fiogger A. The necessary strength could not be attained, the wings creaked and jammed when pivoting, rhe pivoting gear had not been improved before the successive version MiG-23M Fiogger B which entered service in 1972. Fhe normal take-off weight of MiG-23M amounts to 15,750kg. rhe MiG-23 has been designed for maximum allowed speed espective to Ma=2.35 (this limitation being a result of directional stability demands) and for the low altitude speed amounting o 1,350km/h (this being limited by the airframe strength). The ange, with maximum reserve of fuel, is equal to 2,700km.

MiG-23MF Flogger B in Hungarian Air Force service. (Archives)

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This MiG-23MF Flogger B entered service in Polish Air Forces in 1979 and was painted with standard grey colour. After ten years of service she was sent to East Germany for repair and came back from there with coloured camouflage.

MiG-23MS Flogger E has been developed as an export version for Arab countries. It was deprived of the modern equipment and weapon system. The MiG-23MS has the weapon system of MiG-21 and can not carry the R-23 medium range missiles. After breaking the diplomatic relations with Egypt, some number of these aircraft remained in Soviet Union. (Archives)

The MiG-23 Flogger was designed as a multi-purpose aircraft, also for attacking ground targets. The Kh-23 (AS-7 Kerry) ASM developed for "23" system was an improved version of Kh-66 radio-command guided ASM of MiG-21. The photo shows, from the right: Kh-23 and Kh-66 ASMs as well as K-5 (AA-1 Alkali) air-to-air missile. The radio commands for Kh-23 are transmitted by Delta device. The characteristics of the missile are as follows: bore - 275mm, length - 3.49m, wing span - 785mm, weight - 290kg, combat range - 10km.

The small pod on the leading edge of the starboard wing of MiG-23S Flogger A belongs to Delta homing system of Kh-23 air-to-surface missiles. From MiG-23M on, the Delta device is installed in separate container carried by the aircraft.

MiG-23UB Flogger C can perform some limited combat missions but, due to the absence of radar being replaced by a radio range-finder, the airto-air armament can include only the infra-red homing missiles. Note Delta radio guidance system antenna on the starboard wing.

A view of the MiG-23MF Flogger B cockpit.

TP-23 IRST (infra-red and search and tracking) device under the nose of MiG-23M Flogger B. When compared with radar, this device has an advantage of being undetectable by the tracked enemy and can be used for stealth tracking and attacking the target. The inscription at the upper side of fuselage says "Cooling Pump of RPSN-323E Device". RPSN-323E is the technical designation of Sapfir-23E radar.

A view under the nose of MiG-23M Flogger B. TP-23 IRST antennas can be seen in the background in front of the landing gear. The fuselage is painted with black, antireflexion colour. The anchor shaped antenna in the fore part belongs to RSBN-6S instrument landing system whereas the small air inlet at the starboard side is used for radar cooling.

GSh-23L twin-barrel 23-mm cannon under the fuselage of MiG-23MF Flogger B. The characteristics is as follows: weight - 50.5kg, barrel length 1,537mm, rate of fire - 3,000 - 3,400 rounds per minute, initial muzzle velocity - 715m/s. The cannon can shoot OFZ (fragmentation), BZA (armour piercing) and FZ (incendiary) shells as well as the projectiles with chaff countermeasure dipoles.

R-90-300 engine from MiG-23 has the following characteristics: weight 1,880kg, length - 4.96m, bore 0.912m, maximum thrust with afterburner 122.6kN (12,500kG), thrust without afterburner - 81,4kN (8,300kG).

The design of main undercarriage of MiG-23 Flogger was complicated by the aircraft configuration. The whole landing gear had to be placed inside the fuselage and, at the same time, the wheel span had to be wide enough. The design of landing gear for MiG-23 was a doctor thesis of a girl designer of Mikoyan team.

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The MiG-23 can be called a late coming design. Developed in the late stage of the first decisive attack doctrine, the aircraft entered service during the renaissance of manoeuvring air combat. Also for many of the users of MiG-23 its great range was not necessary and often flights were made even with the inner fuel tanks not fully filled. Such were the motives of developing in mid-seventies the light fighter version MiG-23ML (logki, light) Flogger G. Sapfir-23ML improved radar, ASP-17ML gunsight and TP-23M infra-red sensor have been installed as well as the new variants of air-to-air missiles. The air performances of MiG-23ML have been improved by installing the modified R-35-300 engine with increased thrust and by reduction of the structural weight. The normal take-off weight of MiG-23ML Flogger G amounts to 14,700kg, the same weight of MiG-23M Flogger B is equal to 15,750kg. Due to the improved stability attained by virtue of removing the rear fuel tank, the dorsal fin could be reduced (this being the most significant difference of MiG-23ML silhouette in respect to the MiG23M). It should be noted, that reduction of weight is contrary to the usual trend in the development of any aircraft. For instance for all former MiGs each successive version was heavier than the preceding one. The MiG23ML Flogger G was manufactured in 1976 -1981.(Archives)

The most important modification was introduced in 1985 when the MiG-23 was no longer produced. This is the MiG-23MLD (dorabotannyi, updated) Flogger K, modified in respect to the MiG-23ML in order to improve further air combat manoeuvrability.

Since entering service in 1976, the MiG-23ML Flogger G is a basic ariant of the MiG-23, with further development of MiG-23 fighters concenr ated in the improvement of this version. This is made by perfectioning the lerodynamic solutions and installing the new equipment and armament, 'he first of such modifications was MiG-23MLA (see photo). (Archives)

The most characteristic external feature of MiG-23MLD Fiogger K is a small indentation at the wing leading edge root for improving the aircraft manoeuvrability.

The basic weapon of MiG-23MLD Fiogger K are two R-24 medium range missiles, one of them is R-24R semi-active radar version (upper photo) whereas another one is infra-red homing R-24T version (lower photo). The R-24 is directly developed from R-23 missile used in earlier versions of MiG23. Only the homing head and the detonator have been altered, the shape and construction of airframe remained unchanged. The characteristics of semi-active radar version is as follows: weight - 225kg, length - 4.5m, range - up to 30 km.

In the seventies, the MiG-23 logger became the basic fighter plane I VVS. The total production output 1969 - 1985), including the export ilanes, exceeded 2,000 aircraft. MiG!3 aircraft was manufactured by three lircraft factories: Znamia Truda in Moscow, in Irkutsk and in Ulan-Ude, tow there are 1,395 MiG-23 aircraft in ictive service in USSR (900 in VVS ind 495 in PVO). The MiG-23 remains he most widespread Soviet fighter in spite of the continued production of the ourth generation aircraft like MiG-29 ind Su-27. The fighter-bomber version )f MiG-23 is MiG-27. 805 MiG-27 air:raft are in active service with the VVS. :

In late sixties the Soviet shipyards were unable to build true aircraft carriers (the first ship of this class would be launched 20 years later). However some kind of air cover, not only from the shore bases, was necessary for Soviet ocean going fleet. Therefore, in 1968, Yakovlev Design Bureau began the design work on Yak-38 VTOL (vertical take-off and landing) fighter plane. Yak-38 Forger A with side number 14 belongs to the first production series ( most probably all the Yak-38 aircraft obtained successive side numbers). The photos of this aircraft, stationed on Kiev cruiser from 1976 on, could very often be found in press publications of those times. Now the aircraft can be seen in Monino museum, the exposed machine has no fences at the upper part of fuselage nor the suction relief doors of ventral auxiliary intakes.

In summer 1975, the serial manuacturing of Yak-38 Forger A was start3d in Saratov. The military testing of /ak-38 aircraft was carried out in a special regiment of naval aviation. In *\pril 1976, the regiment was trans: erred to Kiev anti-submarine cruiser. Fhe photo shows Yak-38 aircraft after :he first modernization on board the ship, around the air inlet you can see :he suction relief doors of auxiliary ntakes. (Archives) :

Yak-38 Forger A had been equipped with one lift-cruise Khachaturov R-27V-300 engine with orientable nozzles installed in the rear part of fuselage and with two Kolesov RD-36-35 lift engines positioned vertically in the front part of aircraft. The take-off engines were located directly behind pilot cockpit. The outlets were closed by a common valve, which was opened during take-off and landing.

The axes of RD-36-35 engines were not parallel, the rear engine was positioned vertically whereas the nozzle of the front engine was slightly declined to the back to focus the outlet jet streams.

The sea going service of the first ship carrying Yak-38 Forger was, however, not the end but the beginning of true troubles. (Archives)

The reliability of Yak-38 Forger proved to be very poor. According to rough estimations, some 20 of 90 manufactured Yak-38 aircraft were lost in accidents. (Archives)

After the initial period of service the aircraft obtained additional longitudinal fences, two on the back of fuselage and two at the underside. The purpose of these fences were the control of exhaust gas flow, protection of lift engines inlet and improving the directional stability. RD-36-35 lift engines had been equipped with starting oxygen system. The air inlets of liftcruise engine had been increased by means of auxiliary intakes suction relief doors. The first chronological modernization was the introduction of auxiliary intakes. The highest, known by me, side number of aircraft without these doors is 14 whereas the highest side number of aircraft without the fences on fuselage is 49. Later these modifications were introduced to all aircraft, also to the older ones.

The specific design requirements of VTOL aircraft airframe were fulfilled also for Yak-38 Forger. The side windows are bulged to increase the angles of sight during the take-off and landing. As the forward landing speed is not great, the wheel brakes could be made weaker. On the other hand the great vertical speed of landing calls for long stroke shock absorbers of the landing gear. '

Yak-38 Forger has no fixed armament. It can carry 500kg bombs on four underwing pylon as well as rocket launchers or UPK-23 gun containers. The guided armament include light infra-red homing R-60 AAMs (AA-8 Aphid) and radio-command guided Kh-23 ASMs (AS-7 Kerry). The aircraft is equipped with range-finder only. The armament of Yak-38 is rather poor and one Soviet pilot said to me that Yak-38 is "a moral support aircraft". The photo shows R-60 air-to-air missile and UB-16-57 rocket launcher suspended under the wing of Yak-38.

Unlike the conventional aircraft, where the design characteristics of I wing depends mainly on the assumed take-off and landing characteristics. I the wings of VTOL aircraft are designed for typical conditions of horizontal I flight. Therefore the wing surface area and weight of VTOL aircraft are usu-1 ally much smaller. The high light devices, being unnecessary, can be dis- I pensed with or made simpler. The end parts of Yak-38 wings are folded to I spare the parking area on board the ship.

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Much more MiG-21 can be found in the air forces of late members of Warsaw Pact, up to now they are the most popular type of combat aircraft. For instance Polish Air Forces have 274 MiG-21 or 42% of total number of 654 combat aircraft (on 1 January, 1991).This MiG-21MF Fishbed J belongs to 2nd Fighter Regiment in Goleniow.

MiG-21 Fishbed was manufactured in three aircraft factories in USSR from 1958 to 1987 and also in Czechoslovakia, India and China. The aircraft for Soviet Air Forces were made by factory in Gorki (now Nizhni Novgorod). The export machines were made by Znamia Truda factory in Moscow. The training two-seaters, like this MiG-21 UM Mongol B, were manufactured in Tbilisi in Georgia.

There is only one version of MiG21 which can be considered presently as not quite obsolete - the MiG-21 bis equipped with RP-22 radar having the search range increased up to 30km. The standard armament of MiG-21 bis includes R-60 (AA-8 Aphid) missiles. The photo shows MiG-21 bis Fishbed L of Finnish Air Forces.

A view of the Su-15 Flagon A cockpit.

A Polish MiG-21bis Fishbed L fighter of the 34th Fighter Regiment takes off from its base at Babie Doly near Gdynia. Besides the new armament the MiG-21bis is also equipped with new, R-25-300, engine.

MiG-25P Foxbat A. The leading edge of wing with double sweep 42°30'/41°. The fairing with bulged front part at the wing tip, containing some equipment and serving as the anti-flutter weight, is different than in other versions of MiG-25. In all the remaining versions as well as in the later MiG-25PD and MiG-25PDS interceptors this is a regular cylinder with constant cross section.

A training-combat aircraft MiG-23UB Flogger C with double cockpit is based on the IVHG-23S Flogger A. Due to second member of crew placed inside the fuselage, the fuel store has been reduced. MiG-23UB was manufactured by Irkutsk factory in 1970 -1978.

The main intended task of Soviet VTOL aircraft in the naval service was to provide air cover of naval forces. Since the armament and navigation systems were not ready at mid-seventies, the Yak-38 entered the service without these equipment. The radar and air-to-air missiles would be introduced later. However, due to the operational troubles with Yak-38, this modernization had been given up. The heavy equipment could not be installed on the aircraft, which in the extreme cases, could not take any armament without reduction of fuel reserve. At present Yak-38 is classified as light attack aircraft designed for air support of sea-borne landing operations, for the attacks against small ships and - in a limited scope - against slow air targets like helicopters, transport and patrol aircraft etc.

The cockpit of Yak-38M Forger A with several instruments specific for VTOL aircraft. On the right hand side is the deflection indicator for lift-cruise engine while below is the lift engine r.p.m. indicator.

Due to small payload of armament and fuel as well as lack of proper equipment, the army considers Yak-38 Forger as not very effective. Paradoxically lough the introduction of modified version Yak-38M worsened the situation: some of the aircraft did not obtain auxiliary tanks for the new, more fuel coniming engines. The manufacturing of Yak-38 in Saratov factory came to an end in 1988. Soon after this, the commander in chief of Soviet Navy decided to ave on board the naval ships only these Yak-38M aircraft, which were equipped with auxiliary fuel tanks. All Yak-38 aircraft and remaining Yak-38M achines (without the auxiliary fuel tanks) had been transferred to the shore bases to be used for training the pilots.

MiG-31 is actually the heaviest, the most powerfully armed and the fastest fighter plane in the world. The normal take-off weight is 41,000kg and with two auxiliary fuel tanks - 46,200kg. The maximum speed is 3,000 km/h (Ma=2.83). Radius of action on a supersonic area intercept mission is 720km, subsonic intercept radius is 1,400km (with auxiliary tanks). (Evgeni Budarin)

MiG-31 Foxhound was for the first e displayed at the Paris Air and ace Show from 13 to 23 June 1991.

Four AA-9 Amos heavy AAMs are the basic armament of the MiG-31 Foxhound. They are carried in two pairs under the fuselage one behind another. They are launched downwards at first and then the missile engine is switched on. The aircraft also carries under the wings two R-40 (AA-6 Acrid) medium range missiles or four R-60 (AA-8 Aphid) missiles for self defense purposes.

MiG-31 Foxhound in Paris.

A group of MiG-29 Fulcrum A when taking off. The aircraft belong to the acrobatic team stationed at Kubinka airfield near Moscow.

The successive version of MiG), with "humped" fuselage entered irvice around 1986. This "humpback" iG-29 did not obtain any new suffix in e designation, only the product num5r (izdielye) has been changed into 13. All the former combat variants of iG-29 had the common name izdielye 12. The NATO codename for MiG-29 .13) is Fulcrum C.

MiG-29 Fulcrum A in the hardened shelter on the airfield of Polish 1st Fighter Regiment Warszawa. Polish Air Forces has 9 combat MiG-29 aircraft d 3 MiG-29UB training machines. The aircraft shown in the photo bears the code izdielye 9.12A. The aircraft made for Soviet VVS are designated 9.12 lereas those for non-Soviet Warsaw Pact countries bear the designation 9.12A and for other countries - 9.12B. Similar rules with A and B characters are plied also for other aircraft, for instance the MiG-31 offered for export is officially designated as "MiG-31 variant B".

The serial manufacturing of Su-27 inker began in 1983 in Komsomolsk Amur. More and more Flankers are tering the service in Soviet Air rces. According to the Western inforition 310 Su-27 aircraft are used in viet Union. In mid 1991, the first ht aircraft were exported to China. 3 photo shows the aircraft belonging the Soviet acrobatic team. Note the cial colours of Soviet VVS painted the tailfin.

Su-27 aircraft undergoing the tests in VVS combat training center in Lipietsk. At the wing tips, in the place of missile pylons, there are installed big fairings with electronic equipment, probably interference devices. Note original painting of the aircraft with shark on the fuselage and tailfin (Dmitri Grinyuk)

The Su-27UB Flanker C, traditionally classified as training aircraft, is a combat machine of full value. Unlike other two-seater versions of combat aircraft, such as MiG-29UB, the Su27UB retains the whole weapon system. For some tasks (like long range patrolling) the intercepting two-seater is better than a single-seater. The Su27UB can also be used as an airborne command post from which other aircraft can be directed to their targets.

The manoeuvering characteristics of Yak-41 are similar to those of MiG-29 although the maximum speed and range are lower. The armament system of Yak-41 is similar to that i MiG-29 and includes a little simplifie radar, R-27 (AA-10 Alamo) mediun range AAMs as well as Ft-73 (AA-11 Archer) close-air-combat missiles. Yak41 aircraft has one single-barrel, 30mm, GSh-30-1 cannon installed under port side air intake. (Yakovlev Design Bureau)

The development of Yak-41 has been suspended November 1991 because of the financial restrictions which affected many military programs in USSR. At the same time there was a catastrophe of the aircraft on board "Admiral Gorshko\/' (former "BakW) aircraft carrier. The prototype "77" caught fire as a result of very hard landing caused by the military pilot's fault. The pilot ejected himself and was saved. (Yakovlev Design Bureau)

Yak-38U Forger B two-seater was a training version of Yak-38. The instructor's seat had been located in front of the student pilot, while both seats were covered by the common canopy. The forward section of the aircraft had to be extended as well as the tail part for the purpose of equilibrium. The Yak38U, being used only for pilot training, had no armament pods nor the range-finder. (Archives)

After the aircraft reliability had been sufficiently improved, the time had come to increase the combat potential. The most outstanding technical modification of Yak-38 was the application of improved engines. Yak-38M version, developed in 1983 and manufactured from 1984 on, was powered by Khachaturov R-59 lift-cruise engine instead of the former R-27V-300. The thrust of take-off engines had been increased respectively. The total increase of thrust amounted to about 10 kN (1,000kG) whereas the take-off weight could be increased from 10,300 to 10,900kg.

Tail of early Yak-38 showing Sirena -3M radar warning antenna, SRO-2 IFF aerial and navigation light.

The later series of aircraft have elongated tail with a big container for flight data recorder. In case of an accident, the container separates itself from the aircraft and floats on the water surface. At the aircraft side you can see a long finger of Sirena -3M warning device.

The spherical socket at the nozzle of port side lift-cruise engine is used for controlling the thrust vector during the takeoff and landing, the socket is orientable within 0° through 90°.

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The aircraft stability at near-zero speed is ensured by four gas nozzles located at the wing tips and at the ends of fuselage. The photo shows the rear fixed nozzle made of steel.

UB-32 and UB-16 (in the background) rocket launchers under the folded wing of Yak-38M Forger A. Two round orifices in the wing intersection are used to lead the air from the engine compressor to the wing tip nozzle.

Head of the gunsight in the cockpit of Yak-38M Forger A.

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Two new ideas were introduced to MiG-31 Foxhound in respect to the tasks effected by MiG-25 Foxbat: the ability to destroy low altitude targets (MiG-25 could be applied for the high altitude missions only) and the ability to semi-autonomic group actions. The MiG-31 Foxhound should be able to operate in the region without continuous radiolocation coverage - such as in the Northern part of Soviet Union. The orinciple of group intercepting action was developed in the anticipation of simultaneous attack of great number of ;ruise missiles. (Mikoyan Design 3ureau)

V The serial manufacturing of MiG31 Foxhound began in 1979 at Gorki factory. The first regiment equipped with MiG-31 Foxhound was based in Pravdinsk near Gorki in 1980. According to the Western estimations 300 MiG-31 aircraft are now in active service and the production is continuing. (Archives)

The airframe of MiG-31, in spite many alterations and improvements, the direct continuation of MiG-25. ie most outstanding differences from e predecessor are the armament sysm and engines. :

Rear part of the fuselage and the tail section of MiG-31 with protruding nozzles of D-30F-6 engines.

The core of armament system is unique in the world Zaslon radar (NATO codename Flash Dance). The Zaslon is the first operational radar with phase scanning antenna. The main advantage of this solution is very short time (counted in milliseconds) of searching the air space giving a quasi-continuous coverage of targets (the searching time of RP-25 radar used for MiG-25 amounts to several seconds). The search range is equal to 200km whereas the tracking range amounts to 120km. Ten targets can be watched simultaneously and the AA-9 Amos missiles can be guided to four of these targets. MiG-31 was often shown in Paris without the nose radome. The inside was covered with thin fabric hiding the smaller details. We don't know whether we are looking at the Zaslon radar or whether the proper antenna is hidden inside.

The antenna of Berioza warning device installed on the upper part of air intake. Note the symbol of Mikoyan Design Bureau in front of the intake.

Two 660 x 220mm wheels of the forward section of MiG-31 landing gear. Note three landing-taxiing lamps located in the front cover of landing gear.

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Original main landing gear of MiG-31 aircraft. Two 950 x 300mm wheels are installed in a common trolley. The configuration of wheels is not typical, the rear wheel is shifted outside in respect to the front one in order to reduce the pressure on the ground.

D-30F-6 engines designed by P. Solovyov team. The maxiumum thrust is equal to 93.20 kN (9,500 kG) and 152.0 kN (15,500 kG) with the afterburner lanks to the by-pass design the engine efficiency at subsonic speeds is much better in respect to R-15B-300 engine of MiG-25 aircraft.

Protruded receptacle of in-air-refuelling system. MiG-31 Foxhound is the first production MiG- aircraft equipped with such device, although the experiments were carried out as early as in 1949 with MiG-15 aircraft.

Semi-active radar guided AA-9 Amos missile. Their range amounts to 110km. Length - 4.15m, bore - 0.38m, wing span - 0.9m, weight - above 500kg. Note the protective caps on the missile heads.

8TP IRST device half sunk into the fuselage. It can be lowered for passive observation of the air space. It can also be used as the sight for infrared homing missiles.

GSh-6-23 six-barrel 23-mm cannon. Rate of fire - 8,000 rounds per minute, MiG-31 carries 260 rounds of ammunition for the cannon.

The nacelle at the starboard side of MiG-31 fuselage contains GSh-6-23 cannon. The front cover is opened prior to firing.

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iG-31 Foxhound in Paris.

The Persian Gulf war stimulated strongly the further development of this aircraft, particularly in respect to the use of cruise missiles. The Soviet PVO is interested more and more in MiG-31. The development program and construction of new modifications are continued, now MiG-31 M aircraft with modernized armament system is entering the production line. Note the long ogival leading edge root extensions on the wings of MiG-31 M.

The first prototype of light fighter MiG-29 Fulcrum, desigited izdielye (product) 9.01, made her maiden flight on 6 ctober 1977. The serial manufacturing began after several iars of tests and from 1983 on, the MiG-29 entered service th the Soviet Air Forces. The first prototype is displayed in onino museum near Moscow. Note the small "901" on vertical i tip.

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Aircraft 9.04 is the fourth prototype of MiG-29, there are only minor differences from the production aircraft: the arrangement of antennas and the mudguard on the front wheel. "904" is barely visible on the tailfin (it has been painted over).

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MiG-29 has been designed mainly for the manoeuvering air combat for the tactical air cover of troops at the distance up to 1 5 0 k m . T h e aircraft manoeuvrability is excellent thanks to the well designed wing, great thrust of engines and strong airframe structure. The MiG-29 is the first Soviet aircraft which c a n m a k e a s t e a d y t u r n w i t h constant g-load equal to 9. The speed of ascent amount to 325m/s, the maximum speed in level flight is equal to 2,500km/h (Ma=2.35). The ferry range amounts to 2,100km.

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The MiG-29 (9.12) aircraft of first production series had the tail fences beside the engines, they had no flare dispensers at the upper surface of wings. The rudders with increased chord were after some time installed to all MiG-29 aircraft, also to the machines which were manufactured earlier.

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MiG-29 (9.12) aircraft of late production series, without tail fences and with ASO-2 flare countermeasure dispensers in aerodynamic fences on the wing (in this aircraft the cassette is removed).

One of the first photos of MiG-29 Fulcrum A with the weapons, the photo has been taken above the Baltic Sea. This is 9.12 aircraft of late production series yet before the introduction of enlarged rudders. (Swedish Air Force)

The two-seat MiG-29UB Fulcrum B, with student pilot's seat installed in front of the instructor's seat. Both seats are covered with the common canopy opened up and back, above the rear seat there is a mirror deflected during the take-off and landing. The fuselage length has been increased only by 10cm. The weapon system of MiG-29UB has been reduced. The radar has been replaced by radio range-finder, the IRST device, cannon and underwing pylon are the same as in the combat version but the aircraft can not carry the radar version

The airframe of MiG-29 is built around two wide spaced ngines, the rear part of fuselage is very narrow. The raised ont part of MiG-29 contains the pilot cockpit. The airframe of Dnventional design has modern aerodynamic configuration, he production standard is much better than in the former oviet aircraft yet it cannot match the Western standard.

The most original design solution of the airframe is the separate air intakes for cruising and take-off. They have been installed for the operation from emergency airfields near the front line. The hydraulic opening or closing of cruising air intakes is automatically controlled by the front wheel when touching the ground. The take-off air intakes located at the upper surface of wings prevent the suction of dust from airstrip into the engines.

The propulsion system of MiG-29 consists of two double-shaft turbofans of RD-33 type. The thrust of each engine is equal 81.4 kN (8,300 kG) without afterburner. The engine dimensions are as follows: length - 4.23m, diameter -1.00m, weight -1,055kg.

Besides the aerodynamic concept, the most interesting feature of MiG-29 is the weapon system. The fire control system of MiG-29 consists of three combined units: airborne intercept radar, infra-red search and tracking device and helmet mounted sight. (Leszek Wroblewski, WAF)

RLPK-29 radiolocation system with N019E Zhuk radar can trace simultaneously six targets and select the most dangerous of them. According to the official data, the radar range is equal to 100km although many pilots say, that they detected aircraft from greater distances - up to 130km. The photo shows the Zhuk radar unit displayed in 1991 in Paris, more secret details have been probably removed.

The following missiles are sussended respectively under the wing of VliG-29 Fulcrum: R-27 (AA-10 Alamo) medium range missile as well as R-73 |AA-11 Archer) and R-60 (AA-8 Aphid) :lose air combat missiles. The weight 3f R-27 missile is equal to 250kg, the maximum range amounts to 60km for [he radar version and 20km for infrared version.

The gun armament of MiG-29 includes GSh-30-1, 30-mm single barrel, revolving cannon installed in the port side root. Note Mikoyan Design Bureau symbol above the cannon muzzle.

Not being designed for attacking he ground targets, the MiG-29 has no special aiming systems for this purjose. It can carry only the classic lombs and unguided rockets of total veight that equals to 2,000kg. The ihoto shows B-8 launcher with twenty SO-mm rockets under the wing of MiG!9. Special assault version of MiG-29 s named MiG-30. By virtue of the new squipment this version can carry guidid ASM. No photos of MiG-30 are ivailable as yet.

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Unconventional cover-step at the leading edge root extension of MiG-29 closes the upper air intakes while still enabling their use during the ground tests of engine.

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There are about 650 MiG-29 Fulcrum aircraft in the Soviet Air Forces, the whole production output can be estimated at about 900 aircraft. The MiG-29 aircraft are manufactured in Znamia Truda factory in Moscow. The training version - MiG-29UB is manufactured in Nizhni Novgorod (former Gorki). Actually the production is coming to the end, there are no more orders from Soviet VVS, the factories are working for the export contracts only. Depending on the contract the price ranges from 18 to 24 million of US$.

A Czechoslovakia MiG-29 (9.12A) of 11th Fighter Regiment in Zatec, near the German border.

On 1 November 1989, for the first time in the history of Soviet aviation, a conventional aircraft landed on aircraft carrier Tbilisi ( now Admiral Kuznetsov). The shipborne version of MiG-29 is MiG-29K (Korabelnyi, shipborne). The MiG-29K was tested in flight by Toktar Aubakirov, who was later the member of space crew. The propulsion system of MiG-29K includes RD-33K engines. The wings are folded to spare the parking area on board the ship, the landing gear has been strengthened and new navigation equipment installed. (Archives)

The last modified version of MiG29 is MiG-29M (modifitsirovannyi, modified). Unlike the former versions, the MiG-29M is equipped with fly-by-wire control system. The characteristic external features are the stepped leading edge of tailplane, increased wing flaps and big tail "stinger" between the engines.

Su-27 is the most modern and, together with MiG-29, the most popular Soviet fighter of the last years. It has been designed as the counterpart of American F-15 Eagle. The design parameters, ensuring the superiority 1:1.35 in respect to F-15, have been found by means of computer simulation. The prototype, called T-10 Flanker A (see photo), was tested in flight on 20 May 1977. (Sukhoi Design Bureau)

Flying model of T-10 aircraft used for the aerodynamic tests. The model was launched from the ramp propelled by gunpowder rocket engines.

The tests of T-10 Flanker A was continued successfully when the news hit the designers like a thunderclap: the parameters of F-15 applied for computer simulation were underestimated. The repeated analysis has shown that instead of 1:1.35 superiority there is the same ratio of inferiority. A paradoxical situation arose: the T-10 aircraft met the technical specification, the army content of the success wanted to purchase the aircraft against the opinion of the design board.

For some time the fate of T-10 was in suspension, new design had been quickly prepared. To avoid the irritation of bureaucrats the old designation T-10 has been retained with suffix S added. The prototype T-1 OS was tested in flight on 20 April 1981. As a matter of fact this was a quite new aircraft, not a modified version of the former prototype. Only two items have been retained from the old structural elements: K-36 ejection seat and the main wheels. The serial manufacturing began in 1983 under the name Su-27 Flanker B. The early production Su-27 aircraft (see photo) had slightly different tips of tailfins with the upper edges parallel to the aircraft longitudinal axis.

In anticipation of great loads, the front leg of landing gear of T-10 aircraft has been moved forward. This was a safe but not convenient solution: the turning ability of the aircraft during the taxiing was limited and the debris from the front wheel could be sucked into engines. The front wheel of Su-27 (see photo) is moved to the rear by more than 2m, almost under the engine air intakes.

f A good illustration of excellent aerodynamics of Su-27 Flanker is the common flight with the Mi-24 Hind helicopter.

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The weapon system of Su-27 includes the following combined items: radar, infra-red search and tracking device and helmet mounted sight. The basic air combat weapons are guided missiles of different range. In the starboard wing there is GSh-30-1, 30-mm, single barrel cannon. The photo shows R-73 (AA-11 Archer) missiles adapted for the helmet mounted sight. The motions of pilot's head are followed by the homing heads of R-73 air-to-air missiles. This device improves the combat ability of the aircraft enabling the attack against the target not being necessarily in the convenient position.

Ten AAMs can be earned under the wings and fuselage of Su-27 Flanker B. The photos show R-73 (AA-11 Archer) missiles at the wing tip,.andatto outer underwing pylons. The inner underwing pylon carries R-27T (AA-10B Alamo) infra-red homing, medium range AAM whereas _the rada versio of th s missile - R-27R (AA-10A Alamo) is suspended under the fuselage. Two other missiles are also carried between the engines (in tandem). Generally they are two-stage R-27E (AA-1 PC Alamo) missiles with the range extendejjojr^rejhanj£0j<m_

Lulka AL-31F two-shaft turbofan with module configuration. The maximum thrust with afterburner amounts to 122.6kN (12,500 kG), weight 1,530kg, length - 4.95m, diameter 1.22m.

The tail "stringer" of the early production Su-27 Flanker B with KDS-23 chaff countermeasure dispensers inside.

The tail "stringer" of the current production Su-27 Flanker B. It has been enlarged to make room for greater number of KDS-23 chaff dispensers.

Sukhoi Su-27 Flanker in Kubinka air base near Moscow

The air intake of Su-27 with R-27 missile below. Note the parallel position of the intake in respect to the lower edge of wing and not to the ground level.

On 7 March 1985, test pilot Nikolay Sadovnikov tested in flight the prototype of Su-27UB Flanker C twoseater. (Sukhoi Design Bureau)

In May 1985 started the tests of T-10-24 experimental aircraft which is a modified Su-27 with movable foreplanes. (Sukhoi Design Bureau)

The same movable foreplanes have been installed on Su-27K {korabelny'h shipborne) Flanker D. This is a naval aircraft designed for the first Soviet built aircraft carrier Admiral Kuznetsov. The tests of Su-27K on board the ship began on 1 November 1989. The first prototype of Su-27K has side number 37 and therefore she is called T-10-37. Note the extended receptacle for in-air refuelling. (Sukhoi Design Bureau)

Successive shipborne aircraft - T10-39 used for extensive tests on board the ship. The folded wing is not a surprise in the shipborne aircraft but here also the tailplanes are folded. (Archives)

The first public presentation of Su-27K Flanker D took place in Zhukovski town near Moscow (colloquial Ramenskoye). On 18 August 1991, Viktor Pugachov demonstrated some air acrobatics and then a slow flight with lowered landing gear and arresting hook used for landing on board the aircraft carrier. The Su-27K Flanker D has a twin-wheel front landing gear unit instead of the single-wheel one in the basic Su-27 version. Unlike T-10-37 and T-10-39 this aircraft has no number painted on the fuselage.

Su-27K displayed at an airbase near Minsk in February 1992. Weapons include AA-11. AA-10 (Alamo D) and AA-10 (Alamo C). (via Steven Zaloga)

The Su-27 is considered by Russians as the basic aircraft in order to limit the number of different types of military aircraft as much as possible. The Su-27 now becomes the standard fighter aircraft with special versions preparing such as fighter-bomber, radioeiectronic warfare and reconnaissance.

A two-seat prototype of Su-27 named as 10-42 is recently subjected to the tests. The fore part of the fuselage is considerably enlarged to make room for the pilot seats arranged side by side. This type is equipped with movable foreplanes like Su27K Flanker D. (Archives)

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The 10-42 aircraft is also named Su-27IB (IB stands for istrebitel-bombardirovshchik, fighter-bomber). It is a strike aircraft made to replace Su-24 'Fencer' tactical bomber. Note the air-to-surface weapons: Kh-31 anti-radiation missiles under the air intakes, as well as TV-guided Kh-29T (AS-14 Kedge) missile and laser guided bomb under the wings. (Dmitri Grinyuk)

The design work on Yak-41 Freestyle VTOL fighter began in 1975, as soon as the Yak-38 was considered insufficient for the role of fleet air cover fighter. The first prototype, with side number 75, made her maiden flight in March 1987. The first flights were made with the nozzle of main engine fixed in horizontal position, without vertical take-off. The main tests were performed by Andrei Sinitsyn, head of Yakovlev's experimental pilot's team, with aircraft with side number 77, which made her maiden flight on 12 April 1989. The first hovering was performed on 29 December 1989, whereas the first full-profile flight - on 13 June 1990. The tests of both airworthy prototypes of Yak-41 on board "Admiral GorshkoV aircraft carrier began on 26 October 1991, these tests were soon stopped as the result of catastrophe of "77".

In April 1991, the new Yak-41 set 12 world records in H class for VTOL aircraft. The record aircraft is now officially presented under the name Yak-141. The first presentation of Yak141 took place in June 1991 in Paris. The aircraft model was exposed at the Soviet stand. The model, made to 1:10 scale, was painted with not spectacular black colour. A five minute film, shown during the press conference, demonstrated the record flights and tests of Yak-141.

As far as Yak-41 is concerned, the designers assumed great trust to weight ratio necessary for manoeuvering fighter plane. For this purpose a lift-cruise engine with thrust-to-weight ratio exceeding 1 in air combat has been designed. The takeoff thrust of lift engines is then only a small addition not exceeding 25% of the total vertical thrust. As an effect of such distribution of lifting forces, the Kobchenko R-79 lift-cruise engine had to be positioned much closer to the aircraft centre of gravity and the best solution for such arrangement was a twin beam configuration of the rear part of fuselage with the engine nozzle located between the tail beams. (Yakovlev Design Bureau)

AIR SUPERIORITY

4542

SU-27 NAVAL FLANKER 'TBILISI AIR WING'

4507 M1G-23MF FLOGGER B 'EAST GERMAN INTERCEPTOR

4508 MIG-27 FLOGGER D 'SOVIET FIGHTER-BOMBER'

4509 SU-22M-4 FITTER K

4510 SCJ-22M-3 FITTER H

4514 MIG-29 FULCRUM 'SOVIET DOGFIGHTER'

4517 MI-24GHINDF 'SOVIET GUNSHIP'

4528 SU-27 FLANKER 'SOVIET INTERCEPTOR'

4531 MI-28 HAVOC 'SOVIET ATTACK HELICOPTER'

4539 MIG-27 FLOGGER J

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