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Mig 27

The Mikoyan MiG-27 (Russian: Микоян и Гуревич МиГ-27) (NATO reporting name "Flogger-D/J") is a ground-attack aircraft, originally built by the Mikoyan design bureau in the Soviet Union and later license-produced in India by Hindustan Aeronautics as the Bahadur ("Valiant"). It is based on the Mikoyan-Gurevich MiG-23 fighter aircraft, but optimized for the air-to-ground role. However unlike the Mig-23, the Mig-27 did not see widespread usage outside Russia as most countries opted for the MiG-23BN and Sukhoi Su-25 instead. It currently only remains in service with the Indian and Sri Lankan Air Forces in the ground attack role. All Russian and Ukrainian examples have now been retired.

Design and development

The MiG-27 shares the basic airframe of the MiG-23, but with the revised nose — nicknamed "Utkonos" ("platypus") in Russian service — introduced on the MiG-23B without radar in favor of a downward-sloping profile for improved pilot visibility a laser rangefinder and marked-target seeker. Among the tester pilots it was also called "Balkon" ("Balcony") because of the increased frontal view from the cockpit. Additional cockpit armor is installed, along with a totally new nav/attack system. Because the MiG-27 is intended to fly most of its missions at low altitude, the MiG-23's variable intake ramps and exhaust nozzles were deleted in favor of a simpler, fixed configuration, reducing weight and maintenance requirement. The aircraft also has larger, heavy-duty landing gear to facilitate operation from poorer-quality airfields.

Operational history

Sri Lanka

MiG-27 aircraft entered service with the Sri Lanka Air Force in 2000. Since then, they have seen regular service, bombing strategic targets and providing close air support. In August 2000, a MiG-27 crashed near the Colombo international airport, killing its Ukrainian pilot. In July 2001, a second MiG-27 was destroyed on the ground during an assault to the same air force base by the LTTE. Another MiG-27 crashed into the sea near the airport in June 2004[2].

India

On 27 May 1999, during the Kargil War, one Indian MiG-27 was lost together with a MiG-21 while supporting Indian ground offensive in Kashmir region. Both pilots ejected and one of them, Flight Lieutenant K.Nachiketa was later captured by Pakistani forces and the other one Sqn. Ldr. Ajay Ahuja is believed to have ejected safely, but was subsequently killed in a shootout. [3] It was reported that the MiG-27 suffered an engine flame out while operating at high altitude, while the MiG-21 was confirmed shot down by a MANPADS

Variants

Flogger-D

* MiG-27. This was the first MiG-27, and it was the first in the Flogger family to have a canopy without the central frame, suggesting that the ejection seat was designed to directly break through the transparency. The dielectric head above the pylon on the MiG-23 was used on the MiG-27 to house electro-optical and radio-frequency gear instead. It was armed with a Gryazev-Shipunov GSh-6-23M Gatling gun.
* MiG-27D. The nuclear strike variant of MiG-27, with a PSBN-6S navigation/attack system specially designed for the mission. 560 MiG-27D were built from 1973 - 1977 and they were on permanent stand-by alert basis like the FB-111A of the United States Air Force.

Flogger-J

* MiG-27M. This model was an upgrade of the 'Flogger-D', with the electro-optical and radio-frequency heads above the glove pylons deleted. It was first armed with the GSh-6-23M Gatling gun, but this was later replaced by a new 30 mm GSh-6-30 six-barrel cannon with 260 rounds of ammunition in a fuselage gondola. It also received much-improved electronic countermeasure (ECM) systems, and a new PrNK-23K nav/attack system providing automatic flight control, gun firing, and weapons release. However, this modification was not very successful because of the heavy recoil from the new cannon, and bursts longer than two or three seconds often led to permanent damage of the airframe. Test pilot V. N.Kondaurov described the first firing of the GSh-6-30А: "As I imposed the central mark on the air target and pressed the trigger to shoot, I heard such noise that I involuntarily drew my hand aside. The whole plane began to vibrate from the shooting and had almost stopped from the strong recoil of the gun. The pilotless target, which was just making a turn ahead of me, was literally disintegrating into pieces. I have hardly come to my senses from unexpectedness and admiration: This is a calibre! Such a beast! If you hit something — it will not be little [damaged]." A total of 150 MiG-27M were built from 1978 to 1983. Currently in service with the Sri Lankan Air Force.

* MiG-27L. This was an export variant of the MiG-27M provided in 1986 to India in knock-down kits for license-assembly. Same as MiG-27M except the undernose fairing for the infra-red search and track (IRST) sensor has a single window instead of several like the one on the original MiG-27M. A total of 130 were assembled by India.

* MiG-27H. This was a 1988 indigenous Indian upgrade of its license-assembled MiG-27L with French avionics, which provides the same level of performance but with much reduced size and weight.The capabilities of the aircraft are being enhanced by the incorporation of modern avionics systems consisting primarily of two Multi-Function Displays (MFDs) Mission and Display Processor (MDP), Sextant Ring Laser Gyros (RLG INSI), combined GPS/GLANOSS navigation, HUD with UFCP, Digital Map Generator (DMG), jam-resistant Secured Communication, stand-by UHF communication, data link and a comprehensive Electronic Warfare (EW) Suite. A mission planning and retrieval facility, VTR and HUD Camera will also be fitted. The aircraft will retain stand-by (conventional) instrumentation, including artificial horizon, altimeter and airspeed indicator, to cater for the failure of HUD and the MFDs.The MiG-27s are also being endowed with French Agave radar or the Russian Komar radar. The installation of the radar would give the MiG-27s anti-ship and some air-to-air capability. It is expected that at least 140 of the 180 aircraft converted from MiG-27MLs.


Flogger-J2

* MiG-27K. The MiG-27K was the final Soviet version, which added a laser designator and compatibility with TV-guided electro-optical weapons. Originally armed with the GSh-6-23M gun, but this was soon replaced with the GSh-6-30 cannon. Around 200 were built.

Operators

Current operators

Operators of the MiG-27 in bright red (former operators in dark red).

Indian MiG-27 & USAF F-15.

Cuba

• Cuban Air Force

India

• Indian Air Force : Over 100 in service with the Indian Air Force.

Iran

• Iranian Air Force

Kazakhstan

• Kazakh Air Force: Over 120 in service (in all variants of Flogger-D and Flogger-J)

Sri Lanka

• Sri Lanka Air Force : 7 in service with the Sri Lanka Air Force

Former operators

Russia

• Russian Air Force retired their aircraft from front line use, Still used in reserve and in storage.

Ukraine

• Ukrainian Air Force, retired.

Soviet Union

• Soviet Air Force passed their aircraft to successor states.

Specifications (MiG-27K)

General characteristics

• Crew: One
• Length: 17.1 m (56 ft)
• Wingspan: * Spread: 13.8 m (45 ft 3 in)
• Swept: 7.4 m (24 ft 3 in)
• Height: 5 m (16 ft 5 in)
• Wing area: * Spread: 37.35 m² (402.0 ft²)
• Swept: 34.16 m² (367.7 ft²)
• Empty weight: 11,908 kg (26,252 lb)
• Loaded weight: 18,100 kg (39,900 lb)
• Max takeoff weight: 20,670 kg (45,570 lb)
• Powerplant: 1× Khatchaturov R-29-300 afterburning turbojet
  • Dry thrust: 81 kN dry (18,300 lbf)
  • Thrust with afterburner: 123 kN (27,600 lbf)

Performance

• Maximum speed:
  
  • Sea level: Mach 1.10 (1,350 km/h, 839 mph)
  • at altitude: Mach 1.77 (1,885 km/h at 8,000 m, 1,170 mph at 26,000 ft
• Range: 780 km (480 mi) combat, 2,500 km (1,550 mi) ferry
• Service ceiling: 14,000 m (45,900 ft)
• Rate of climb: 200 m/s (39,400 ft/min)
• Wing loading: 605 kg/m² (123 lb/ft²)
• Thrust/weight: 0.62

Armament

• 1x GSh-6-30 30 mm cannon with 260-300 rounds
• One centerline, four fuselage, and two wing glove pylons for a total of 4,000 kg (8,800 lb) of stores, including general-purpose bombs, rocket pods, SPPU-22 and SPPU-6 gun pods, and various guided air-to-surface missiles.

Mig 25

The Mikoyan-Gurevich MiG-25 (Russian: МиГ-25) (NATO reporting name "Foxbat") is a high-supersonic interceptor and reconnaissance/bomber aircraft designed by the Soviet Union's Mikoyan-Gurevich bureau. First flown as a prototype in 1964, it entered service in 1970. With a top speed of Mach 3.2, a powerful radar and four air-to-air missiles, the MiG-25 worried Western observers and prompted development of the F-15 Eagle.

The aircraft's true capabilities were not revealed to the west until 1976 when Viktor Belenko, a Soviet MiG-25 pilot, defected to the United States via Japan. Subsequent analysis revealed a simple-yet-functional design with vacuum-tube electronics, two massive turbojet engines, and sparing use of advanced materials such as titanium. The MiG-25 series had a production run of 1,190 aircraft. The MiG-25 flew with a number of Soviet allies and former Soviet republics and it remains in limited service in Russia and several other nations.

Development

Background

Overflights by American U-2s in the late 1950s revealed a need for higher altitude interceptor aircraft. In 1960, Soviet intelligence learned of the US's development of the high altitude, Mach 3 A-12 reconnaissance aircraft. A high altitude interceptor with high speed would also be needed to defend against the Mach 3 B-70 bomber then under development. A variety of roles were considered for the prospective aircraft, including cruise missile carriers and even a small five to seven-passenger supersonic transport, but the main objective was a high-altitude reconnaissance aircraft and heavy interceptor. The Mikoyan-Gurevich OKB accepted the assignment effective 10 March 1961, carrying the bureau designation "Ye-155" (or "Е-155").

Aircraft design phase

Because of the thermal stresses incurred in flight above Mach 2, Mikoyan-Gurevich OKB constructed the MiG-25 largely from nickel alloy ("Inconel"), but used a small amount of titanium and aluminum alloys in areas particularly susceptible to high aerodynamic drag. The steel components of the MiG-25 were formed by a combination of spot-welding, automatic machine welding and hand arc welding methods. Initially there was concern that jolts from landing would cause the metal welds to crack but this proved not to be the case, and any cracks that did develop in service were easily welded in the field.

Ye-155K3 Reconnaissance prototype (1964)

The first prototype was a reconnaissance variant, designated "Ye-155-R1", and made its first flight on 6 March 1964. The first flight of the interceptor prototype, "Ye-155-P1", took place on 9 September 1964. Development, which represented a major step forward in Soviet aerodynamics, engineering and metallurgy, took several more years to complete. In the meantime several prototypes, under the cover designation "Ye-266" (or "Е-266"), made a series of record-setting flights in 1965, 1966, and 1967.

Series production of the two initial variants, designated MiG-25P ('Foxbat-A') (interceptor) and MiG-25R ('Foxbat-B') (reconnaissance), began in 1969. The MiG-25R entered Soviet Air Force (VVS) service almost immediately, but the service entry of the MiG-25P with the PVO was delayed until 1972. A non-combat trainer variant was also developed for each version, the MiG-25PU ('Foxbat-C') and MiG-25RU, respectively. The MiG-25R evolved several subsequent derivatives, including the MiG-25RB reconnaissance-bomber, the MiG-25RBS and MiG-25RBSh with side-looking airborne radar (SLAR), the MiG-25RBK and MiG-25RBF ELINT aircraft ('Foxbat-D'), and the MiG-25BM ('Foxbat-F') SEAD variant, carrying four Raduga Kh-58 (NATO reporting name AS-11 'Kilter') anti-radiation missiles.

Cameras of the MiG-25RB

The MiG-25 was capable a maximum speed of Mach 3.2 and a ceiling of 90,000 ft (27,000 m), although on Aug. 31, 1977, an E-266M, a specially modified Foxbat, flown by MiG OKB Chief Test Pilot Alexander Fedotov, set the recognized absolute altitude record for a jet aircraft under its own power, reaching 123,523.62 ft (37,650 m) at Podmoskovnoye, USSR in a brief zoom climb. The record is the only recognized absolute record not held by a pilot from the United States.

Although intended for intercepting or threatening high-altitude, high-speed aircraft the MiG-25's maneuverability, range, and close combat potential were extremely limited. Even its high speed was problematic: although sufficient thrust was available to reach Mach 3.2, a limit of Mach 2.8 had to be imposed as the turbines tended to overspeed and overheat at higher speeds, possibly damaging them beyond repair. Inaccurate intelligence analyses caused the West to initially believe the MiG-25 was an agile air-combat fighter rather than an interceptor. In response, the United States started a new program which resulted in the F-15 Eagle.

As the result of Belenko's defection and the compromise of the MiG-25P's radar and missile systems, beginning in 1978 the Soviets developed an advanced version, the MiG-25PD ('Foxbat-E'), with a new RP-25 Saphir look-down/shoot-down radar, infrared search and track (IRST) system, and more powerful engines. About 370 earlier MiG-25Ps were converted to this standard and redesignated MiG-25PDS.

Approximately 1,186 MiG-25s were produced by the time production ended in 1984, and the type was exported to Algeria, Bulgaria (3 MiG-25Rs and 1 MiG-25RUs until 1992), India (until 2006), Iraq, Libya, and Syria.

Design description

A true understanding of the strengths and failings of the MiG-25 by the West came on 6 September 1976, when a PVO pilot, Lt. Viktor Belenko, defected to the West, landing his MiG-25P at Hakodate Airport in Japan. It was carefully dismantled and analyzed by the Foreign Technology Division (now the National Air and Space Intelligence Center) of the United States Air Force, at the Wright-Patterson Air Force Base. After 67 days, the aircraft was returned to the Soviets in pieces. The analysis showed some surprising facts:

• Belenko's particular aircraft was brand new, representing the very latest Soviet technology.

• The aircraft was assembled very quickly, and was essentially built around its massive Tumansky R-15(B) turbojets.

• Welding was done by hand and construction was relatively crude. As in many Soviet aircraft, rivet heads were left non-flush in areas that would not adversely affect aerodynamic drag.

• The aircraft was built of a nickel alloy and not titanium as was assumed (though some titanium was used in heat-critical areas). The Inconel construction contributed to the craft's massive 64,000 lb (29,000 kg) unarmed weight.

• The majority of the on-board avionics were based on vacuum-tube technology, not solid-state electronics. Seemingly obsolete, vacuum tubes were actually more tolerant of temperature extremes, thereby removing the need for providing complex environmental controls inside the avionics bays. In addition, the vacuum tubes were easy to replace in remote northern airfields where sophisticated transistor parts may not have been readily available. As with most Soviet aircraft, the MiG-25 was designed to be as rugged as possible. Also, the use of vacuum tubes makes the aircraft's systems more resistant to an electromagnetic pulse, for example after a nuclear blast.

• Thanks to the use of vacuum tubes, the MiG-25P's original Smerch-A (Tornado, NATO reporting name 'Foxfire') radar had enormous power — about 600 kilowatts.

• The airspeed indicator was redlined at Mach 2.8, with typical intercept speeds near Mach 2.5 in order to extend the service life of the engines. A MiG-25 was tracked flying over Sinai at Mach 3.2 in the early 1970s, but the flight had resulted in the destruction of its engines.

• Maximum acceleration (g-load) rating was just 2.2 g (21.6 m/s²) with full fuel tanks, with an absolute limit of 4.5 g (44.1 m/s²). One MiG-25 withstood an inadvertent 11.5 g (112.8 m/s²) pull during low-altitude dogfight training, but the resulting deformation damaged the airframe beyond repair.

• Combat radius was 186 miles (300 km), and maximum range on internal fuel (at subsonic speeds) was only 744 miles (1,200 km). In fact, Belenko had only just reached Japan without running out of fuel; without sufficient fuel for a carefully planned landing, he narrowly missed a commercial airliner taking off, and overran the available runway on landing.

Operational service

Before entering operational service, four MiG-25Rs were temporarily in service with Egyptian Air Force in 1971 under the cover designation of "X-500". All four had EAF markings. They flew over Sinai in pairs roughly 4 times. On 6 November 1971, an Egyptian MiG-25 flying at Mach 2.5 was met by Israeli F-4Es and fired upon unsuccessfully. The Israeli Air Force found it impossible to intercept them, even though Israeli intelligence generally knew when the overflights were scheduled. The MiG-25Rs went back home in 1972, though reconnaissance Foxbats were sent back to Egypt in October 1973, after the Yom Kippur War, and remained there into 1974. A MiG-25 was tracked flying over Sinai at Mach 3.2 during this period. The MiG-25 oversped its engines which led to their destruction. The Israeli Air Force did not have the capability to intercept MiG-25s until it received the F-15 Eagle.

Col. Aleksandr V. Drobyshevsky, confirmed that at least one Soviet pilot, in the USSR's MiG-25 "Foxbat" aircraft, flew recon missions from Egypt into Israel in 1967, just prior to the Six Day War.

The MiG-25 was in service with the Iraqi Air Force during the Iran–Iraq War, but its success against Iranian fighters is largely unknown. Research has shown that as many as sixteen were shot down by Iranian fighters during the period spanning 1978–88 though it is, of course, difficult to determine the validity of these claims. Nevertheless, other historians have offered at least some credential to these reports, citing evidence that Iranian F-14 Tomcats recorded eleven confirmed air-to-air kills of MiG-25s, mostly of the "RB" version, with all kills reportedly being made by the AIM-54 Phoenix.

During the Persian Gulf War, a US Navy F/A-18 piloted by Lt Cdr Scott Speicher was shot down on the first night of the war by air-to-air missile fired most likely by a MiG-25. The kill was reportedly made with a R-40DT missile fired from a MiG-25PDS flown by Lt. Zuhair Dawood of the 84th squadron of the IrAF.

In another incident, an Iraqi MiG-25PD, after eluding eight U.S. Air Force F-15s, fired three missiles at EF-111 Raven electronic warfare aircraft, forcing them to abort their mission. This may have led to the later loss of an F-15 to surface-to-air missiles, due to the lack of electronic jamming.

In yet another incident, two MiG-25s approached a pair of F-15s, fired missiles (which were evaded by the F-15s), and then outran the American fighters. Two more F-15s joined the pursuit, and a total of ten air-to-air missiles were fired at the MiG-25s, though none reached them. According to the same sources, at least one F-111 was also forced to abort its mission by a MiG-25 on the first 24 hours of hostilities, during an air raid over Tikrit.

Two MiG-25s were shot down by USAF F-15Cs during the Gulf War. After the war, in 1992, a U.S. F-16 downed a MiG-25 that violated the no-fly zone in southern Iraq.

In May 1997 an Indian Air Force MiG-25RB was detected flying faster than Mach 2 at least 65,000 ft,over Pakistani territory following a reconnaissance mission into Pakistan airspace, to make the point that the Pakistani Air Force (PAF) has no aircraft in its inventory which can come close to the cruising height of the MiG-25 (up to 74,000 feet). However, from one of PAF's Forward Operating Bases, radar traced the intruder and the F-16As scrambled. India denied the incident but Pakistan's Foreign Minister, Gohar Ayub Khan, believed that the Foxbat photographed strategic installations near the Capital, Islamabad.

On December 23, 2002, an Iraqi MiG-25 shot down a U.S. Air Force unmanned MQ-1 Predator drone, which was performing armed reconnaissance over Iraq. This was the first time in history that an aircraft and an unmanned drone had engaged in combat. Predators had been armed with AIM-92 Stinger air-to-air missiles, and were being used to "bait" Iraqi fighter planes, then run. In this incident, the Predator did not run, but instead fired one of the Stingers, which missed, while the MiG's missile did not.

No Iraqi aircraft were used in the 2003 invasion, with most hidden or destroyed on the ground. In August 2003, several dozen Iraqi aircraft were discovered buried in the sand. That included two MiG-25s which were excavated and sent to WPAFB's Foreign Technology Division using a C-5B Galaxy. In December 2006, it was announced that one MiG-25 was being donated to the National Museum of the United States Air Force at Dayton, Ohio.

Operators

Current Operators

• Algeria
  • Algerian Air Force - 11 are operational, including 5 MiG-25A, 3 MiG-25PD, and 3 MiG-25R models.
• Armenia
  • Armenian Air Force - 1 is maintained in operational condition.
• Azerbaijan
  • Azerbaijan Air Force - As many as 20 in service.
• Russia
  • Russian Air Force - 70 remain in service. They are a mix of 30 MiG-25 interceptors and 40 MiG-25RB Recon.
• Syria
  • Syrian Air Force - 30 remain in service, including 2 MiG-25Rs and a MiG-25U.^[30]

Former operators

• Bulgaria
  • Bulgarian Air Force - Three MiG-25RBT (#731, #736 and #754) and one MiG-25RU (#51) aircraft were delivered in 1982. On April 12 1984 #736 crashed near Balchik. The pilot ejected successfully. They were operated by 26th RAB at Dobrich until their withdrawal. In May 1991, the surviving MiG-25s were returned to the USSR in exchange for five MiG-23MLD.
• India
  • Indian Air Force - Retired from service in July 2006. The Trishul air-base in Bareilly had Foxbats capable of flying up to 80,000 feet

Iraqi MiG-25 found buried under the sand at Al Taqaddum Airbase, Iraq. 29 February 2004

• Iraq
  • Iraqi Air Force. 7 flown over to Iran in 1991, the rest were destroyed in the Gulf War and Operation Southern Watch or buried during the 2003 invasion of Iraq. Some also may have been lost during the Iran–Iraq War.
• Georgia
  • Georgian Air Force
• Kazakhstan
• Libya
  • Libyan Air Force
• Soviet Union - The largest operator historically, Soviet aircraft were passed on to its successor states in 1991.
  • Soviet Air Force
  • Soviet Anti-Air Defence
• Turkmenistan
• Ukraine
  • Ukrainian Air Force - Withdrawn from service.

Survivors

• MiG-25RB (s/n 2505) is in the restoration facility at the National Museum of the United States Air Force in Dayton, Ohio. This aircraft was found in 2003 during the opening months of Operation Iraqi Freedom by American forces, buried in the sand near Al Taqaddum Airbase, about 250km west of Baghdad. The aircraft had been buried to prevent its destruction on the ground by coalition aircraft. When uncovered, the MiG-25RB was incomplete, as the wings could not be located. This aircraft was one of two MiG-25's transported by a C-5A Galaxy from Iraq to Wright-Patterson Air Force Base for examination. It was donated to the National Museum of the United States Air Force in 2006. The museum's restoration staff is currently attempting to locate a set of wings to complete the aircraft for display.

Specifications (MiG-25P 'Foxbat-A')

Data from The Great Book of Fighters,^[31] International Directory of Military Aircraft^[32]

General characteristics

• Crew: One
• Length: 19.75 m (64 ft 10 in)
• Wingspan: 14.01 m (45 ft 11.5 in)
• Height: 6.10 m (20 ft 0.25 in)
• Wing area: 61.40 m² (660.93 ft²)
• Empty weight: 20,000 kg (44,080 lb)
• Loaded weight: 36,720 kg (80,952 lb)
• Powerplant: 2× Tumansky R-15B-300 afterburning turbojets
  • Dry thrust: 73.5 kN (16,524 lbf) each
  • Thrust with afterburner: 100.1 kN (22,494 lbf) each

Performance

• Maximum speed:
  
  • High altitude: Mach 3.2^[3] (3,490 km/h, 2,170 mph); Mach 2.83 (3,090 km/h, 1,920 mph) continuous engine limit^[3]
  • Low altitude: 1,200 km/h (650 knots, 740 mph)^[32]
• Range: 1,730 km (1,075 mi) with internal fuel
• Service ceiling: 20,700 m (with 4 missiles) (67,915 ft)
• Wing loading: 598 kg/m² (122.5 lb/ft²)
• Thrust/weight: 0.41
• Time to altitude: 8.9 min to 20,000 m (65,615 ft)

Armament

• 2x radar-guided R-40R (AA-6 'Acrid') air-to-air missiles, and
• 2x infrared-guided R-40T missiles

Avionics

• RP-25 Smerch radar
• A RV-UM or a RV-4 radar altimeter

http://en.wikipedia.org/wiki/Mikoyan-Gurevich_MiG-25

X-2 LTH Makes Its Debut

This is one product the Indian Air Force (IAF) could only, up till now, dream of having some day. Tentatively called the X-2 light tactical helicopter (LTH), this revolutionary helicopter’s full-scale mock-up was unveiled last month by Sikorsky during the Army Aviation Association of America symposium. Being developed as both an armed reconnaissance helicopter as well as a light combat helicopter, the high-speed X-2 LTH is likely to become available for export by 2017, with unmanned hot-and-high performance parameters, especially of the type that will come in extremely handy in high-altitude battlefields of the type prevailing in Afghanistan and northern India. The X-2 LTH will combine high cruising speed with flight agility and the ability to go from the hover to an astonishing 250 Knots and back without any rotary/fixed-wing mode changes. Sikorsky’s X-2 technology demonstrator—a modified Black Hawk— is due back in the air shortly after incorporating the definitive modifications to prepare for high-speed testing, which include connecting the rear-mounted pusher-prop, fairing over the rotor hubs, and making the landing gear retractable. Sikorsky expects the X-2 technology demonstrator to pass its 250 Knot speed target by the year’s end—which means that the results will be available in time for consideration by prospective launch customers like the IAF.

“These technologies can potentially bring new rotorcraft capabilities that, to date, have been unachievable by the industry,” says Sikorsky President Jeffrey P Pino. “In addition to doubling the cruise speed of helicopters, this technology can improve hot-and-high performance, manoeuvrability and low acoustic signature. The X-2 LTH concept demonstrates a way to package these capabilities into an airframe that is tailored to meet a range of military missions,” Pino explained. The X-2 LTH’s multi-mission capabilities will meet both regular US Army and future Joint Special Operations Command requirements in a variety of combat roles. It is for this reason that Sikorsky has invested through its in-house funds in the LTH concept to illustrate the company’s commitment to developing futuristic capabilities that are both achievable and affordable. Furthermore, the X-2’s technologies are scalable to a variety of military missions, including armed assault, armed reconnaissance, close air support and combat search-and-rescue, and unmanned applications. It may be recalled that Sikorsky had announced an initiative in June 2005 to develop an integrated suite of technologies called X-2 TECHNOLOGY. The technology demonstrator aircraft made its flight in August 2008. The demonstrator combines an integrated suite of technologies intended to advance the state-of-the-art, counter-rotating co-axial rotor helicopter. It is designed to demonstrate that a helicopter can cruise at 250 Knots, while retaining such desirable helicopter attributes as excellent low-speed handling, efficient hovering, auto-rotation safety, and a seamless and simple transition to high speed. Among the innovative technologies the X-2 LTH will incorporate are: digitised redundant fly-by-wire flight controls, counter-rotating rigid rotor blades, hub drag reduction, active vibration controls, and an integrated auxiliary propulsion system. The twin-engined LTH variant will be equipped with twin stub-wings for carrying air-to-air or air-to-ground weapons, and a chin-mounted multi-spectral optronic sensor turret. Interestingly, Russia’s Oboronprom United Industrial Corp too is developing similar solutions aimed at new-generation medium-lift helicopter designs, one of which is the Kamov Ka-92, which features twin contra-rotating main rotors and twin contra-rotating tail rotors.

http://officialsite.my/tempur/index.php?option=com_content&task=view&id=425&Itemid=2

Mig 23

The Mikoyan-Gurevich MiG-23 (Russian: Микоян и Гуревич МиГ-23; NATO reporting name: "Flogger") is a swing-wing fighter aircraft, designed by the Mikoyan-Gurevich bureau in the Soviet Union. It is considered to belong to the Soviet "Third Generation" aircraft category along with similar-aged Russian-produced fighters like the MiG-25 "Foxbat". It was the first Soviet fighter with a look-down/shoot-down radar and beyond visual range missiles, and the first MiG production fighter plane to have intakes at the sides of the fuselage. Production started in 1970 and reached large numbers with over 5,000 aircraft built. Today the MiG-23 remains in limited service with various export customers.

Design and development

MiG-23 on display at Le Bourget.

The MiG-23's predecessor, the MiG-21 (NATO reporting name 'Fishbed'), was fast and agile, but limited in its operational capabilities by its primitive radar, short range, and limited weapons load (restricted in some aircraft to a pair of short-range air-to-air missiles). The MiG-23 was to be a heavier, more powerful machine designed to remedy these deficiencies, and rival Western aircraft like the F-4 Phantom. The new fighter was to feature a totally new S-23 sensor and weapon system suite capable of firing beyond-visual-range (BVR) missiles.

A major design consideration was take-off and landing performance. Existing Soviet fast jets required very long runways, which combined with their limited range, limited their tactical usefulness. The Soviet Air Force demanded the new aircraft have a much shorter take-off run. Low-level speed and handling was also to be improved over the MiG-21. This led Mikoyan to consider two alternatives: lift jets, to provide an additional lift component, and variable-geometry wings, which had been developed by TsAGI for both "clean-sheet" aircraft designs and adaptations of existing designs.

The first prototype, called "23-01" but also known as the MiG-23PD, was a tailed delta similar to the MiG-21 but with two lift jets in the fuselage. However, it became apparent very early that this configuration was unsatisfactory, as the lift jets became useless dead weight once airborne. The second prototype, known as "23-11", featured variable-geometry wings which could be set to angles of 16, 45 and 72 degrees, and it was clearly more promising. The maiden flight of 23-11 took place on 10 June 1967, and three more prototypes were prepared for further flight and system testing. All featured the Tumansky R-27-300 turbojet engine with a thrust of 7850 kp. The order to start series production of the MiG-23 was given in December 1967.

The General Dynamics F-111 and F-4 Phantom were the main Western influences on the MiG-23. The Russians, however, wanted a much lighter, single-engine fighter to maximize agility. Both the F-111 and the MiG-23 were designed as fighters, but the heavy weight of the F-111 turned it into a long-range interdictor and kept it out of the fighter role. The MiG-23's designers kept the MiG-23 light enough to dogfight with enemy fighters.

The U.S. Air Force operated a small number of MiG-23s, officially designated YF-113, as both test and evaluation aircraft and in an aggressor role for fighter pilot training, from 1977 through 1988 in a program codenamed "Constant Peg".^[1]

First-generation

Flogger-A

• The Ye-231 was the prototype built for testing, and it lacked the sawtooth leading edge that later appeared on all MiG-23/-27 models. This experimental model was the common basic design that both the MiG-23/-27 and Sukhoi Su-24 were based on, but the Su-24 experienced much greater modification.
• The MiG-23 was the pre-production model that lacked the hardpoints on later production versions, but the sawtooth leading edge appeared on this model, and it was also armed with guns. This model marked the divergence of the MiG-23/-27 and Su-24 from their common ancestor.
• The MiG-23S was the initial production variant. Only around 60 were built between 1969-70. These aircraft were used for both flight and operational testing. The MiG-23S had an improved R-27F2-300 turbojet engine with a maximum thrust of 9980 kp. As the Sapfir-23 radar was delayed, the aircraft were installed with the S-21 weapons control system with the RP-22SM radar — basically the same weapons system as in the MiG-21MF/bis. A twin-barreled 23 mm GSh-23L gun with 200 rounds of ammunition was fitted under the fuselage. This variant suffered from various teething problems and was never fielded as an operational fighter.
• The MiG-23SM was the second pre-production variant, which was also known as the MiG-23 Type 1971. It was considerably modified compared to the MiG-23S: it had the full S-23 weapons suite, featuring a Sapfir-23L radar coupled with Vympel R-23R (NATO: AA-7 'Apex') BVR missiles. It also had a further improved R-27F2M-300 (later redesignated R-29-300) engine with a maximum thrust of 12,000 kp. The modified "type 2" wing had an increased wing area and a larger sawtooth leading edge. The slats were deleted and wing sweep was increased by 2.5 degrees; wing positions were changed to 18.5, 47.5 and 74.5 degrees, respectively. The tail fin was moved further aft, and an extra fuel tank was added to the rear fuselage, as in the two-seat variant (see below). Around 80 examples were manufactured. The overall reliability was increased over the previous variant, but the Sapfir radar proved to be still immature.

Flogger-B

MiG-23M Flogger-B on display at the Museum of the Great Patriotic war in Kiev.

• MiG-23M. This variant first flew on June 1972. It was the first truly mass-produced version of the MiG-23, and the first VVS fighter to feature look-down/shoot-down capabilities (although this capability was initially very limited). The wing was modified again and now featured leading-edge slats. The R-29-300 (R-29A) engine was now rated for 12,500 kp. It finally had the definitive sensor suite: an improved Sapfir-23D (NATO: 'High Lark') radar, a TP-23 infra-red search and track (IRST) sensor and an ASP-23D gunsight. The 'High Lark' radar had a detection range of some 45 km against a high-flying, fighter-sized target. It was not a true Doppler radar, but instead utilized the less effective "envelope detection" technique, similar to some radars on Western fighters of the 1960s.
• MiG-23MF ("Flogger-B"). This was an export derivative of the MiG-23M originally intended to be exported to Warsaw Pact countries, but it was also sold to many other allies and clients, as most export customers were dissatisfied with the rather primitive MiG-23MS. It actually came in two versions. The first one was sold to Warsaw Pact allies, and it was essentially identical to Soviet MiG-23M, with small changes in "identify friend or foe" (IFF) transponders and communications equipment. The second variant was sold outside Eastern Europe and it had a different IFF and communications suite (usually with the datalink removed), and downgraded radar, which lacked the electronic counter-countermeasure (ECCM) features and modes of the baseline 'High Lark'. This variant was more popular abroad than the MiG-23MS and considerable numbers were exported, especially to the Middle East.

The infrared system had a detection range of around 30 km against high-flying bombers, but less for fighter-sized targets. The aircraft was also equipped with a Lasur-SMA datalink. The standard armament consisted of two radar- or infrared-guided Vympel R-23 (NATO: AA-7 'Apex') BVR missiles and two Molniya R-60 (NATO: AA-8 'Aphid') short-ranged infrared missiles. From 1974 onwards, double pylons were installed for the R-60s, enabling up to four missiles to be carried. Bombs, rockets and missiles could be carried for ground attack. Later, compatibility for the radio-guided Kh-23 (NATO: AS-7 'Kerry') ground-attack missile was added. Most Soviet MiGs were also wired to carry tactical nuclear weapons. Some 1300 MiG-23Ms were produced for the Soviet Air Force (VVS) and Soviet Air Defense Forces (PVO Strany) between 1972-78. It was the most important Soviet fighter type from the mid-to-late 1970s.

Flogger-C

• MiG-23U. The MiG-23U was a twin-seat training variant. It was based on the MiG-23S, but featured a lengthened cockpit with a second crew station behind the first. One forward fuel tank was removed to accommodate an extra seat — this was compensated for by adding a new fuel tank in the rear fuselage. The MiG-23U had the S-21 weapon system, although the radar was later mostly removed. During its production run, both its wings and engine were improved to the MiG-23M standard. Production began at Irkutsk in 1971 and eventually converted to the MiG-23UB.

• MiG-23UB. Very similar to MiG-23U except that the R-29 turbojet engine replaced the older R-27 installed in the MiG-23U. Production continued until 1985 (for the export variant). A total of 769 examples were built, including conversions from the MiG-23U.

Flogger-E

• MiG-23MP. Similar to the MiG-23MS (described below), but produced in much fewer numbers and was never exported. Virtually identical to MiG-23MS except the addition of a dielectric head above the pylon, which was often associated with the ground-attack versions — for which it might have been a developmental prototype.

• MiG-23MS. This was an export variant, as the '70s MiG-23M was considered too advanced to be exported to Third World countries. It was otherwise similar to MiG-23M, but it had the S-21 standard weapon system, with a RP-22SM (NATO: 'Jay Bird') radar in a smaller radome, and the IRST was removed. Obviously, this variant had no BVR capability, and the only air-to-air missiles it was capable of using were the R-3S (NATO: AA-2a 'Atoll') and R-60 (NATO: AA-8 'Aphid') IR-guided missiles and the R-3R (NATO: AA-2d 'Atoll') semi-active radar homing (SARH) missile. The avionics suite was very basic. This variant was produced between 1973-78 and exported principally to North Africa and the Middle East.

Second-generation

Flogger-G

• MiG-23P. This was a specialized air-defense interceptor variant developed for the PVO Strany. It had the same airframe and powerplant as the MiG-23ML, but there is a cut-back fin root fillet instead of the original extended one on other models. Its avionics suite was improved to meet PVO requirements and mission profiles. Its radar was the improved Sapfir-23P, which could be used in conjunction with the gunsight for better look-down/shoot-down capabilities to counter increasing low-level threats like cruise missiles. The IRST, however, was absent. The autopilot included a new digital computer, and it was linked with the Lasur-M datalink. This enabled ground-controlled interception (GCI) ground stations to steer the aircraft towards the target; in such an intercept, all the pilot had to do was control the engine and use the weapons. The MiG-23P was the most numerous PVO interceptor in the 1980s. Around 500 aircraft were manufactured between 1978-81. The MiG-23P was never exported and served only within the PVO in Soviet service.
• MiG-23bis. Similar to the MiG-23P except the IRST was restored and the cumbersome radar scope was eliminated because all of the information it provided could be displayed on the new head-up display (HUD).
• MiG-23ML. The early Flogger variants were intended to be used in high-speed missile attacks, but it was soon noticed that fighters often had to engage in more stressful close-in combat. Early production aircraft had actually suffered cracks in the fuselage during their service career. Maneuverability of the aircraft was also criticized. A considerable redesign of the airframe was performed, resulting in the MiG-23ML (L - lightweight), which made it in some ways a new aircraft. Empty weight was reduced by 1250 kg, which was achieved partly by removing a rear fuselage fuel tank. Aerodynamics were refined for less drag. The dorsal fin extension was removed. The undercarriage was redesigned, resulting in a lowered nose attitude on the ground. The airframe was now rated for a g-limit of 8.5, compared to 8 g for the early generation MiG-23M/MF 'Flogger-B'. A new engine model, the R-35F-300, now provided a maximum dry thrust of 8550 kp, and 13,000 kp with afterburner. This led to considerable improvement in maneuverability and thrust-to-weight ratio. The avionics set was considerably improved as well. The S-23ML standard included Sapfir-23ML radar and TP-23ML IRST. The new radar was more reliable and a had maximum detection range of about 65 km against a fighter-sized target (25 km in look-down mode). The navigation suite received a new, much improved autopilot. New radio and datalink systems were also installed. The prototype of this variant first flew in 1976 and production began 1978.

Soviet MiG-23MLA Flogger-G

• MiG-23MLA. The later production variant of the 'ML' was redesignated the 'MLA'. Externally, the 'MLA' was identical to 'ML'. Internally, the 'MLA' had an improved radar with better ECM resistance, which made co-operative group search operations possible as the radars would now not jam each other. It also had a new ASP-17ML HUD/gunsight, and the capability to fire improved Vympel R-24R/T missiles. Between 1978 and 1982, around 1100 'ML/MLA's were built for both the Soviet Air Force and export customers. As with the MiG-23MF, there were two different MiG-23ML sub-variants for export: the first version was sold to Warsaw Pact countries and was very similar to Soviet aircraft. The second variant had downgraded radar and it was sold to Third World allies.

Flogger-K

Soviet MiG-23MLD Flogger-K

• MiG-23MLD. The MiG-23MLD was the ultimate fighter variant of the MiG-23. The main focus of the upgrade was to improve maneuverability, especially during high angles of attack (AoA).The pitot boom was equipped with vortex generators, and the wing's notched leading edge roots were 'saw-toothed' to act as vortex generators as well. The flight-control system was modified to improve handling and safety in high-AoA maneuvers. Significant improvements were made in avionics and survivability: the Sapfir-23MLA-II featured improved modes for look-down/shoot-down and close-in fighting. A new SPO-15L radar warning receiver was installed, along with chaff/flare dispensers. The new and very effective Vympel R-73 (NATO: AA-11 'Archer') short-range air-to-air missile was added to inventory. No new-build 'MLD' aircraft were delivered to the VVS, as the more advanced MiG-29 was about to enter production. Instead, all Soviet 'MLD's were former 'ML/MLA' aircraft modified to 'MLD' standard. Some 560 aircraft were upgraded between 1982-85. As with earlier MiG-23 versions, two distinct export variants were offered. Unlike Soviet examples, these were new-build aircraft, though they lacked the aerodynamic refinements of Soviet 'MLD's; 16 examples were delivered to Bulgaria, and 50 to Syria. These were the last single-seat MiG-23 fighters made, and the last example rolled off the production line in December 1984.

Ground-attack variants

Flogger-F

• MiG-23B. The requirement for a new fighter-bomber had become obvious in the late 1960s, and the MiG-23 appeared to be suitable type for such conversion. The first prototype of the project, "32-34", flew for the first time on 20 August 1970. The MiG-23B had a redesigned forward fuselage, but was otherwise similar to the MiG-23S. The pilot seat was raised to improve visibility, and the windscreen was armored. The nose was flat-bottomed and tapered down. There was no radar; instead it had a Sokol-23 ground attack sight system, which included an analog computer, laser rangefinder and PBK-3 bomb sight. The navigation suite and autopilot were also improved to provide more accurate bombing. It retained the GSh-23L gun, and its maximum warload was increased to 3000 kg by strengthening the pylons. Survivability was improved by an electronic warfare (EW) suite and inert gas system in the fuel tanks to prevent fire. The first prototype had a MiG-23S type wing, but subsequent examples had the larger "type 2" wing. Most importantly, instead of an R-29 variant, aircraft was powered by the AL-21F-3 turbofan with a maximum thrust of 11,500 kp. The production of this variant was limited, however, as the supply of AL-21 engines was needed for the Sukhoi Su-17 and Su-24 production lines. In addition, this engine was not cleared for export. Only three MiG-23B prototypes and 24 production aircraft were produced in 1971-72.

Flogger-H

• MiG-23BK.These were exported to Warsaw Pact countries — but not to Third World customers — and thus had the PrNK-23 navigation and attack system. Additional radar warning receivers were also mounted on the intakes.
• MiG-23BM. This was a MiG-23BK upgrade, with the PrNK-23M replacing the original PrNK-23, and a digital computer replacing the original analog computer.
• MiG-23BM experimental aircraft. The MiG-23 ground-attack versions had too much "fighter heritance" for an attack aircraft, and a new design with more radical changes was developed. This was eventually redesignated as the MiG-27 (NATO: 'Flogger-D'). The MiG-23BM experimental aircraft served as a predecessor to the MiG-27 and it differs from the standard MiG-23BM and other MiG-23 models in that its dielectric heads were directly on the wing roots, instead of on the pylons.
• MiG-23BN. The MiG-23BN was the definitive fighter-bomber variant. It was otherwise the same as MiG-23B, but had the same R-29-300 engine as contemporary fighter 'Floggers'. They were also fitted with "type 3" wings. There were other minor changes in electronics and equipment, and some changes were made during its long production run. This variant proved to be fairly popular and effective and it was extensively exported. As usual, a downgraded version was sold to Third World customers. Serial production began in 1973 and lasted until 1985, with 624 examples built. Most of them were exported, as the Soviets always viewed it as an interim type and only a small number served in Frontal Aviation regiments. The most distinctive identifying feature between the MiG-23B and MiG-23BN was that the former was rather a developmental aircraft and had the dielectric head just above the pylon, but this was removed from the MiG-23BN.The last of the MiG-23 BNs were flown by 221 Squadron (Valiants) of Indian Air Force and were decommissioned on 6 March 2009. Wing Commander Tapas Ranjan Sahu, was the last pilot to land the Mig-23 BN on that day.

Proposed variants and upgrades

The MiG-23R was a proposed reconnaissance variant; the project was never finished. The MiG-23MLGD, 'MLG' and 'MLS' were further fighter upgrades with new radar and EW equipment, partly the same as in MiG-29; these variants were also fitted with helmet-mounted sights and were basically MiG-23MLD subvariants. They were abandoned in favor of the then ongoing MiG-29 program. The MiG-23K was a carrier-borne fighter variant based on the MiG-23ML, and the MiG-23A was a multirole variant based on the 'K'. It was planned to develop the MiG-23A into three different subvariants: MiG-23AI, MiG-23AB and MiG-23AR. The MiG-23AI was to be a dedicated fighter, the MiG-23AB was to be an attack-dedicated variant, and the MiG-23AR a dedicated reconnaissance variant. However, cancellation and subsesquent redesign of the Soviet aircraft carrier project also caused cancellation of the MiG-23A and MiG-23K variants and subvariants.

There were other MiG-23 variants such as the MiG-23MLK that was planned to be powered by either two new R-33 engines or one R-100, and the MiG-23MD was basically a MiG-23M fitted with a Saphir-23MLA-2. The MiG-23ML-1 was a variant with several possible powerplant and engine choices; its single-engine options were either one R-100 or one R-69F engine, while its twin-engine arrangement was two R-33 engines. It was planned to be armed with a new air-to-air missile, the R-146^{[citation needed]}.

In the late 1990s, Mikoyan, following their successful MiG-21 upgrade projects, offered a MiG-23-98 upgrade which featured new radar, new self-defense suite, new avionics, improved cockpit ergonomy, helmet-mounted sight, and the capability to fire Vympel R-27 (NATO: AA-10 'Alamo') and Vympel R-77 (NATO: AA-12 'Adder') missiles. The projected cost was around US$1 million per aircraft. Smaller upgrades were also offered, which consisted of only improving the existing Sapfir-23 with newer missiles and upgrades of other avionics. Airframe life extension was offered as well.

So far these upgrades have been met with little interest. However, in 2005, Angola had the upgrade of the Saphir radar fitted to their MiG-23MLs; this radar upgrade allows the Angolan MiG-23s to fire new types of air-to-air and air-to-ground weapons. This radar upgrade seems to be the same offered as part of the MiG-23-98-2 radar upgrade.

Total production of MiG-23 fighter, attack and trainer versions was 5047 aircraft (not including the MiG-27), of which 3630 were fighter variants.

MiG-23 and MiG-25 were used as first jet fighter platforms to test a new in-cockpit warning system with a pre-recorded female voice to inform pilots about various flight parameters. A female voice was chosen specifically to provide a clear and intuitive distinction between communications from the ground and the messages from internal systems, since ground communications virtually always came in male voice in Soviet service. The idea proved successful for many reasons besides the original one, and was later heavily borrowed by Western aircraft manufacturers, eventually becoming standard in all jet fighters around the world.

Price

The MiG-23 had the advantage of being quite cheap in the early 1980s. For example, the MiG-23MS was priced between US$3.6 million and US$6.6 million depending on the customer; on the other hand in 1980, the F-16 Fighting Falcon was priced at US$14 million, and the Flogger's closest Western competitor was the Israeli $4.5 million Kfir C2.

Armament

MiG-23M Flogger-B armed with AA-7 and AA-8 missiles

The MiG-23's armament evolved as the type's avionics were upgraded and new variants were deployed. The earliest versions, which were equipped with the MiG-21's fire control system, were limited to firing variants of R-3 (AA-2 'Atoll'). The R-60 (AA-8 'Aphid') replaced the R-3 during the '70s, and from the MiG-23M onwards the R-23/R-24 (AA-7 'Apex') was carried. Third-generation Floggers were capable of firing R-73 (AA-11 'Archer') when it became available, but this missile was not exported until the MiG-29 was released for export. The helmet-mounted sight associated with the AA-11 'Archer' (R-73) was fitted on the MiG-23MLD/MLDG experimental subvariants that never entered production as had been originally planned. The reason was that these MiG-23MLD subvariants had less priority than the then ongoing MiG-29 program, and the Mikoyan bureau therefore decided to concentrate all their efforts on the MiG-29 program and halted further work on the MiG-23s. Nevertheless, a helmet-mounted sight is now offered as part of the MiG-23-98 upgrade. There were reports about the MiG-23MLD being capable of firing the AA-10 'Alamo' (R-27) beyond its firing experimental tests; however, it seems only Angola's MiG-23-98 are capable of doing so. A MiG-23 was used to test and fire the AA-10, AA-11 and AA-12 air-to-air missiles during their early flight and firing trials. Ground-attack armament included 57 mm rocket pods, general purpose bombs up to 500 kg in size, gun pods, and Kh-23 (AS-7 'Kerry') radio-guided missiles. Up to four external fuel tanks could be carried.

Operational history

Captured MiG-23 on display in Israel

Western and Russian aviation historians usually differ in respect to the MiG-23's combat record, in part due to the bias in favor of their respective national aircraft industries. They also usually accept claims going along with their respective political views since usually many conflicting and contradictory reports are written and accepted by their respective historians. Little pictorial evidence has been published confirming MiG-23 air to air losses and victories, with the exception of the Libyan MiG-23s shot down by U.S. Navy F-14s and two pictures of Syrian MiG-23s shot down in 1982 by Israeli forces^{[citation needed]}.

The first MiG-23s to see combat were export variants with many limitations. For example, the MiG-23MS lacked such a basic system as the radar warning receiver. In addition, compared to the MiG-21, the aircraft was mechanically complex and expensive. Early export variants also lacked many "war reserve modes" in their radars, making them vulnerable against electronic countermeasures (ECM), at which the Israelis were especially proficient. Israel claims that during the period of 1982–1985 no Israeli aircraft was lost to enemy aircraft and that Israel only lost five aircraft shot down by Syrian SAMs^{[citation needed]}. Israeli reports (which have been endorsed by the majority of Western historians) claim that during the period of intense fighting from 6-11 June 1982, 85 Syrian aircraft were shot down in air combat. At least 30 of these aircraft were reported by Israeli sources to be MiG-23s, but mainly the specialized ground attack version, the MiG-23BN, which was not designed especially for air-to-air combat.

The Israelis also claim that their F-15s downed two MiG-23MLs in 1985.

According to Soviet/Russian historians, the MiG-23MS did achieve kills in this war. One of these victories was achieved on 11 June 1982, when a pair of MiG-23MS pilots, named Heyrat and Zabi, brought down an Israeli F-4 with two AA-2s. Both MiG-23MS pilots were then shot down.^[2]

Line of Cuban MiG-23s.

Soviet/Russian sources also state the Syrians lost only six MiG-23MFs and four export MiG-23MSs in the Bekaa Valley, while the other fourteen MiG-23s shot down by the Israelis were MiG-23BN ground-attack variants. At the same time, Syrian MiG-23s managed to shoot down at least five F-16s, two F-4Es, and a BQM-34 unmanned reconnaissance plane. These are some of the Syrian MiG-23 kills as described in a Soviet/Russian source:^[2]

On 7 June 1982, three MiG-23MFs (pilots Hallyak, Said, and Merza) attacked a group of F-16s. Captain Merza detected the F-16s at a distance of 25 km and brought down two F-16s with R-23 (AA-7 "Apex") missiles (one from 9 km and another within the distance of 7 or 8 km) before he himself was shot down. On 8 June 1982, two MiG-23MFs again met with F-16s. Major Hau's MiG-23 detected an F-16 at a distance of 21 km and shot it down with an R-23 from a distance of 7 km. Again, the Syrian pilot was himself shot down by an AIM-9 Sidewinder fired from another F-16. On 9 June 1982, two MiG-23MFs, piloted by Dib and Said, attacked a group of F-16s. Dib brought down an F-16 from a distance of 6 km with an R-23, but was then shot down, most likely by a Sidewinder.

Soviet/Russian sources further state that three Israeli F-15s and one F-4 were shot down in October 1983 by the newly delivered MiG-23MLs, with no Syrian losses since.^[2]

The MiG-23 took part in the Iran–Iraq War, but its air combat results with the Iraqi Air Force are difficult to determine.

Cuban MiG-23MLs and South African Mirage F1s had several encounters during Angolan War, one of which resulted in a Mirage being lost after it was damaged by an R-60 (NATO: AA-8 "Aphid") missile fired by a Cuban MiG-23ML. The South African pilot barely managed to save his life after the Mirage suffered several malfunctions that forced him to crash land, severely damaging the aircraft and causing it to be written off.

Soviet MiG-23MLDs and Pakistani F-16s clashed a few times during the Soviet-Afghan War. One F-16 was lost in 1987 with the circumstances of the loss not clear. Pakistan insists it was a friendly fire incident, however at first the F-16 was reported as shot down and only later the Pakistani side recanted the event, but it could have been destroyed by a MiG-23 as the Soviets claimed^{[citation needed]}. A year later, Soviet MiG-23MLDs using R-24s (NATO: AA-7 "Apex") downed two Iranian AH-1J Cobras that had intruded into Afghani airspace. In a similar incident a decade earlier, on 21 June 1978, a PVO MiG-23M flown by Pilot Captain V. Shkinder shot down two Iranian Boeing CH-47 Chinook helicopters that had trespassed into Soviet airspace, one helicopter being dispatched by two R-60 missiles and the other by cannon fire.

Two Libyan MiG-23MS fighters were shot down by U.S. Navy F-14s in the Gulf of Sidra incident in 1989.

During the Persian Gulf War, the USAF reported downing eight Iraqi MiG-23s with F-15s. Some Russian sources claim that a U.S. F-16 and a Italian Tornado were shot down by Iraqi MiG-23 in this war.

An Iraqi MiG-23 was shot down by a USAF F-16 using an AMRAAM missile in January 1993, during skirmishes in the No-Fly-Zones.

In Eritrea in 1999 3 Ethiopian MiG-23s where shoot down by Eritrean MiG-29s in a small border war in 1999.

Soviet and Warsaw Pact service

Because of its distinctive appearance with large air intakes on both sides of the fuselage the aircraft was nicknamed "Cheburashka" by some Soviet pilots after a popular Russian cartoon character representing a fictional animal with big ears. The nickname did not stick and was later firmly assigned to Antonov An-72/74, although to this day it is sometimes applied to different aircraft with similar exterior features, including the USAF A-10 Thunderbolt II.

The aircraft was not used in large numbers by the non-Soviet air forces of the Warsaw Pact as originally envisioned. When the MiG-23s were initially deployed, they were considered the elites of the Eastern Bloc air forces. However, very quickly the disadvantages became evident and the MiG-23 did not replace the MiG-21 as initially intended. The aircraft had some deficiencies that limited its operational serviceability and its hourly operating cost was thus higher than the MiG-21’s. The Eastern Bloc air forces used their MiG-23s to replace MiG-17s and MiG-19s still in service.

Ukrainian decomissioned MiG-23.

By 1990, over 1,500 MiG-23s of different models were in service with VVS and PVO. With the dissolution of the Soviet Union, the Russian Air Force began to cut back its fighter force, and it was decided the MiG-23s and MiG-27s were among the types which were to be retired to operational storage. The last model to serve was the MiG-23P, which was retired in 1998.

When East and West Germany reunified, no MiG-23s were transferred to the Luftwaffe, but twelve former East German MiG-23s were supplied to the U.S. When Czechoslovakia split into the Czech Republic and Slovakia, the Czechs received all the MiG-23s, which were retired in 1998. Hungary retired their MiG-23s in 1996, Poland in 1999, Romania in 2000, and Bulgaria in 2004.

The MiG-23 was the Soviet Air Force's "Top Gun"-equivalent aggressor aircraft from the late 1970s to the late 1980s. It proved a difficult opponent for early MiG-29 variants flown by inexperienced pilots. Exercises showed when well-flown, a MiG-23MLD could achieve favorable kill ratios against the MiG-29 in mock combat by using hit-and-run tactics and not engaging the MiG-29s in dogfights. Usually the aggressor MiG-23MLDs had a shark mouth painted on the nose just aft of the radome, and many were piloted by Soviet-Afghan War veterans. In the late 1980s, these aggressor MiG-23s were replaced by MiG-29s, also featuring shark mouths.

Performance tests

Many potential enemies of the USSR and its client states had a chance to evaluate the MiG-23’s performance. In the 1970s, after a political realignment by the Egyptian government, Egypt gave their MiG-23MS to the United States and the People's Republic of China in exchange for military hardware. In the US, these MiG-23MS and other variants acquired later from Germany were used as part of the evaluation program of Soviet military hardware. Dutch pilot Leon Van Maurer, who had more than 1200 hours flying F-16s, flew against MiG-23ML Flogger-Gs from air bases in Germany and the U.S. as part of NATO's aerial mock combat training with Soviet equipment. He concluded the MiG-23ML was superior in the vertical to early F-16 variants, just slightly inferior to the F-16A in the horizontal, and has superior beyond visual range (BVR) capability.

The Israelis tested a MiG-23MLD that defected from Syria and found it had better acceleration than the F-16 and F/A-18.

Another MiG-23 evaluation finding in the US and Israel reports was that the MiG-23 has a Heads-Up Display (HUD) that doubles as a radarscope, allowing the pilot to keep his eyes focused at infinity and work with his radar. It also allowed the Soviets to dispense with the radarscope on the MiG-23. This feature was carried over into the MiG-29, though in that aircraft a cathode ray tube (CRT) was carried on the upper right corner to double as a radarscope. Western opinions about this "head-up radarscope" are mixed. The Israelis were impressed, but an American F-16 pilot criticizes it as "sticking a transparent map in front of the HUD" and not providing a three-dimensional presentation that will accurately cue a pilot's eyes to look for a fighter as it appears in a particular direction.

Besides the Syrian defection, a Cuban pilot flew a MiG-23BN to the US in 1991 and a Libyan MiG-23 pilot also defected to Greece in 1981. In both cases, the aircraft were later returned to their countries.

Operators

Current operators

MiG-23 operators (current in bright red; former in dark red)

Armenia

Armenian Air Force. 5 MiG-23 in service

Algeria

Algerian Air Force. 29 MiG-23BN/MS/UB in service

Angola

People's Air and Air Defence Force of Angola. 32 MiG-23M/UB in service

Belarus

Belarus Air Force. 34 MiG-23M in service

Côte d'Ivoire

Cote d'Ivoire Air Force. Received two MiG-23MLD from Bulgaria in the late 1990s. [1]

Cuba

Cuban Air Force. 69 MiG-23MF/ML/UB in service (most grounded)

Ethiopia

Ethiopian Air Force. 32 MiG-23BN/UB in service for ground attack role. The interceptor variant, MIG-23ML, was withdrawn from service.

Kazakhstan

100 MiG-23M/UB in service

Libya

Libyan Air Force. 130 MiG-23MS/ML/BN/UB in service (most in storage)

North Korea

North Korean Air Force. 66 MiG-23ML/UB in service

Sri Lanka

Sri Lanka Air Force. One MiG-23UB trainer used only for training purposes for their MiG-27 fleet

Syria

Syrian Air Force. 146 MiG-23MS/MF/ML/MLD/BN/UB in service

Turkmenistan

230 MiG-23M/UB in service

Yemen

Yemen Air Force. 44 MiG-23BN/UB in service

Vietnam

Vietnam People's Air Force. 36 Mig-23ML/UB in service^[3]

Zimbabwe

Air Force of Zimbabwe. 3 MiG-23M/UB in service^[4]

Note: The status of Belarus' MiG-23s is uncertain. While some sources say they are operational (or at least in a low operational capability), others claim they have been retired.

[edit] Former operators

Afghanistan

Afghan Air Force. MiG-23BN/UB may have served with the Afghan Air Force from 1984. It is unclear whether these were merely Soviet aircraft wearing Afghan colors.

Bulgaria

Bulgarian Air Force. A total of 90 MiG-23s served the Bulgarian Air Force from 1976 to their withdrawal from service in 2002. The exact count is: 33 MiG-23BN, 12 MiG-23MF, 1 MiG-23ML, 8 MiG-23MLA, 21 MiG-23MLD and 15 MiG-23UB.

Czech Republic

Czechoslovakian Air Force. MiGs were retired in 1994 (BN,MF version) and 1998 (ML, UB variant).

Czechoslovakia

Czech Air Force. MiG-23s were transferred to the Czech Republic.

East Germany

East German Air Force. Transferred to (West) German Luftwaffe. The German Luftwaffe gave two MiG-23s to USAF and one to a museum in Florida, the others were given away to others states or scrapped.

Iran

24 flown over from Iraq in 1991 in storage.

Egypt

Egyptian Air Force. Six MiG-23BN/MF/U were sent to China in exchange for military hardware; China used them only for evaluation purposes, which eventually evolved into Q-6.^{[citation needed]} At least 8 were transferred to USA for evaluation.

Georgia

Georgian Air Force

Hungary

Hungarian Air Force. 16 MiG-23 served and were withdrawn in 1997; the exact count is: 12 MiG-23MF and 4 MiG-23 UB (one of them was purchased in 1990 from the Soviet Air Force).

India

Indian Air force.MiG-23BN ground attack aircraft phased out on 6 March 2009 & MiG-23MF air defence interceptor phased out on 2007.^[5]

Iraq

Iraqi Air Force. Some Iraqi MiG-23s were sent to Yugoslavia for upgrades when Gulf war started. 1 known example remains in Serbia at the Museum of Aviation in Belgrade.

Polish Air Force MiG-23

Ukrainian MiG-23 on display at the Museum of the Great Patriotic War, Kiev

Poland

Polish Air Force. 36 MiG-23MF single-seaters and six MiG-23UB trainers were delivered to the Polish Air Force between 1979 and 1982. Last of them were withdrawn in September 1999.

Romania

Romanian Air Force. 46 MiG-23 served from 1979 until 2001 and were withdrawn in 2003; the exact count is: 36 MiG-23MF and 10 MiG-23 UB.

Russia

Russian Air Force. Approx 500, all in reserve

Soviet Union

Passed on to successor states.

• Soviet Air Force
• Soviet Anti-Air Defence

Sudan

Sudanese Air Force

Ukraine

Ukrainian Air Force

Evaluation only users

China

• MiG-23 obtained from Egypt were reverse engineered as Q-6, but did not enter service.^{[citation needed]}

Israel

• One ex-Syrian plane flown by a defecting pilot to Israel.

United States

• Samples obtained from Egypt remained flight worthy until the late 1980s and were mostly stationed in Nellis Air Force Base
• The Cold War Air Museum (CWAM) is returning a MiG-23UB to flying condition from its Museum at Lancaster Airport (Texas) just south of Dallas, Texas.^[6]

Yugoslavia

• Some ex-Iraqi MiG-23's have been used by Flight Test Center (VOC) in early '90s.

The Albanian Air Force never flew the MiG-23.^[7]

Notable incidents and accidents

• On July 18, 1980, 21 days after the Aerolinee Itavia Flight 870 incident, a Libyan MiG-23 crashed on the Sila Mountains in Castelsilano, Calabria, southern Italy, according to eye witnesses and official reports. Media rumors reported that the plane may actually only have been discovered at that time, and that the pilot's body was decomposed, originated allegations that the MiG may have been shot down at the time of the Flight 870 incident. ^[8]
• 4 July 1989: A "runaway" Soviet MiG-23 crashed into a house in Belgium, killing an 18-year-old man.

Specifications (MiG-23MLD Flogger-K)

General characteristics

• Crew: One
• Length: 16.70 m (56 ft 9.5)
• Wingspan: Spread, 13.97 m (45 ft 10 in)
• Height: 4.82 m (15 ft 9.75 in)
• Wing area: 37.35 m² spread, 34.16 m² swept (402.05 ft² / 367.71 ft²)
• Empty weight: 9,595 kg (21,153 lb)
• Loaded weight: 15,700 kg (34,612 lb)
• Max takeoff weight: 18,030 kg (39,749 lb)
• Powerplant: 1× Khatchaturov R-35-300 afterburning turbojet, 83.6 kN dry, 127 kN afterburning (18,850 lbf / 28,700 lbf)

Performance

• Maximum speed: Mach 2.4 2,445 km/h at altitude; Mach 1.14, 1,350 km/h at sea level (1,553 mph / 840 mph)
• Range: 1,150 km with six AAMs combat, 2,820 km ferry (570 mi / 1,750 mi)
• Service ceiling: 18,500 m (60,695 ft)
• Rate of climb: 240 m/s (47,245 ft/min)
• Wing loading: 420 kg/m² (78.6 lb/ft²)
• Thrust/weight: 0.88

Armament

• 1x Gryazev-Shipunov GSh-23L 23 mm cannon with 200 rounds
• Two fuselage, two wing glove, and two wing pylons for up to 3,000 kg (6,610 lb) of stores, including:

• R-23/24 (AA-7 Apex)
• R-60 (AA-8 Aphid)

• also, upgraded aircraft may carry:

• R-27 (AA-10 Alamo)
• R-73 (AA-11 Archer)
• R-77 (AA-12 Adder)

According to the MiG-23ML manual, the MiG-23ML has a maximun sustained turn rate of 14.1 deg/sec and a maximum instantaneous turn rate of 16.7 deg/sec. The MiG-23ML accelerates from 600 km/h (373 mph) to 900 km/h (559 mph) in just 12 seconds at the altitude of 1000 meters. The MiG-23 accelerates at the altitude of 1 km from the speed of 630 km/h (391 mph) to 1300 km/h (808 mph) in just 30 seconds and at the altitude of 10–12 km will accelerate from Mach 1 to Mach 2 in just 160 seconds.