MiG-25
Role	Interceptor/Reconnaissance
Manufacturer	Mikoyan-Gurevich OKB
First flight	6 March 1964
Introduced	1970
Status	Limited active service
Primary users	Russian Air Force Algerian Air Force Syrian Air Force Armenian Air Force
Number built	1,190
Variants	Mikoyan MiG-31

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 2.83+, a powerful radar and four air-to-air missiles, the MiG-25 worried Western observers and prompted development of the F-15 Eagle in late 1960s. The aircraft's capabilities were better understood in 1976 when Soviet pilot Viktor Belenko defected in a MiG-25 to the United States via Japan. The MiG-25 series had a production run of 1,190 aircraft.^[1] 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.

Contents 1 Development 1.1 Background 1.2 Aircraft design phase 2 Design 3 Operational history 4 Operators 4.1 Current Operators 4.2 Former operators 5 Survivors 6 Specifications (MiG-25P 'Foxbat-A') 7 See also 8 References 9 External links

[edit] Development

[edit] Background

Overflights by American U-2s in the late 1950s revealed a need for higher altitude interceptor aircraft.^[2] In 1960, Soviet intelligence learned of the US's development of the high altitude, Mach 3 A-12 reconnaissance aircraft.^[3] A high altitude interceptor with high speed would also be needed to defend against the Mach 3 B-70 bomber then under development.^[4][5] 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 for the Frontal Aviation and heavy interceptor for homeland defence. The Mikoyan-Gurevich OKB accepted the assignment effective 10 March 1961, carrying the bureau designation "Ye-155" (or "Е-155").

[edit] Aircraft design phase

Because of the thermal stresses incurred in flight above Mach 2, Mikoyan-Gurevich OKB had difficulties with choosing what materials to use for the aircraft. They had to use E-2 heat-resistant plexiglass for the canopy, and much of high-strength stainless steel for the wings and fuselage. Using titanium rather than steel would have been ideal, but it was an expensive and a difficult metal to shape with tools. The problem of cracks in welded titanium structures with thin walls could not be solved. So the heavier nickel steel was used instead. It cost far less than titanium and allowed for welding, along with heat resistance seals.^[6] The MiG-25 was constructed from 80% nickel steel alloy, 11% aluminum and 8% titanium, 1% other materials.^[7] The steel components were formed by a combination of spot-welding, automatic machine welding and hand arc welding methods.

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 for speed, altitude and climb to height. One late record still stands; on Aug. 31, 1977, an Ye-266M 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.[7] The aircraft was a MiG-25RB re-engined with the powerful R15BF2-300. It had earlier been part of the program to improve the top speed of the Foxbat that resulted in the MiG-25M prototype.

Full scale production of the MiG-25P ('Foxbat-A') (interceptor) began in 1971. Interestingly, production of the MiG-25R ('Foxbat-B'), reconnaissance variant began earlier, in 1969. Introduction of the new aircraft into service went smoothly.^[6] A non-combat trainer variant ('Foxbat-C') was also developed for each version, the MiG-25PUand MiG-25RU, respectively. The MiG-25R evolved several subsequent derivatives, including the MiG-25RB reconnaissance-bomber, the MiG-25RBS ('Foxbat-D') with side-looking airborne radar (SLAR), the MiG-25RBK ELINT aircraft, and the MiG-25BM ('Foxbat-F') SEAD variant, carrying four Raduga Kh-58 (NATO reporting name AS-11 'Kilter') anti-radiation missiles. The BM variant was introduced late into service, in 1988.

The MiG-25 was theoretically capable of a maximum speed of Mach 3+ and a ceiling of 90,000 ft (27,000 m). Plans to develop the Foxbat's potential to go faster than the in-service limit of Mach 2.8 went as a flying prototype. Unoffically designated MiG-25M, it had both new powerful engines R15BF2-300, improved radar and missiles. This work never resulted in a machine for series production however, as the coming MiG-31 showed more promise.^[6]

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.^{[8][9][10][11][12]} 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.^[13][14]

As the result of Belenko's defection and the compromise of the MiG-25P's radar and missile systems, beginning in 1976 the Soviets started developed an advanced version, the MiG-25PD ('Foxbat-E').^[6] This upgrade consisted of new RP-25 Sapfeer Saphir look-down/shoot-down radar, infrared search and track (IRST) system, other electronic improvments and more powerful R15B-300 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.

[edit] Design

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 interesting 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 cause adverse 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 steel 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. Although aging technology, 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.^[15]

• 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.^[3]

• 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.^[16]

• 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.

[edit] Operational history

Before entering operational service, two MiG-25R, and two MiG-25RB were temporarily sent to Egypt in March 1971 (they stayed till July 1972). They were operated by the Soviet 63rd Independent Air Detachement set up specially for this mission. Det 63 flew over Israeli held territory on reconnaissance missions roughly 20 times. Always flying in pairs at maximum speed and high altitude (between 17,000-23,000 m) they were immune from intercept by Israeli fighters and Surface-to-Air missiles. Col. Aleksandr V. Drobyshevsky, confirmed that Soviet pilots, in the USSR's MiG-25 flew secret recon missions from Egypt into Israel in 1967, just prior to the Six Day War.^{[17][verification needed]}

On 6 November 1971, an Egyptian MiG-25 flying at Mach 2.5 was met by Israeli F-4Es and fired upon unsuccessfully.^[18][19] 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.^[3] Unit Det 63 was sent back home in 1972, though reconnaissance Foxbats were sent back to Egypt in 19-20 October 1973 during the Yom Kippur War.^[18] Unit Det 154, remained there until late 1974.

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 by journalist Tom Cooper shows that as many as fourteen may have been shot down by Iranian fighters during the period spanning 1978–88,^[20][21][22] though it is difficult to determine the validity of these claims.

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 a missile^[23] probably fired by a MiG-25.^[24] The kill was reportedly made with a R-40TD missile fired from a MiG-25PDS flown by Lt. Zuhair Dawood of the 84th squadron of the IrAF.^[25]

In another incident, an Iraqi MiG-25PD, after eluding eight U.S. Air Force F-15s, fired three missiles at EF-111A Raven electronic warfare aircraft, forcing them to abort their mission and leave attacking aircraft without electronic jamming support.^[26]

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.^[27] 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.^[28]

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, but could not match the MIG-25 ceiling. India denied the incident but Pakistan's Foreign Minister, Gohar Ayub Khan, believed that the Foxbat photographed strategic installations near the Capital, Islamabad.^[29]

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.^[30]

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.^[31]

[edit] Operators

[edit] 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.^[32]

[edit] 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

•  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.

[edit] 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 250 km 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.

[edit] Specifications (MiG-25P 'Foxbat-A')

Data from The Great Book of Fighters,^[33] International Directory of Military Aircraft^[34]

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)^[34]
• 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

[edit] See also

Related development

• Mikoyan MiG-31
  

Comparable aircraft

• Lockheed YF-12
• XF-108 Rapier
• CF-105 Arrow
• F-14 Tomcat
• A-5 Vigilante
  

Related lists

• List of military aircraft of the Soviet Union and the CIS
  

[edit] References

• Atkinson, Rick. Crusade: The Untold History of the Persian Gulf War. New York: Houghton Mifflin Company, 1993.

[edit] External links

Wikimedia Commons has media related to: Mikoyan-Gurevich MiG-25

• MiG-25 page on GlobalSecurity.org
• MiG-25/31 at Greg Goebel's Air Vectors site
• MiG-25 page on Milavia.net
• MiG 25 vs. SR-71 Blackbird discussion
• MiG-25 Foxbat at Russian Military Analysis
• Foxbat and Foxhound - Australian Aviation
• Recce Incursion - Famous incident of IAF MiG-25 intruding into Pakistan airspace
• Photo Russian MiG-25 in flight - 2007

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