Flogger history (corrected)
Евгений Ожогин
text. Well, the mistake has been corrected, the text is below.
Ivan the Bear
=Nothing per-r-rsonal, just business...=
By Andrei Fomin (AIR FLEET)
MiG-23 and MiG-27
The MiG-23 (NATO designation Flogger), a supersonic frontline single-seat
aircraft, was a most widespread third-generation Soviet combat jet aircraft
and a primary fighter of the USSR Air Force and Air Defense Forces
throughout the 1970s-80s. Currently, these aircraft have been discarded from
the inventory of the Russian Armed forces, but they are still operated by
the air forces of more than a score of foreign states.
The MiG-23 (MiG-23PD, 23-01)
The development of the MiG-23 aircraft started after the CPSU Central
Committee and the USSR Council of Ministers issued a decree on December 3,
1963. Under the decree a prospective aircraft with the S-23 new weapons
suite and enhanced characteristics was to be designed. The S-23 weapons
suite included the Sapphire-23 radar, the TP-23 infrared direction finder,
the ASP-23 automatic sight, the K-23 medium range air-to-air missiles, and
the Kh-23 air-to-surface tactical missiles. In 1964, the aircraft
performances were revised in terms of decreasing its take-off run to furnish
take-offs from short or damaged runways. To this end, special equipment was
to be installed into the fuselage (it was supposed that the aircraft run
would be reduced down to 180-200 metres). Two auxiliary 2,350-kgf strong
RD36-35 lift engines designed by the OKB-36 MAP design bureau (Chief
Designer P.A. Kolesov) were to be started during the take-off
and landing, thus contributing to the wing aerodynamic lift. The two
auxiliary engines, mounted on the experimental E-7PD (23-31) aircraft, a
derivative of the series-produced MiG-21S, were tested in 1966-1967.
The MiG-23 (23-01) aircraft aerodynamic configuration was similar to that of
the MiG-21 with the same delta mid-wing and tail plane. However, the
fuselage design was different. The aircraft was equipped with the 7,800-kgf
strong R27F-300 turbojet engine designed by the OKB-300 MAP design bureau
(chief designer S. K. Tumansky), side intakes were made semicircular, and
the front part of the fuselage was designed to house a powerful radar.
Production of the test model of the MiG-23 aircraft with auxiliary lift
engines commenced in March 1966 and lasted eight months. On 30 November
1966, the aircraft was moved to the design bureau's flight testing facility
in the town of Zhukovsky. While waiting for the R27F-300 engine to be
delivered, the aircraft underwent ground tests. The first (and the only one)
MiG-23 (23-01) wasn't fitted with the radar and command-guidance equipment.
Instead, test equipment units were installed into the aircraft. Nor was the
aircraft equipped with a gun. The 23-01 test model's maiden flight took
place on 3 April 1967. The aircraft was flown by test pilot P. M. Ostapenko,
who, on 9 June of the same year, performed take-off and landing at the air
parade in Domodedovo. However, very soon the work on the aircraft stopped.
Even before the test flights were made it was clear that such a
configuration was far from being a prospective one. Auxiliary engines, used
for only several minutes during the flight, took too much room, thus
decreasing space for fuel as well as cargo capacity. Finally, considering
the demand for longer range and time of flight, another variant of the
aircraft configuration was adopted. It consisted in employing
variable-geometry wing.
MiG-23 (23-11/1, 23-11/2, 23-11/3, 23-11/4)
Variable-geometry wing MiG-23 variant's development started on order of the
MAP in February 1966, although actually the design work began in May 1965
and was conducted in parallel with the development of the auxiliary engines.
The aircraft was designated 23-11. Designed for the aircraft was a new
highly technological high wing with three in-flight fixed positions (16, 45,
and 72-degree sweep angles). The first mode was used for take-off, landing,
and long-range flights, the second mode provided for subsonic and supersonic
maneuverability, while the third one helped reach a high supersonic speed.
The 23-11 aircraft was planned to be powered by a more powerful R27F2-300
engine developing the thrust of 9,300 kgf. It was also planned to be
equipped with modern controllable supersonic rectangular side-intakes; new
undercarriage with sophisticated kinematics, providing sufficient wheelspan
despite the landing gear inward retraction; collapsible ventral fence. The
use of the variable-geometry wing helped enhance the aircraft take-off and
landing characteristics, increase its range and time of flight compared to
the standard configuration aircraft. As far as the weapons suites are
concerned, the 23-01 and 23-11 aircraft were equipped with practically the
same weapons.
The first MiG-23 (23-11/1) model was produced by the design bureau in
conjunction with MMZ Znamya Truda plant. The aircraft, like the 23-01, wasn'
t equipped with a standard weapons suite and was powered by the R27F-300
engine. It had been built by May 1967, and on 26 May it was ferried to the
Zhukovsky-based Flight Testing Facility. The 23-11/1 (designated 231)
aircraft made its maiden flight on 10 June 1967. It was flown by test pilot
A. V. Fedotov. A month later A. Fedotov flew the aircraft at Air parade in
Domodedovo.
In 1968, the second and third (designated 23-11/2 and 23-11/3 respectively),
and in 1969, the fourth (23-11/4) aircraft entered a test phase. All of them
were equipped with the R27F2-300 engines, and the second and third ones
featured the S-23 weapons suite. The MiG-23 first flights showed that the
light fighters featured better characteristics in terms of the
take-off/landing run distance, indicated speed, flight range and time,
handling ease. On order of MAP as of 30 December 1967, MMZ Znamya Truda
plant started the MiG-23 aircraft series production in 1968.
MiG-23S (23-21, 23-11S, item 22)
This is the first mass-produced model of the MiG-23 frontline fighter.
Because of the fact that by the beginning of the MiG-23 mass production the
development of its S-23 weapons suite hadn't been completed, the MiG-23S
aircraft production began. The plane utilized the MiG-21S's (MiG-21SM's)
S-21M weapons suite that consisted of the Sapphire-21M (RP-22SM) radar and
the ASP-PF sight. It included four R-3S or R-3R shorter-range air-to-air
missiles with heat seeking and radar homing devices respectively. Ground
targets could be destroyed by two Kh-23 radio guided missiles or a total of
2,000 kg of dumb bombs.
A. V. Fedotov took the first mass-produced MiG-23S (23-11/5) to air for the
first time on 28 May 1969. During 1969-1970 about 60 MiG-23S aircraft were
built.
MiG-23 (23-41)
This is a test model of the fighter powered by a new 11,500-kgf strong
AL-21F-3 turbojet engine designed by MMZ Saturn (Designer General A. M.
Lyulka). The 23-41/1 (designated 241) aircraft maiden flight took place on
20 August, 1970. It was flown by P. M. Ostapenko. The tests showed that due
to a more powerful power plant the aircraft performances were enhanced.
However, since the AL-21F3 engines were mounted also on the Su-17M
fighter-bombers and Su-24 frontline bombers, the plant, producing the
engines, couldn't produce enough of them. That is why the above-mentioned
engine was mounted on a small number of MiG-23B fighter-bombers, while the
rest planes of the family, as well as all MiG-27 modifications, were
equipped with various turbojets designed by MMZ Soyuz (Designer General S.
K. Tumansky) and its branch TMKB Soyuz (chief designer K.R. Khachaturov).
These were the R27F-300-based R27F2M-300, R29-300, R29B-300, R-35 engines.
MiG-23 (23-11, item 2)
This is the first mass-produced model of a frontline fighter with the S23
standard weapons suite consisting of the Sapphire-23L radar, TP-23 thermal
direction finder, and the ASP-23D sight. Its weapons included two R-23R or
R-23T medium range and two R-3S (later R-60) shorter-range missiles. Major
design differences between the MiG-23 (23-11), also called the "MiG-23,
vintage 1971", and MiG-23S consisted in an upgraded wing with additional 3
sq. m. of the wing panel, wing twist, non-mechanized wing leading edge as
well as an increased tail length: the fin and the tailplane were moved 860
mm backwards. The aircraft was powered by the enhanced 10,000-kgf strong
R27F2M-300 engine. Fuel capacity was increased by 470 liters through
installing an additional fourth fuel tank in the rear part of the fuselage.
The mentioned measures enhanced the aircraft flight characteristics and
combat capabilities, as well as its reliability. The MiG-23 (23-11) was
series-produced in 1970-1971.
MiG-23M (23-11M, item 2M)
In 1972, a third wing configuration with the mechanized leading edge was
developed. At the same time a new and more powerful R29-300 engine was
tested on the aircraft, and a bit later tested was an upgraded armament
control system. All these improvements were implemented in the MiG-23M
aircraft. Listed below are the main differences from the MiG-23 aircraft:
- The 12,500-kgf strong R29-300 engine.
- The S-23D-Sh upgraded weapons suite consisting of the Sapphire-23D-Sh
radar, the TP-23 thermal direction finder, and the ASP-23D sight.
- Third redaction wing with the four-section movable leading edge, two
optional 800-liter fuel tanks mounted under the rotating wing panels (in
this case the wing could stay in the minimum sweep position).
- The main armament included: two R-23R or R-23T and two to four R-60
missiles, optional were the R-3S and R-13M shorter-range missiles, the
Kh-23 air-to-surface missiles and dumb bombs used by the MiG-23.
- The SAU-23A automatic control system and the Poliot-1I flight/navigation
system.
The MiG-23M prototype was test flown by A.V. Fyodorov in June 1972. The
aircraft was series-produced in 1972-1978 reaching a total of more than
1,300 planes. The MiG-23M became the first mass-produced MiG-23 modification
for the USSR Air Force and later Air Defense.
MiG-23UB (23-51, item 23U, item 2U)
This is the MiG-23M trainer/combat two-seater variant powered by the
10,000-kgf strong R27F2M-300 engine, without the radar and the R-23 medium
range missiles (the weapons suite included the ASP-23D sight, the Kh-23
Delta-NM missile guiding equipment, photo machine gun, the R3S and R-13M
missiles).
The development of the MiG-23 trainer/combat variant was ordered by the
Council of Ministers of the USSR in November 1967. The prototype production
began in 1968 and was over in 1969. Like the first mass-produced MiG-23S
aircraft the MiG-23UB was equipped with the first redaction wing, the
R27F2-300 engine, and the S-21M weapons suite with the Sapphire-21M radar
(later on, the radar was removed from the two-seaters). The second cockpit
was situated in the nose part of the fuselage that was changed by decreasing
the first fuel tank capacity and relocating the nose compartment equipment.
To compensate for the fuel capacity lost, tank #4 was installed in the rear
part of the fuselage (the same idea was implemented in the MiG-23 (23-21)
and MiG-23M). In order to provide flight safety, restriction system and
angle of attack indicator, the Poliot-1I-23 flight/navigation system with
the SAU-23UB automatic control system, failure warning system and rear
cockpit periscope were installed.
The MiG-23UB (23-51/1, designated 251) prototype made its maiden flight on
10 April 1970. It was flown by test pilot M.M. Komarov. That same year the
aircraft mass production commenced at the Irkutsk-based aircraft production
plant. Since 1971 the mass-produced MiG-23UBs were equipped with the third
redaction wing, which allowed for the additional fuel tanks to be mounted
under the wing panels, and were powered by the 10,000-kgf strong R27F2M-300
engines. In terms of combat capabilities the twin-seater was considerably
inferior to the single-seaters because of the lack of the radar, thermal
direction finder and medium range air-to-air missiles. The Irkutsk-based
plant produced the MiG-23UB aircraft for the USSR Air Force until 1978,
while the export variant was produced till 1985. All in all a total of 1,000
plus two-seaters were produced.
MiG-23MS (item 22MS, item 2MS, variant B)
This is a frontline single-seater powered by the R29-300 engine, a
modification of the MiG-23M with a simplified Almaz-23 weapons suite
(similar to the MiG-21bis's S-21M weapons suite) equipped with the R-3S and
R-3R missiles. The aircraft was built at MAPO MIG in 1974-1978 and was
exported to the Middle East and African countries.
MiG-23MF (item23MF, item 2MF, variant A)
This is a frontline single-seater powered by the R29-300 engine, a
modification of the MiG-23M with the S-23E weapons suite practically similar
to the MiG-23M weapons suite in terms of characteristics. It was
mass-produced at MAPO MIG in 1978-1983 and was exported to the Warsaw pact
countries and later to Arabic states.
MiG-23ML (23-12, item 3)
This is a thorough modernization of the MiG-23M powered by the 13,000-kgf
strong R-35 engine, equipped with the S-23ML enhanced weapons suite and
featuring a lighter structure. It lacked #4 fuselage-mounted fuel tank,
flaps were three-sectional, dorsal fin fairing area was decreased, and
landing gear was changed. The work on decreasing the weight of the aircraft
and its equipment (the MiG-23ML take-off weight was 1,250 kg lighter
compared to that of the MiG-23M) resulted in the fighter's enhanced
performance. The S-23ML weapons suite included the Sapphire-23ML (N003)
radar, the TP-23M thermal direction finder and the S-17ML unified sight. The
aircraft produced later (MiG-23MLA) were equipped with the S-23MLA weapons
suite with the Sapphire-23MLA (Ametist, N006) radar that boasted even higher
characteristics. Added to the aircraft weaponry were the R-24R and R-24T
missiles - upgrades of the R-23R and R-23T respectively. Flight/navigation
and radio communication equipment were also modernized and the SAU-23AM
automatic control system, the R-862 radio, the ARK-19 ADF, the RV-5R radio
altimeter were installed. The MiG-23ML (23-12/1, designated 121) prototype
made its maiden flight on 21 January 1975. It was flown by test pilot A.G.
Fastovets. During the 1976-1983 mass production MAPO MIG produced a total of
1,000 plus aircraft.
MiG-23P (23-14, item 6)
This is a single-seater fighter-interceptor in service with the USSR Air
Defense, a modification of the MiG-23ML with the S-23MLA weapons suite (the
Ametist (N006) radar, the TP-23M thermal direction finder, the S-17MLP
sight, the R-24R/T (or R-23R/T) and R-60 missiles), dedicated radio command
guidance equipment that provided the aircraft use in conjunction with the
country's air defense system. The aircraft was mass-produced at MAPO MIG in
1978-1983.
MiG-23MLD (23-18)
Work on the MiG-23ML fighter modernization started in late 70-s. The first
variant, designated 23-16, housed an enhanced Sapphire-23MLA-2 (N008) radar
and carried the R-73 close combat missiles. Moreover, designers explored the
possibility of introducing an additional (fourth) wing position with the
sweep angle of 33 degrees. To increase the aircraft combat survivability it
was equipped with the KDS-23 passive jamming automatic launchers. Later on,
a number of aerodynamic improvements were made: the pitot static boom was
equipped with special plates - vortex generators, with the same aim wing
dogtooth extensions were upgraded (each extension became fitted with a
tooth). The fighter was also equipped with the SOS-3-4 restriction
signalling system, which increased the aircraft flight safety when flying at
high angles of attack. With the abovementioned equipment (but without the
fourth wing position) the aircraft was recommended as a standard model for
the earlier produced MiG-23MLs' retrofitting. The aircraft that were
retrofitted at aircraft repair plants since 1982 were designated MiG-23MLD
(23-18).
MiG-23MLGD, MiG-23MLG, MiG-23MLS
In 1982, the 23-19 fighter prototype was built on the basis of the MiG-23MLD
(23-18) aircraft. It housed a more effective Beryoza illumination warning
system and the Klistron short-range navigation system. Another variant, the
MiG-23MLDG (23-35), was equipped with the Gardenia outboard active jamming
system. The former prototype was recommended as a standard model for the
USSR Air Force's MiG-23ML reequipment, while the latter one was
series-produced for export. In 1984, two more variants of the MiG-23MLD were
designed, these being the MiG-23MLG (23-37) for the Russian Air Force and
the MiG-23MLS (23-47) for export. Both models were equipped with the
Gardenia outboard jamming system, new illumination warning system, the
VP-50-60 passive jamming devices, increased warload. In 1980s, the
MiG-23MLGD (23-57) became one of the fighter's last modifications. The
MiG-23MLG, MiG-23MLS, and MiG-23MLGD fighters carried the R-73 missiles,
capable of effectively engaging targets maneuvering with 12G overload. The
aircraft effectiveness was further increased by installing enhanced radar,
the Shchel-ZUM headgear built-in target indication system, and by improving
the plane's operational characteristics. However, because of the fact that
at that time MAPO assembly shop was engaged in producing the MiG-29 fourth
generation fighters boasting higher performance, work on the above aircraft
stopped.
MiG-23K (32-31), MiG-23A
In late 1970-s, on the basis of the MiG-23ML the MiG-23K (32-31) shipborne
fighter was developed for the would-be aircraft carrier with
catapult-assisted take-off. The plane was equipped with the S-23MLA weapons
suite and its configuration and navigation equipment was changed to fit the
operational requirements. Besides, there existed fighter, attack-bomber, and
reconnaissance variants of the MiG-23A multirole shipborne aircraft project.
Together with the cancellation of the work on the aircraft carrier and
beginning of the development of 1143.5 Riga (currently, CV Admiral
Kuznetsov) heavy aircraft carrier the MiG-23K and MiG-23A projects were
frozen, for the new carrier was designed to be used by the Su-27K, MiG-29K,
and Yak-41 aircraft. Later on, to train shipborne aircraft arresting gear
landing the MiG-27 was used as a basis for the flying testbed construction
which was tested by the Nitka system.
MiG-23R
This is a frontline reconnaissance aircraft housing various types of
reconnaissance equipment located in plug-in suspended containers.
Development was conducted on the basis of the MiG-23M aircraft, but the
project wasn't finished.
Fighter-bombers
MiG-23B (32-24)
Taking into consideration promising future of the variable-geometry wing
usage by the frontline aircraft, design bureau headed by A. I. Mikoyan
started developing the MiG-23 prototypes designed to destroy ground targets.
The same year two prototypes were produced. They were the MiG-23B
fighter-bomber (differed from the basic fighter in specialized equipment and
armament) and the MiG-23Sh attack aircraft with a modified nose part of the
fuselage to enhance view, armored body and greater warload. The latter was
used as a basis for the MiG-23B (32-24) fighter-bomber development that
started on order of MAP in 1970.
Basically, the MiG-23B differed from the MiG-23 in the following:
1. Much better view from the cockpit provided a clearer view of the target
to be bombed. It was achieved by reshaping the nose part of the fuselage
(the front-to-downward angle of view was increased by 17 degrees).
2. The Sokol-23 sight system consisting of the analog computer, the Fon
laser range finder, the ASP-17 firing sight, the PBK-3 pitchup bomb throwing
sight was installed, as were the KN-23 navigation system and the SAU-23B
automatic control system, which helped improve bomb throwing and navigation
accuracy.
3. The on-board radar was removed.
4. The cockpit side windows were armored, built-in active jamming system and
illumination warning system were installed, fuel tanks were made blast-proof
by the means of inert gas.
5. The aircraft was powered by the AL-21F-3 engine with the afterburner
thrust of 11,500 kgf.
6. Maximum warload was increased to 3,000 kg (six 500-kg bombs), additional
ventral hardpoints were designed and the total number of bombs increased.
7. Besides the bombs, the Kh-23 air-to-surface radio guided missiles, 57-mm
rocket units, the S-24B large caliber rockets, the UPK-23-250 gun
containers, as well as the R-3S shorter-range air-to-air missiles for
airborne combat and self-defense were included into the aircraft weapons
suite.
8. The front undercarriage was reinforced, and an auxiliary 250-liter fuel
tank was placed behind the pilot's cockpit.
The first MiG-23B (23-24/1, designed 321) fighter-bomber prototype was built
in January 1971, and on 18 February 1971 it made its maiden flight. The
aircraft was flown by test pilot A. V. Fedotov. Like the MiG-23S, the first
MiG-23B prototype featured the first redaction wing. The second and third
prototypes built in 1971 had the second redaction wing, the one used by the
MiG-23, vintage 1971 aircraft. During the test phase the aircraft showed
excellent results and in 1972 its mass production at MMZ Znamya Truda began.
However, only a small number of planes were built. Due to the lack of the
AL-21F-3 engines that were mounted on the Sukhoi Design bureau's Su-24 and
Su-17M aircraft, the R29B-300 turbojets were chosen to be mounted on the
MiG-23 fighter-bomber prototypes. These were as powerful (11,200 kgf) and
were derivatives of the mass-produced R29-300 engine mounted on the MiG-23M
frontline fighters.
MiG-23BN (32-24B)
This is a MiG-23B variant powered by the 11,200-kgf strong R29B-300 engine
and housing the Sokol-23N advanced sight-navigation system. Designed in
1973, it was later put to series production at MAPO that lasted till 1985.
With a total of more than 500 aircraft the MiG-23BNs were exported to many
countries.
MiG-23BM, MiG-27 (32-25)
Given a not-too-high MiG-23B's combat effectiveness because of the outdated
on-board analog computer on the one hand, and A. I. Mikoyan Design bureau's
experience in the field of on-board digital computers used in the MiG-25R
reconnaissance aircraft on the other hand, the next fighter-bomber prototype
for the Soviet Air Force was planned to be equipped with a new sight
navigation system on the basis of the on-board digital computer (BTsVM). The
prototype was designated MiG-23BM (32-25). It differed from the MiG-23B and
MiG-23BN in the following:
1. The PRNK-23 sight navigation system based on the Orbita-10 BTsVM and
including the Fon laser range finder, the S-17VG tracker; the KN-23
navigation system; the SAU-23B-1 automatic control system was installed.
2. The 11,500-kgf strong R29B-300 engine and fixed-geometry air intakes were
mounted on the aircraft.
3. The 30-mm GSh-6-30 high rate of fire six-barrel built-in gun with high
burst per second ratio was mounted on the aircraft; two SPPU-22 external
containers housed the 23-mm GSh-23 guns with elevating barrels.
4. The maximum bomb load was increased to four tonnes.
5. Three PTB fuel tanks were optional.
The MiG-23BM (32-25/1, designated 351) test model, a derivative of the
mass-produced MiG-23B powered by the AL-21F-3 engine, made its maiden flight
on 17 November 1972. The following year Irkutsk-based aircraft manufacturing
plant started producing fighter-bombers equipped with the R29B-300 engines.
After the full-scale test phase was over in 1975, the aircraft, designated
MiG-27, was introduced into service. During the period of 1973-1977 a total
of 360 MiG-27 fighter-bombers were produced in Irkutsk.
MiG-23BK, MiG-27K (32-26)
Based on the experience gained after the first MiG-23BM prototype
development A. I. Mikoyan Design bureau started developing its variant with
enhanced combat capabilities. The main features of the MiG-23BK (its test
model was built in 1974 on the basis of the mass-produced MiG-23BM) were as
follows:
1. New PRNK-23K sight navigation system based on the new generation
Orbita-20 computer with the Kayra optoelectronic sight system with laser and
TV channels was installed.
2. The number of air-to-surface weapons was increased through utilizing the
Kh-25, Kh-29L, and Kh-29T semi-active laser and thermal homing missiles, the
KAB-500L and KAB-500Kr smart bombs, the Kh-27PS antiradar missiles, while
the R-60 air-to-air homing missiles were used for the aircraft
self-protection.
The new Orbita-20 digital computer provided a number of new modes, such as
the correlation tracking with automatic switching over to the
programme-corrected tracking. The Kayra TV channel had image contrast
adjustment system that increased beyond-the-LOS target detection range in
mist or fog. The TV channel's large angles of sight (up to 140 degrees)
provided for the KAB-500L laser homing smart bombs to be dropped from the
level flight.
The MiG-23BK (32-26/1, designated 361) test model made its maiden flight on
30 December 1974, and in 1976 Irkutsk-based aircraft manufacturing plant
started its series production. By 1982 more than 200 planes, designated
MiG-27K in 1980, had been produced. These fighter-bombers were justly
considered the most effective among the whole family of the MiG-27 aircraft.
MiG-27M (32-29)
The version of the MiG-27 featuring a less sophisticated, as compared to the
MiG-27K, PRNK-23M sighting/navigation system with no infrared (IR) imager.
The PRNK-23M derived from the Orbita-10-15-23M computer incorporated the
Klyon-PM laser rangefinder/target designator and S-17VG-1 sighting device
and enabled the aircraft to fire the whole range of the air-to-surface
weapons carried by the MiG-27K, except the KAB-500L smart bombs. Employment
of the Kh-25, Kh-25MK and Kh-29L laser homing missiles was controlled by the
Klyon-PM laser rangefinder/target designator, The Kh-27PS and Kh-25MP
antiradiation missiles were launched through the use of the Vyuga system
housed in the belly-mounted pod, while firing the Kh-23 and Kh-25MR radio
command-guided missiles was performed by the Delta-NG system. The Kh-29T
missiles and KAB-500Kr smart bombs were guided by their infrared homing
devices with presentation of the data on the pilot's IT-23M TV display.
The MiG-27M prototype (32-29/1, registration number 91) was derived from the
series-made MiG-27 in April 1976 and passed the testing with the flying
colours. In 1977, it was put in series production at the Ulan-Ude aircraft
manufacturing plant with around 150 such aircraft having been built by 1984.
The MiG-27M became a golden mean between the MiG-27 featuring the simplest
avionics suite and the MiG-27M that was rather expensive to produce and
operate.
MiG-27D (32-27)
From 1983 on, at the Irkutsk-based aircraft production plant and various
repair facilities the early versions of the MiG-27 (32-25) fighter-bombers
had been undergoing the upgrade in accordance with the MiG-27M (32-29)
standard. They were fitted with the new PRNK-23M sighting/navigation system
as well as a new designation - the MiG-27D (32-27).
MiG-27ML (32-29L)
In 1986, India began producing the MiG-27M under the Soviet licence. Those
aircraft designated the MiG-27ML (32-29L) were christened Bahadur by the
Indians. The initial batches of assemblies were manufactured for the Indian
MiG-27ML in the city of Irkutsk. Having built 150 MiG-27MLs, India
terminated their production in 1996.
Upgrading programme
MiG-23-98
In the late 90s, the MiG company dusted off the plans to upgrade the MiG-23
fighter. There are currently two upgrading variants debated under the
notional designation of the MiG-23-98. One of them (minor upgrading)
provides merely for the aircraft being able to carry R-73 air-to-air
missiles. The other one (MiG-23-98-2) makes a provision for substantial
modernisation of the fighter, including introduction of an additional
digital computer and radio-command capability to fire the most
up-to-date medium-range missiles as well as incorporation of new data
presentation systems, computers, sophisticated ECM, navigation and
communications means suites. To cap it, a possibility of replacing the whole
avionics suite with a new generation one (for example, the Sapphire-23 radar
could lose ground to advanced slot or phased array radars). The MiG-23ML
demonstration prototype boasting new weapons suite consisting of R-73 and
RVV-AE missiles was shown at the MiG-held presentation on 12 January, 1999.
MiG -23UB-99
In 1998, the MiG design bureau developed the MiG-23UB aircraft modernisation
proposals providing for installation of sophisticated data presentation
equipment, digital computers, new armament, which was expected to enhance
sharply the fighter's combat and training capabilities.
MiG-23B-99
In 1998, the MiG-design bureau proposed the programme of upgrading the
MiG-23BN aircraft operated by foreign customers. Such aircraft could be
fitted with a new radar housed in the belly-mounted pod, new cockpit layout
and navigation system with the weapons suite extended through incorporation
of the Kh-31 and R-73 missiles.
Operation and combat employment
During 1969 to 1985, in excess of 6,000 MiG-23 and MiG-27 aircraft had been
manufactured in the Soviet Union, to include over 1,300 fighter-bombers.
During the 70s, the MiG-23 became the workhorse of the Soviet Air Force. By
the early 90s, more than 1,300 MiG-23 fighter were operational with combat
units (~30% of them with the Air Force, the rest with the Air Defence
Forces) and upwards of 300 MiG-27 fighter-bombers. Upon dissolution of the
USSR, under the CFE Treaty the number of those aircraft declined
substantially resulting in the lack of such aircraft in the Russian Air
Force inventory. The fighters having enough service life left to fly after
the year 2000 are being mothballed at special storage facilities. At the
same time, various versions of the aircraft totalling nearly 900 planes were
still operated by the air forces of 16 nations all over the globe as of
early 1999. Besides, over 300 MiG-23s and MiG-27s are in service with the
Commonwealth of Independent States countries, namely Ukraine, Belorussia,
Kazakhstan and Turkmenistan.
First countries to incorporate the MiG-23BN, MiG-23MS and MiG-23UB versions
into their inventories became in 1974 Egypt and Libya. Later, they were
followed by Algeria, Angola, Iraq, South Yemen, North Korea, Cuba, Syria and
Ethiopia. For the past three decades, India has been a traditional MiG
"consumer". The MiG-23 cropped up there late in 1980 first as the MiG-23BN
version, later followed by the MiG-23MF and MiG-23UB. The Warsaw pact
nations received the MiG-23 in the late 70s. The Czechoslovak, East German
and Bulgarian air forces operated the MiG-23MF, MiG-23ML, MiG-23BN and
MiG-23UB aircraft with the Bulgarian Air Force having in its inventory the
MiG-23MLD too. The MiG-23MF and MiG-23UB were delivered to Hungary,
Poland and Romania. As of early 1999, the MiG-23 keep on being in operation
with the air forces of Algeria (75), Angola (18), Afghanistan (30), Bulgaria
(72), India (79 MiG-23s and 147 MiG-27s), Iraq, North Korea (46), Cuba (34),
Libya (130), Poland (27), Romania (40), Syria (140), Sudan (6), the Czech
Republic (19), Eritrea (2) and Ethiopia (23). 63 MiG-23s previously flown by
the German Democratic Republic's Air Force have been stored at the Luftwaffe
air bases in the united Germany.
The MiG-23 has repeatedly seen combat in various armed conflicts - in
Syrian-Israeli war (1982), in the Angolan, Chad, Ethiopian and Iran-Iraq
wars as well as during the final stage of the Persian Gulf war. One Soviet
Air Force fighter regiment operating the MiG-23MLD took part in the Afghan
war.
The MiG-23's largest-scale combat employment was in aerial combats over the
Bekaa valley (Lebanon) in June 1982. According to the press, the Syrian
MiG-23MFs downed eight Israeli warplanes (including five F-16As) and a
BQM-34 UAV in seven aerial fights with six own fighters lost. The MiG-23MS
fighters ran into the ground two F-4Es with four Syrian planes last. Later,
Syrian MiG-23MLs shot down three Israeli F-15As and an F-4e with no losses
suffered.
In 1985, 50 MiG-23MF and MiG-23BN aircraft were shipped to Angola to be
flown by Cuban pilots. In 1987, MiG-23s destroyed a Mirage F.1AZ over
northern Namibia. MiG-23s also bagged a Mirage III and a Impala. The MiG-23'
s various versions were widely used by the Iraqi Air Force during the
Iran-Iraq war of 1980-1990. In Afghanistan Soviet MiG-23MLDs were used in
the interceptor role as well as the escorts for fighter-bombers and attack
aircraft during attacks against ground targets in the vicinity of the
Iranian and Pakistani borders. During skirmishes with the Pakistani
aircraft, they downed an F-16A. At the same time, in Afghanistan two Soviet
MiG-23MLDs were lost to the fire of shoulder-launched AD missiles during
attack missions. According to western data, in winter 1991, USAF F-15C
fighters shot down six Iraqi MiG-23s trying to run to Iran during the
Persian Gulf war.
Description (MiG-23MLD)
Configuration and design. The MiG-23MLD aircraft is a high-wing swing-wing
monoplane with a swept-back vertical stabiliser. The semimonocoque fuselage
is of a tapering cigar-like shape with an oval cross-section turning
smoothly into a square one with smoothed edges. The fuselage is made of
multiple panels held together by the resistance welding and rivets. Frames
28 and 28A divide the fuselage into the fore and aft sections as far as
technological and operational considerations are concerned. The fore section
houses various equipment bays, fuel tanks, cockpit and engine. Air intakes,
the nose wheel strut and swing outer wing panels are fixed to it. The
airframe section from the nose to frame 5 houses the radar's units and
antenna system. With the ease of maintenance in mind, it is easy to detach
and fixed by flange fixtures to the fuselage fore section with its nose part
up to frame 1 is a radar-transparent glass-cloth-base laminate cone. The
nosecone houses the rod, onto which the main pitot static tube is mounted.
The section between frames 6 and 14 houses the pressurised cockpit, the
nosewheel well and aft-of-cockpit bay.
The pressurised cockpit is between frames 6 and 12 including slanted frame
11 with the ejection seat rails. The cockpit canopy comprises a hinged part
and a windscreen. The hinged part of the canopy is goes upwards and
backwards when opened through the use of a hydraulic cylinder and can be
raised at 100 mm during taxiing. The windscreen is made up of the flat front
armoured-glass plates and side plates. The pilot seats in the KM-1M ejection
seat in the cockpit. There is the two-door nosewheel well below the cockpit
floor. There is the pressurised equipment bay between frames 11 and 14,
divided by a horizontal partition into two parts. The upper part houses
various systems' units mounted on a special rack and shelves with the lower
one being designed to house the mount of the GSh-23L cannon.
The bay between frames 14 and 18 is internal fuel tank #1. The section
between frames 18 and 20 made of the VNS-2 steel is the mainstay of the
airframe and, simultaneously, internal fuel tank #2. The bay between frames
20 and 22 houses the main landing gear wells and the intakes' combined air
duct. The bay between frames 22 and 28 is intended for mounting the engine.
To replace the engine, it is rolled out upon detachment of the fuselage's
tail section along special rails running inside the fuselage. There is the
accessory gear box mounted below the engine with hydraulic pumps, generators
and other units fitted to it. Between frames 20 and 28 fuel tank #3 is
housed over the air duct and the engine partially encompassing them
sideways.
Side-mounted air intakes feature a rectangular cross-section and vertically
positioned variable ramp. They are attached to the airframe fore section
between frames 14 and 18. The intakes' air inlets are separated from the
airframe by 55 mm producing the slots for bleeding the boundary layer off
the nose section of the airframe. The air intakes are controlled by the
control system through varying the summary angle of the ramp by turning the
second and third stages. Under the fixed wing section about frame 14, there
are two doors opening inwards to feed additional air to the engine when a
required degree of underpressure is created in the air duct. The doors are
kept closed by the air duct overpressure and a spring.
There are the afterburner, variable-area nozzle and two-chamber rudder
actuators in the aft section of the airframe with vertical and horizontal
empennage, drag chute container, four air brakes and the bypass duct nozzle
being attached to the tail section of the aircraft. There is a corrugated
steel heat shield.
The wing consists of a fixed section and two swinging panels. The wing
centre section is integral to the airframe section stretching from frames 18
to 20. The 70 deg. LERXes are fitted to the upper part of the air intakes.
The wing centre section's rear part is made of doors that are pressed to
close the slot emerging due to the wing deflecting to the position of 16
deg. sweep angle. The wing panel has a trapezoid planform and is split into
three sections by two wing spars. The mid-section of each wing is a
three-section fuel cell. In flight, the swing wing can be deflected by a
special fuselage-mounted actuator up to 16-17 degrees. The SPK-1 wing
actuator is fitted with the VP-23 screw ball-bearing jacks converting the
actuators' torque into translational motion. The actuators are directly
linked to the swing wing panel levers. Swinging the wings is controlled by
pushing the knob on the cockpit-mounted left-hand control panel.
Each wing panel is fitted with three-section trailing edge flaps,
four-section leading edge flaps and two-section spoilers. Flaps and spoilers
are mounted along the whole length of the wing panel. Spoilers are hinged
onto the upper surface rear spar of each wing panel and serve as ailerons.
With the wing swept back at 16 degrees, the spoilers can deflect upwards at
45 deg. in sequence. With a greater sweep angle the spoilers' deflection
angle decreases. When the sweep angle is 72 degrees, the spoilers do not
deflect. In this case, the banking control is provided only through the
sequential deflection of the stabiliser. Using the spoilers instead of
ailerons prevents twisting the wing when ailerons are deflected at a high
speed.
The vertical tail comprises a vertical stabiliser with a rudder and a
folding ventral fin. The fin houses a single-chamber rudder actuator and
antennae. The tail base section under the rudder contains the drag chute.
The ventral fin is of three sections with the mid-section turning right at
90 degrees when the landing gear is down. The radiotransparent fore fairing
of the ventral fin incorporates marker transponder antenna while the
swiveling midsection radiotransparent fairing houses the Lazur command
guidance system's receiving antenna. The horizontal empennage consists of
two parts which make up the all-moving stabiliser with the slant axis of
rotation.
The aircraft features a tricycle nosewheel landing gear. The nose strut is
equipped with a nose oleo with a semilever suspension of two 520-by-125 mm
wheels. The nose strut is controlled by pedals via the MRK-30 device fitted
to the strut. The nose strut is retracted backwards into the well situated
under the cockpit. The main gear is fitted with lever-type shock-absorbing
struts. Each main gear strut half-axle has one 840-by-290 mm wheel with
brake and antisplash panels which simultaneously serve as the gear well
doors. When retracted, the strut goes into the fuselage gear well between
frames 20 and 22. All wheels are equipped with disk wheel air brakes.
The hydraulic system incorporates two independent parts - an actuator system
and general system. The NP-70 pumps mounted on the engine accessory gear box
are the primary feeding source for both. The actuator system feeds the
second chamber of horizontal stabiliser and spoilers' actuators, rudder
single-chamber actuator, wing actuator's second hydraulic drive. It also
controls extension and retraction of the landing gear and ventral fin as
well as the nose wheel and braking the wheels during retraction, intakes'
ramps and bypass duct nozzle flaps, extension and retraction of the air
brake panels. The pneumatic system comprises two sub-systems - the main one
and the emergency one. The main pneumatic system is intended to open, close
and pressurise the cockpit canopy, brake the landing gear wheels, deploy and
discard the drag chute, control the systems bay ventilation system and
operate the wing pressure panels. The emergency system is designed to
provide landing gear extension and ventral fin retraction in an emergency as
well as emergency main wheels braking and rudder feel unit deactivation.
Powerplant. The MiG-23MLD is powered by a single R-35 twin-shaft jet engine
developing 8,550 kgf thrust at full thrust and 13,000 kgf in afterburner.
The fuel is stored in three integral fuselage tanks and six wing cells
totalling 4,200 litre. An 800-litre underbelly drop tank could be mounted
with another two such tanks fixed under the swing wing panels (in this case,
they have to be swept back at 16 degrees). Three auxiliary fuel tanks push
the plane's total fuel capacity up to 6,600 litres.
Avionics. The MiG-23MLD aircraft's S-23MLA-2 weapons control system is
comprised by the Sapphire-23MLA-2 (N008) radar, TP-23M infrared sensor and
S-17MLD automatic sight. To provide ground guidance command datalink to cue
the aircraft in on the target, the Lazur radio command system is employed.
The navigational equipment incorporates the ARC-19 automatic radio compass,
RV-5R altimeter, MRP-56P marker receiver, Polyot-1I flight/navigational
system featuring the RSBN-6S short-range navigation/landing system. The
radio equipment includes the R-862 VHF/UHF radio, SO-69 transponder, SPO-15
'Beryoza' RWR, 'Parol' IFF system. The airframe upper surface houses the
BVP-50-60 passive countermeasures dispensers loaded with chaff and IR decoys
to counter AAM and AGM homers.
Armament. The MiG-23MLD's weapons suite features a GSh-23L 23 mm 200-round
twin-barrel automatic cannon mounted on the lower part of the fuselage as
well as missiles, rockets and bombs carried on the five external hardpoints,
three of which are mounted under the belly with the other two being under
the wing's static sections. The standard warload is two R-24R or R-24T
medium-range air-to-air missiles carried under the wings, as well as four
R-60 short-range air-to-air missiles mounted on the two twin pylons under
the fuselage or two R-73 AAMs. In the attack role, the aircraft carries a
Kh-23M command guidance AGM, 57 mm or 80 mm rocket pods, 100-500 kg bombs,
UPK-23-250 cannon pods and other weapons with the total weight amounting to
2,000 tonnes.
Kirill Mendelev
> The MiG-23's largest-scale combat employment was in aerial combats over the
> Bekaa valley (Lebanon) in June 1982. According to the press, the Syrian
> MiG-23MFs downed eight Israeli warplanes (including five F-16As) and a
> BQM-34 UAV in seven aerial fights with six own fighters lost. The MiG-23MS
> fighters ran into the ground two F-4Es with four Syrian planes last. Later,
> Syrian MiG-23MLs shot down three Israeli F-15As and an F-4e with no losses
> suffered.
As always. No proof for these claims.
Kirill
Hubert Seliger
do you know ,which sources Fomin used for his article ? I think a 3rd
generation fighter like Mig-23 can only reach such a victory against 4th
generation planes like F-16 with many superior forces.
>
>
>
Yevgeniy Chizhikov
Hubert Seliger wrote:
Note that F-16A had virtually no BVR capabilities. It was visual range
fighter. While Mig-23ML's had quite good BVR capabilities and quite long
range missiles. There is nothing amazing that Mig-23 can shot down F-16A.
Mig-23MLD's were even better in BVR that early version of Mig-29. Article
also a bit unclear. The truth in those fights Mig-23 were almost shot down
every time. Israelis operated F-16A as a front line fighter, while they were
covered by F-15A with support of Hawkeye in BVR. In other words F-16A was a
bait. Mig-23's attack F-16A and kill some of them, but F-15A with derection
from Hawkeye almost always destroyed Mig-23's. Later Syrians used different
tactics. Mig-23's engaged F-16A, and no matter what was outcome, they
imidiatly change wing's geometry to maximum sweep and run like hell on the
low altitude. On the low altitude, maximum sweep wings, and fast turbojet
engine, Mig-23 could outrun F-16 and F-15.
Yevgeniy Chizhikov.
dennis...@dwt.csiro.au
Yevgeniy, are you trying to claim that a Flogger will do better than
Mach 1.2 on the deck, because that is what the F-15 and F-16 will do.
If you do claim better than Mach 1.2 on the deck, could you please
provide a source.
Dennis
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Yevgeniy Chizhikov
dennis...@dwt.csiro.au wrote:
> Yevgeniy, are you trying to claim that a Flogger will do better than
> Mach 1.2 on the deck, because that is what the F-15 and F-16 will do.
> If you do claim better than Mach 1.2 on the deck, could you please
> provide a source.
Sorry if I was not clear enough. Mig-23 is not faster than F-16 of F-15 on
low altitude. Their cruising speed is about equal, M1.1-1.2. However, do to
faster spool up of the Mig-23's turbojet, Mig-23 have much faster
acceleration than F-16, F-15, Mig-29, and Su-27. Variable geometry wings
also help a lot. Therefore Mig-23 reaches its top speed much faster than
other fighters. Mig-23 and F-16 have about the same cruising speed, which
means that if Mig-23 have a bit room, you never going to catch it in F-16 or
F-15. This had been discussed in this ng some time ago.
Yevgeniy Chizhikov.
Dennis Jensen
I just don't go along with this, Yevgeniy. Your initial spoolup MAY be quicker
in the -23 (questionable, this is an area that constantly sees improvement),
but given the higher thrust:weight ratio of the -16 and -15, the small initial
advantage POSSIBLY gained by the -23 will rapidly be lost when the F-15's or
F-16's engine comes on full stream. And remember, when these aircraft are in a
high risk environment, they are likely to be near or at military power, in
which case spoolup is not in the equation at all.
Dennis