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Mikoyan-Gurevich MiG-25

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The Mikoyan-Gurevich MiG-25 (Template:Langx; NATO reporting name: Foxbat) is a supersonic interceptor and reconnaissance aircraft that is among the fastest military aircraft to enter service. Designed by the Soviet Union's Mikoyan-Gurevich bureau, it is an aircraft built primarily using stainless steel. It was to be the last aircraft designed by Mikhail Gurevich, before his retirement.<ref name="Flieger">Template:Cite journal</ref>

The first prototype flew in 1964 and the aircraft entered service in 1970. Although it was capable of reaching Mach 3.2+, this would result in the engines accelerating out of control and needing replacement, therefore the operational top speed was limited to Mach 2.83.<ref name="Intelligence: Big-Mouth Belenko">"Intelligence: Big-Mouth Belenko". Time, 11 October 1976. Retrieved: 12 June 2021.</ref><ref name="ReferenceB">Gunston and Spick pp. 132–133.</ref><ref>Template:Cite book</ref> The MiG-25 features a powerful radar and four air-to-air missiles, and it still has the world record for reached altitude of Template:Convert.

When first seen in reconnaissance photography, the large wings suggested an enormous and highly manoeuvrable fighter, at a time when U.S. design theories were also evolving towards higher manoeuvrability due to combat experience in the Vietnam War. The appearance of the MiG-25 sparked serious concern in the West and prompted dramatic increases in performance requirements for the American F-X fighter programme that led to the McDonnell Douglas F-15 Eagle in the late 1960s. The capabilities of the MiG-25 were better understood by the West in 1976 when Soviet pilot Viktor Belenko defected in a MiG-25 to the United States via Japan. It turned out that the aircraft's weight necessitated its large wings.

Production of the MiG-25 series ended in 1984 after completion of 1,186 aircraft. A symbol of the Cold War, the MiG-25 flew with Soviet allies and former Soviet republics, remaining in limited service in several export customers. It is one of the highest-flying military aircraft,<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> one of the fastest serially produced interceptor aircraft,<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> and the second-fastest serially produced aircraft after the SR-71 reconnaissance aircraft, which was built in very small numbers compared to the MiG-25.<ref name="Global Aircraft -- Top 50 Fastest Aircraft">"Global Aircraft – Top 50 Fastest Aircraft." The Global Aircraft Organization, 24 April 2007. Retrieved: 30 June 2011.</ref> Template:As of, the MiG-25 remains the fastest manned serially produced aircraft in operational use and the fastest plane that was offered for supersonic flights and edge-of-space flights to civilian customers.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref><ref name="Global Aircraft -- Top 50 Fastest Aircraft"/>

Design and developmentEdit

BackgroundEdit

During the Cold War, Soviet Air Defence Forces, PVO (not to be confused with Soviet Air Force, VVS) was given the task of strategic air defence of the USSR. This meant not only dealing with accidental border violations but more importantly defending the vast airspace of the USSR against US reconnaissance aircraft and strategic bombers carrying free-fall nuclear bombs. The performance of these types of aircraft was steadily improved. In the late 1950s, the very high altitude overflights of Soviet territory by the Lockheed U-2 revealed the need for a higher altitude interceptor aircraft than available at that time.<ref>Rich and Janos 1994, p. 15.</ref>

In addition, the subsonic Boeing B-47 Stratojet and Boeing B-52 Stratofortress strategic bombers were followed by the Mach 2 Convair B-58 Hustler, with the Mach 3 North American B-70 Valkyrie being developed at that time. A major upgrade in the PVO defence system was required in order to meet the higher and faster American strategic bombers. At the start of 1958, a requirement was issued for manned interceptors capable of reaching Template:Cvt and heights of up to Template:Cvt. Mikoyan and Sukhoi responded.<ref>Gordon and Gunston 2000, p. 166.</ref>

File:Mikoyan-Gurevich Ye-152 and Ye-152M top-view silhouette comparison.jpg
YE-152 and YE-152M experimental interceptor

The Mikoyan-Gurevich OKB had been working on a series of interceptors during the second half of the 1950s: the I-1, I-3U, I-7U, I-75, Ye-150, Ye-150A, Ye-152, Ye-152A, Ye-152P, and Ye-152M. The Ye-150 was noteworthy because it was built specifically to test the Tumansky R-15 engine, two of which would later be used for the MiG-25. This led to Ye-152, alternatively known as Ye-166, which set several world records.<ref>Gordon and Gunston 2000, p. 106.</ref> The Ye-152M (converted from one of the two Ye-152 aircraft) was intended to be the definite heavy interceptor design. But before it was finished, the PVO had selected the Tupolev Tu-128. As the work on the MiG-25 was well under way, the single-engine Ye-152M was abandoned.

DevelopmentEdit

Work on the new Soviet interceptor that became the MiG-25 started in mid-1959,<ref name="ReferenceA"/> a year before Soviet intelligence learned of the American Mach 3 A-12 reconnaissance aircraft.<ref name="Great Book">Spick 2000</ref> It is not clear if the design was influenced by the American XF-108 Rapier and the A-5 Vigilante.<ref name="ReferenceA"/><ref>Goodspeed 2000, p. 77.</ref>

The design bureau studied several possible layouts for the new aircraft. One had the engines located side by side, as on the MiG-19. The second had a stepped arrangement with one engine amidships, with exhaust under the fuselage, and another in the aft fuselage. The third project had an engine arrangement similar to that of the English Electric Lightning, with two engines stacked vertically. Options two and three were both rejected because the size of the engines meant that either of them would result in a very tall aircraft, which would complicate maintenance.<ref name="ReferenceA"/>

The idea of placing the engines in underwing nacelles was also rejected because of the dangers of any thrust asymmetry during flight. Having decided on engine configuration, there was thought of giving the machine variable-sweep wings and a second crew member, a navigator. Variable geometry would improve manoeuvrability at subsonic speed, but at the cost of decreased fuel tank capacity. Because the reconnaissance aircraft would operate at high speed and high altitude, the idea was soon dropped. Another interesting but impractical idea was to improve the field performance using two RD36-35 lift-jets. Vertical takeoff and landing would allow for use of damaged runways during wartime and was studied on both sides of the Iron Curtain. The perennial problem with engines dedicated to vertical lift is they become mere dead weight in horizontal flight and also occupy space in the airframe needed for fuel. The MiG interceptor would need all the fuel it could get, so the idea was abandoned.<ref name="WAPJ34 p108"/>

File:Ye-155.png
Ye-155R3 Reconnaissance prototype with a Template:Cvt drop tank under the belly, 1964

The first prototype was a reconnaissance variant, designated Ye-155-R1, that made its first flight on 6 March 1964.<ref name="Bel p398">Belyakov and Marmain 1994, p. 398.</ref> It had some characteristics that were unique to that prototype, and some of these were visually very evident: the wings had fixed wingtip tanks with a Template:Cvt capacity, to which small winglets were attached for stability purposes, but when it was found that fuel sloshing around in the tanks caused vibrations, they were eliminated. The aircraft also had attachments for movable foreplanes, canards, to help with pitch control at high speed (provisions for canards had previously been installed, but not used, on the Ye-152P).<ref name="WAPJ34 p108">Lake 1998, p. 108.</ref><ref name="Bel p272-4">Belyakov and Marmain 1994, pp. 272–274.</ref>

The first flight of the interceptor prototype, Ye-155-P1, took place on 9 September 1964.<ref name="Bel p391">Belyakov and Marmain 1994, p. 391.</ref> Development of the MiG-25, which represented a major step forward in Soviet aerodynamics, engineering and metallurgy, took several more years to complete.<ref name="Bel p391"/><ref name="Bel 387-8">Belyakov and Marmain 1994, pp. 387–388.</ref>

On 9 July 1967, the new aircraft was first shown to the public at the Domodedovo air show, with four prototypes (three fighters and a reconnaissance aircraft) making a flypast.<ref name="WAPJ34 p109">Lake 1998, p. 109.</ref>

Aviation recordsEdit

The Mikoyan-Gurevich design bureau soon realized that the performance of the new aircraft gave it great potential to set new flight records. In addition to their normal duties, the prototypes Ye-155-P1, Ye-155-R1, Ye-155-R3 were made lighter by removing some unneeded equipment and were used for these attempts. Under Federation Aeronautique Internationale (FAI) classification, the Ye-155 type belonged to class C1 (III), which specifies jet-powered land planes with unlimited maximum take-off weight. Records set included:

  • The first claim was for world speed records with no payload and payloads of Template:Convert. MiG OKB Chief Test Pilot Aleksandr Vasilyevich Fedotov reached an average speed of Template:Cvt over a Template:Cvt circuit on 16 March 1965.<ref name="Bel p391"/>
  • For pure speed, with no payload, test pilot Mikhail M. Komarov averaged Template:Cvt over a Template:Cvt closed circuit on 5 October 1967.<ref name="Bel p391"/> On the same day, Fedotov reached an altitude of Template:Convert with a Template:Convert payload.<ref name="Bel p392"/> The MiG eventually became the first aircraft to go higher than Template:Convert.<ref name="Bel p392"/>
  • Time to height records were recorded on 4 June 1973 when Boris A. Orlov climbed to Template:Cvt in 2 min 49.8 s. The same day, Pyotr M. Ostapenko reached Template:Cvt in 3 min 12.6 s and Template:Cvt in 4 min 3.86 s.<ref name="Bel p392"/>
  • On 25 July 1973, Fedotov reached Template:Cvt with Template:Cvt payload and Template:Cvt with no load (an absolute world record).<ref name="Bel p392">Belyakov and Marmain 1994, p. 392.</ref> In the thin air, the engines flamed out, and the aircraft coasted in a ballistic trajectory by inertia alone. At the apex the speed had dropped to Template:Cvt.
  • On 31 August 1977, Ye-266M again flown by Fedotov, set the recognized absolute altitude record for a jet aircraft under its own power.<ref name="Bel p406-7">Belyakov and Marmain 1994, pp. 406–407.</ref> He reached Template:Convert at Podmoskovnoye, USSR in zoom climb (the absolute altitude record is different from the record for sustained altitude in horizontal flight). The aircraft was actually a MiG-25RB re-engined with the powerful R-15BF2-300. It had earlier been part of the program to improve the aircraft's top speed that resulted in the MiG-25M prototype.<ref name="ReferenceA"/>

In all, 29 records were claimed, of which seven were all-time world records for time to height, altitudes of Template:Cvt and higher, and speed. Several records still stand.<ref name="ReferenceA"/>

Technical descriptionEdit

Because of the thermal stresses incurred in flight above Mach 2, the Mikoyan-Gurevich OKB had difficulties choosing what materials to use for the aircraft. They had to use E-2 heat-resistant Plexiglas for the canopy and high-strength stainless steel for the wings and fuselage. Using titanium rather than steel would have been ideal, but it was expensive and difficult to work with. 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-resistant seals.<ref name="ReferenceA">Gordon 2007 Template:Pn</ref> The MiG-25 was constructed from 80% nickel-steel alloy, 11% aluminium, and 9% titanium.<ref name=Eden_p308>Eden 2004, p. 308.</ref> The steel components were formed by a combination of spot welding, automatic machine welding, and hand arc welding methods.Template:Citation needed

Initially, the interceptor version was equipped with the Template:AnchorTL-25 Smerch-A (also referred to as Product 720) radar, a development of the system carried by the earlier Tu-128. While powerful and thus long-ranged and resistant to jamming, the system—due to the age of its design and its intended purpose (tracking and targeting high- and fast-flying US bombers and reconnaissance aircraft)—lacked look-down/shoot-down capability, which limited its effectiveness against low-flying targets. (This is one of the reasons why it was replaced with the Mikoyan-Gurevich MiG-31, whose Zaslon radar has that capability.) By the time the MiG-25 entered service in 1969, this was a serious shortcoming, as strategic bombing doctrine was shifting towards low-level penetration of enemy territory. After Belenko's defection to Japan exposed this flaw to the West, a government decree issued on 4 November 1976 called for urgent development of a more advanced radar. This resulted in the pulse-Doppler radar Sapphire-25 system fitted to the MiG-25PD variant.Template:Citation needed

As an interceptor, typical armament includes four R-40 long-range air-to-air missiles, each fitted with either an infrared seeker (R-40T/TD) or a semi-active radar homing seeker (R-40R/RD) and a maximum range of Template:Cvt against a high-flying target on a collision course. A fuel tank could be suspended under the fuselage. The aircraft could carry unguided gravity bombs to fulfill a rudimentary strike role by using a delivery system developed for nuclear weapons.<ref name=":2">Template:Cite book</ref> As the bombs would weigh no more and incur no more drag than its regular load of R-40 missiles, its performance was not impaired, leading to some impressive bombing feats; when released at an altitude of Template:Cvt and a speed above Mach 2, a Template:Cvt bomb would have a range of several tens of kilometres.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>

The MiG-25 was theoretically capable of a maximum speed exceeding Mach 3 and a ceiling of Template:Convert. Its high speed was problematic: Although sufficient thrust was available to reach Mach 3.2, a limit of Mach 2.83 had to be imposed as the engines tended to overspeed and overheat at higher airspeeds, possibly damaging them beyond repair.<ref name="Intelligence: Big-Mouth Belenko"/><ref name="ReferenceB"/>

The design cruising speed is Mach 2.35 (2,500 km/h) with partial afterburner in operation. The maximum speed of Mach 2.83 (3,000 km/h) is allowed to maintain no more than 5 minutes due to the danger of overheating of the airframe and fuel in the tanks. When the airframe temperature reaches Template:Cvt, the warning lamp lights up, and the pilot must reduce airspeed. The use of a partial afterburner and a cruising flight altitude Template:Cvt makes it possible to have a range only Template:Cvt less than when flying Mach 0.9 at altitudes Template:Cvt. The maximum altitude of flight without an afterburner in operation is Template:Cvt.<ref>Practical aerodynamics of the MiG-25RB, Military Publishing House of the USSR Ministry of Defense, 1978, p. 88–90.</ref> The poor fuel consumption in the subsonic regime, and hence range, is due to the engines having extremely low pressure ratio of just 4.75 at subsonic speeds. The specific fuel consumption (SFC) of the engines is 1.12lb/(h·lbf) in cruise and 2.45lb/(h·lbf) with afterburners.<ref>Soviet Spyplanes of the Cold War, Casemate, Yefim Gordon, P. 70.</ref> For comparison purposes, this is 50% worse in cruise than the first generation of F100 engines from the F-15 Eagle, but the SFC with afterburners is actually nearly equal, though the F100 is a far newer engine design.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>

ProductionEdit

File:MiG-25RB cams.jpg
Surveillance cameras of the MiG-25RB

Full-scale production of the MiG-25R ("Foxbat-B") began in 1969 at the Gorkii aircraft factory (Plant No. 21). The MiG-25P ("Foxbat-A") followed in 1971, and 460 of this variant were built until production ended in 1982. The improved PD variant that replaced it was built from 1978 to 1984, with 104 aircraft completed.<ref name="ReferenceA"/> Subsequently, the Gorkii factory switched over production to the new MiG-31.

Western intelligence and the MiG-25Edit

File:Mig-25.jpg
MiG-25RBSh with markings of 2nd Sqn/47th GvORAP (Guards independent recce Regiment)

Western intelligence first encountered the MiG-25 at the Moscow air show on 8 and 9 July 1967, where it was assessed as a fighter-bomber and all-weather interceptor capable of speeds in excess of Mach 2.5. It was not believed at that time to have been in series production.<ref>Template:Cite book</ref>

NATO obtained a better understanding of the MiG-25's capabilities on 6 September 1976, when a Soviet Air Defence Forces pilot, Lt. Viktor Belenko, defected, landing his MiG-25P at Hakodate Airport in Japan.<ref name="Barron">Barron 1980, p. 15.</ref><ref>Template:Cite news</ref> The pilot overshot the runway on landing and damaged the front landing gear. Despite Soviet protests, the Japanese invited U.S. Air Force personnel to investigate the aircraft.<ref name="Barron p131">Barron 1980, p. 131.</ref> On 25 September, it was moved by a C-5A transport to a base in central Japan, where it was carefully dismantled and analyzed.<ref name="Barron photo">Barron 1980, photoplates.</ref> After 67 days, the aircraft was returned by ship to the Soviets, in pieces.<ref name="Barron p180">Barron 1980, p. 180.</ref><ref>Template:Cite news</ref> The aircraft was reassembled and is now on display at the Sokol plant in Nizhny Novgorod.

The analysis, based on technical manuals and ground tests of its engines and avionics, revealed unusual technical information:

  • Belenko's particular aircraft was brand new, representing the latest Soviet technology.
  • The aircraft was assembled quickly and was essentially built around its massive Tumansky R-15(B) turbojets.
  • Welding was done by hand. Rivets with non-flush heads were used in areas that would not cause adverse aerodynamic drag.<ref name="Barron pp. 169–171"/>
  • The aircraft was built of a nickel-steel alloy and not titanium, as was assumed (although some titanium was used in heat-critical areas). The steel construction contributed to the craft's high Template:Cvt unarmed weight.
  • 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.<ref>"MiG-25". globalaircraft.org. Retrieved: 5 September 2010.</ref>
  • Combat radius was Template:Convert, and maximum range on internal fuel (at subsonic speeds) was only Template:Convert at low altitude, less than Template:Cvt.<ref name="ReferenceA"/>
  • 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.<ref name="Barron"/> A MiG-25 was tracked flying over the Sinai Peninsula at Mach 3.2 in the early 1970s, but the flight caused the engines to be damaged beyond repair.<ref name="Barron pp. 169–171">Barron 1980, pp. 169–171.</ref>
  • The majority of the on-board avionics were based on vacuum tube technology, more specifically nuvistors, not solid-state electronics. Although they represented aging technology, vacuum tubes were more tolerant of temperature extremes, thereby removing the need for environmental controls in the avionics bays. With the use of vacuum tubes, the MiG-25P's original Smerch-A (Tornado, NATO reporting name "Foxfire") radar had enormous power, about 600 kilowatts. As with most Soviet aircraft, the MiG-25 was designed to be as robust as possible. Use of nuvistors was speculated to be part of an effort to harden the aircraft against electromagnetic pulse, but it may simply have been due to lower adoption of semiconductor technology in the Soviet Union.<ref>Broad, William J. "Nuclear Pulse (I): Awakening to the Chaos Factor". Science, Volume 212, 29 May 1981, pp. 1009–1012.</ref>

Later versionsEdit

As the result of Belenko's defection and the compromise of the MiG-25P's radar and missile systems, beginning in 1976, the Soviets developed an updated version with a new fire control system, the MiG-25PD ("Foxbat-E"). The MiG-25PD replaced the Smerch-A radar of the MiG-25P with the Saphir-25, based on the MiG-23's Saphir-23, supplemented by an Infrared search and track (IRST) system. The ability to carry R-60 air-to-air missiles was added. A total of 104 MiG-25PDs were built from 1978 to 1984, while existing MiG-25Ps were modified to a similar standard to the PD as the MiG-25PDS.<ref name="gfoxp389">Gordon 2007, pp. 38–39</ref>

Work was also carried out to improve the MiG-25's performance, with a revised version of the R15 engine, the R15BF2-300, designed with an extra compression stage and running at higher temperatures to give greater power and better fuel consumption. A MiG-25P was fitted with the new engines, with testing of the modified aircraft, unofficially known as the MiG-25M (Ye-155M) beginning in 1974. Planned production aircraft would have received improved radar and armament, but production orders never followed, as the coming MiG-31 showed more promise.<ref name="gfoxp546">Gordon 2007, pp. 54–56</ref> Three MiG-25RB reconnaissance/strike aircraft were also modified with the R15BF2-300, which were used to set a series of time-to-height world records (under the designation Ye-266M) on 17 May 1975, and two altitude world records in 1977.<ref name="gfoxp567">Gordon 2007, pp. 56–57</ref>

Operational historyEdit

Soviet UnionEdit

File:MiG-25PU rvb 2.jpg
MiG-25PU

The unarmed "B" version had greater impact than the interceptor when the USSR sent two MiG-25R and two MiG-25RB to Egypt in March 1971, which stayed until July 1972. They were operated by the Soviet 63rd Independent Air Detachment (Det 63), which was established for this mission. Det 63 flew over Israeli-held territory in Sinai on reconnaissance missions roughly 20 times. The flights were in pairs at maximum speed and high altitude, between Template:Cvt.<ref name="gfoxp971">Gordon 2007, pp. 97–101</ref> On 6 November 1971, a Soviet MiG-25 operating out of Egypt flying at Mach 2.5 was met by Israeli F-4Es and fired upon unsuccessfully.<ref name="Sinai">"Foxbats over Sinai." Template:Webarchive spyflight.co.uk. Retrieved: 5 September 2010.</ref> A MiG-25 was tracked flying over Sinai at Mach 3.2 during this period. The MiG-25 engines went into overspeed, which caused them to be scrapped.<ref name="Great Book"/> Det 63 was sent back home in 1972. Soviet-operated reconnaissance Foxbats returned to Egypt in 19–20 October 1973, during the Yom Kippur War.<ref name="Sinai"/> Det 154 remained in Egypt until late 1974.<ref name="gfoxp101">Gordon 2007, p. 101</ref>

During the 1970s, the Soviet air force conducted reconnaissance overflights across Iran using its MiG-25RBSh aircraft in response to joint U.S.–Iran reconnaissance operations.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>

The Swedish Air Force observed Soviet Air Defence MiG-25s via radar regularly performing intercepts at Template:Cvt and Template:Cvt behind the Lockheed SR-71 Blackbird at Template:Cvt over the Baltic Sea in the 1980s.<ref name=rbth2012>Template:Cite news</ref>

SyriaEdit

On 13 February 1981, the Israeli Air Force sent two RF-4Es over Lebanon as decoys for Syrian MiG-25 interceptors. As the MiGs scrambled, the RF-4Es turned back delivering chaff and using ECM pods. Two IDF/AF F-15As were waiting for the MiGs and shot one of them down with AIM-7F Sparrow missiles. The other MiG was able to escape.<ref>Aloni 2006, p. 33.</ref> In a similar engagement, on 29 July 1981, a Syrian MiG-25 was again downed by an Israeli F-15A,<ref>Aloni 2006, pp. 37–38.</ref><ref name="Gordon 1997, p. 53">Gordon 1997, p. 53.</ref> after which a second MiG-25 launched its R-40 missiles at the F-15 and its wingman, but they missed.<ref>Aloni 2006, p. 38.</ref>

The first reported activity of Syrian MiG-25 aircraft in the civil war was on 8 February 2014, when two Turkish Air Force F-16s were scrambled to intercept a Syrian MiG-25 which was approaching the Turkish border.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>

IraqEdit

File:Air-to-air right underside rear view of a Soviet MiG-25 Foxbat aircraft.jpg
A Soviet MiG-25

Iran–Iraq WarEdit

Template:Prose All confirmed air-to-air kills by the MiG-25 were made by Iraq.<ref name=":1"/>

The MiG-25 was in service with the Iraqi Air Force during the Iran–Iraq War. Iraqi claimed their MiG-25s shot down at least 15 Iranian aircraft during the war, while only one MiG-25 was lost in air combat (one more lost by SAM<ref name="ReferenceC">Iran-Iraq War in the Air 1980–1988 (2002). Tom Cooper, Farzad Bishop.</ref>)

  • On 19 March 1982, an Iranian F-4E was badly damaged by a missile fired by an Iraqi MiG-25.<ref>{{#invoke:citation/CS1|citation

|CitationClass=web }}</ref>

  • On 24 November 1982, an Iraqi MiG-25PD over Eivan shot down an Iranian F-5F.<ref name="Потери ВВС Ирана">Потери ВВС Ирана</ref>
  • In December 1982, an Iraqi MiG-25PD over Baghdad shot down an Iranian F-5E.<ref>Стальная птица. Ефим Гордон. Журнал «Авиация и Время». № 05 2004</ref>
  • In February 1983, an Iraqi MiG-25PD shot down an Iranian C-130.
  • In April 1984, an Iraqi MiG-25PD shot down an Iranian F-5E.<ref name="Потери ВВС Ирана"/>
  • On 21 March 1985, an Iraqi MiG-25PD shot down an Iranian F-4E (Iranian pilots Hossein Khalatbari and Mohammad Zadeh were killed).<ref name="Потери ВВС Ирана"/>
  • On 5 June 1985, an Iraqi MiG-25PD shot down a second Iranian F-4E.
  • On 17 February 1986, an Iraqi MiG-25PD shot down an Iranian Fokker F-27. All 53 people, including crew and high-ranked officers, were killed.<ref name="Потери ВВС Ирана"/>
  • On 23 February 1986, an Iraqi MiG-25PD shot down an Iranian EC-130E.
  • On 10 June 1986, an Iraqi MiG-25PD shot down an Iranian RF-4E.
  • In October 1986, an Iraqi MiG-25PDS shot down a second RF-4E.<ref>Mevlutoglu, Arda. "Airshow Turkiye 2011."Template:Dead link ACIG, 11 June 2011. Retrieved; 30 June 2011.</ref>
  • On 17 January 1987, an Iraqi MiG-25PDS shot down an Iranian F-14A with an R-40 missile.<ref>MiG-23 Flogger in the Middle East. Helion and Company, 2018. pp. 39, 40</ref> Iranian pilot Major Bahram Ghaneie was rescued, and operator Lieutenant Reza Vadtalab was killed. For a long time, it was believed that this air victory had been achieved by a MiG-23ML.<ref name="Потери ВВС Ирана"/>

The most successful Iraqi MiG-25 pilot of the war was Colonel Mohommed Rayyan, who was credited with ten kills. Eight of these kills were achieved while he flew the MiG-25PD from 1981 to 1986. In 1986, after attaining the rank of colonel, Rayyan was shot down and killed by Iranian F-14s.<ref>Nicolle and Cooper 2004, pp. 82, 86.</ref> For the majority of the air combat Iraqi pilots used R-40 missiles.

  • On 3 May 1981, an Iraqi MiG-25PD shot down an Algerian Gulfstream II.<ref>Template:ASN accident</ref>
  • On 2 October 1986, an Iraqi MiG-25PD shot down a Syrian MiG-21RF.<ref name=":0">{{#invoke:citation/CS1|citation

|CitationClass=web }}</ref>

According to research by journalist Tom Cooper, Iran claimed that ten MiG-25s (nine reconnaissance and one fighter) may have been shot down by Iranian F-14s (one kill was shared with an F-5<ref name=":1">{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>) during the Iran–Iraq war.<ref name="Combat 2004, pp. 85-88">Cooper, Tom and Farzad Bishop. Iranian F-14 Tomcat Units in Combat, pp. 85–88. Oxford: Osprey Publishing, 2004.</ref> Only three MiG-25 losses (to ground fire or air combat) were confirmed by Iraq.<ref name="ReferenceC"/>

Confirmed MiG-25 combat losses during the Iran–Iraq war:

|CitationClass=web }}</ref> The MiG-25 was also used as a strike aircraft during the war, targeting Iranian cities.<ref name=":2" />

Persian Gulf WarEdit

File:Defense.gov News Photo 990528-O-9999M-011.jpg
Post–Operation Desert Storm assessment photograph of an Iraqi aircraft bunker with the remains of a MiG-25 after being attacked with a 2,000 pound laser-guided bomb.

During the Persian Gulf War, a U.S. Navy F/A-18, piloted by Lieutenant Commander Scott Speicher, was shot down on the first night of the war in the early hours of 17 January 1991 by a missile fired by a MiG-25.<ref>Palaidis, George C. (16 February 2004). "Search for FSU MIA in Iraq Continues". FSView. Archived from the original on 28 September 2007.</ref><ref>Weiner, Tim. "With Iraq's O.K., a U.S. Team Seeks War Pilot's Body." The New York Times, 14 December 1995, p. A1.</ref><ref name="CIA_summ">"Intelligence Community Assessment of the Lieutenant Commander Speicher Case". Template:Webarchive CIA, FOIA Electronic Reading Room, 27 March 2001. Retrieved: 10 September 2006.</ref> The kill was reportedly made with a Bisnovat R-40TD missile fired from a MiG-25PDS flown by Lt. Zuhair Dawood of the 84th squadron of the IQAF,<ref>Sadik, A. and D. Zampini. "Tretij Den' (i posledujuschie...)" ["The Third Day (and beyond...)."] Aviacija i vremja (Aviation and Time), No. 6, 2005</ref>

Two IQAF MiG-25s were shot down by U.S. Air Force F-15s on 19 January. The MiGs attempted to hide from the F-15s by using chaff and electronic jammers in order to engage the F-15s untargeted. However the F-15 pilots were able to reacquire the two Iraqi MiG-25s and shot both down with AIM-7 Sparrow missiles.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> In another incident, an Iraqi MiG-25PD, after eluding eight USAF F-15s at long range, fired three missiles at General Dynamics EF-111A Raven electronic warfare aircraft, forcing them to abort their mission and leave attacking aircraft without electronic jamming support.<ref group="N">Quote: "But as the Ravens began their second orbit in a counterclockwise turn toward the Syrian border (over Al-Qaim), a MiG-25 suddenly darted toward them at high speed. The Iraqi fired one air-to-air missile at the lead Raven and two at his wingman. The missiles flew wide, but the Ravens dived to escape and then, uncertain where the MiG was lurking, turned back to Saudi Arabia."</ref><ref>Atkinson 1993, pp. 125–126.</ref>

In a different incident, two MiG-25s approached a pair of F-15s, fired missiles at long range which were evaded by the F-15s, and then outran the American fighters. Two more F-15s joined the pursuit, and a total of 10 air-to-air missiles were fired at the MiG-25s, though none reached them.<ref>Atkinson 1993, pp. 230–231.</ref>

On 30 January 1991, an IQAF MiG-25 damaged a USAF F-15C with a R-40 missile in the Samurra Air Battle. Iraq claims it was shot down and fell in Saudi Arabia.<ref name=":0" />

After the war, on 27 December 1992, a U.S. F-16D downed an IQAF MiG-25 that violated the no-fly zone in southern Iraq with an AIM-120 AMRAAM missile. It was the first USAF F-16 air-to-air victory and the first AMRAAM kill.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}Template:Cbignore</ref>

On 23 December 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.<ref>Template:Cite magazine</ref> Predators had been armed with AIM-92 Stinger air-to-air missiles and were being used to "bait" Iraqi fighter aircraft, 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.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref><ref>"Video of Shoot-Down." CBS. Retrieved: 5 September 2010.</ref>

No Iraqi aircraft were deployed in the U.S. invasion of Iraq in 2003, with most Iraqi aircraft being hidden or destroyed on the ground. In August 2003, several dozen Iraqi aircraft were discovered buried in the sand.

IndiaEdit

File:Ex IAF Mig-25.jpg
MiG-25R of No. 102 Squadron IAF on display at the Indian Air Force Museum, Palam

The MiG-25 was kept a guarded secret in India, designated Garuda after the large mythical bird of Vishnu from Hindu scriptures.<ref name=India_retires_MiGs/> It was used extensively in the Kargil War and Operation Parakram, conducting aerial reconnaissance sorties over Pakistan.<ref group="N">Quote: "The MIG 25 was extensively used in the Kargil conflict in 1999 and also during Operation Parakram 2001."</ref><ref name="Rahul K. Bhonsle 2006, p. 256">Bhonsle 2006, p. 256.</ref>

In May 1997, an Indian Air Force Mikoyan MiG-25RB reconnaissance aircraft created a furore when the pilot flew faster than Mach 3 over Pakistani territory following a reconnaissance mission into Pakistan airspace.<ref name="TT20131210">"So long, old superspy in the sky – Record-holder MiG 25, Indian Air Force’s relic from the Cold War era, flies its last sortie" The Telegraph 1 May 2006</ref> The MiG-25 broke the sound barrier while flying at an altitude of around Template:Cvt, otherwise the mission would have remained covert, at least to the general public. The Pakistani Government contended that the breaking of the sound barrier was a deliberate attempt to make the point that the Pakistan Air Force (PAF) had no aircraft in its inventory that could come close to the MiG-25's cruising altitude (up to Template:Convert).<ref name="TT20131210" /> India denied the incident but Pakistan's Foreign Minister, Gohar Ayub Khan, believed that the Foxbat photographed strategic installations near the capital, Islamabad.<ref name="TT20131210" /><ref>Steinemann, Peter. "VayuSena: Recce Incursion." Air Power International. Retrieved: 5 September 2010.</ref>

Lack of spare parts and India's acquisition of unmanned aerial vehicles and satellite imagery eventually led to its retirement in 2006.<ref group="N">Quote: "UAVs and Satellite Imagery have made these aircraft obsolete to an extent, however these are still useful for strategic reconnaissance. Spares are a major problem as per Air Marshal A K Singh, C in C Western Air Command."</ref><ref name=India_retires_MiGs/><ref name="Rahul K. Bhonsle 2006, p. 256"/>

Subsequently, six out of the seven surviving MiG-25s (the eighth aircraft was lost in a crash in 1994) have been preserved at various locations in India.

An aerial observation of the solar eclipse of 24 October 1995 over India was conducted by a MiG-25,<ref>The MIGnificient Flying Machines – MiG-25R Template:Webarchive Bharat Rakshak.com 22 August 2017</ref> which took images of the eclipse at an altitude of Template:Cvt.<ref>Template:Cite book</ref>

LibyaEdit

File:Libyan MiG-25 in flight c1985.jpg
MiG-25PD of the Libyan Arab Air Force
File:MiG-25RB (12549141185).jpg
Libyan MiG-25RB in 2009

Libya was a major user of the MiG-25 as it imported 96 MiG-25PD interceptor, MiG-25PU trainer and MiG-25RBK reconnaissance aircraft in the late 1970s and early 1980s.<ref name="defenceweb.co.za">{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>

During the 1980s, Libya confronted the United States over some claims over the extension of its territorial waters. These incidents prompted a number of encounters between the opposing forces as it happened during the Gulf of Sidra incident (1981) with the Libyan MiG-25s taking part in them.

During the following years, the Libyan MiG-25 fleet was grounded, lacking maintenance. As MiG-25s had been grounded for several years, NATO attacks spared them during the Libyan Civil War (2011).

In 2014 and 2015, the Libyan forces under the New General National Congress controlled a number of former LARAF airframes, that were retired and stored before the Libyan Civil War in 2011, among them a number of MiG-25s. Technicians started working on some of the airframes to press them back to service in the fight against the opposing internationally recognized Libyan government forces.

On 6 May 2015, a New General National Congress MiG-25PU crashed near Zintan while attacking the civilian airport controlled by the opposing internationally recognized Libyan government, the pilot ejected and was captured by opposing forces which also claimed they downed the jet.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> The jet may have been on one of its first flights after re-entering service.<ref name="defenceweb.co.za"/>

VariantsEdit

PrototypesEdit

Ye-155R
Reconnaissance prototypes. Two prototypes (Ye-155R-1 and Ye-155R-2) followed by four pre-production aircraft fitted with reconnaissance equipment.<ref name="WAPJ34 p108-9">Lake 1998, pp. 108–109.</ref>
Ye-155P
Interceptor fighter prototypes. Two prototypes (Ye-155P-1 and Ye-155P02) followed by nine pre-production aircraft.<ref name="WAPJ34 p109-0">Lake 1998, pp. 109–110.</ref>
Ye-266
Designation applied to prototypes and pre-production aircraft (Ye-155R-1, Ye-155R-3 and Ye-155P-1) used for record breaking purposes in official documentation supplied to the Fédération Aéronautique Internationale.<ref name="WAPJ34 p110">Lake 1998, p. 110.</ref>

InterceptorsEdit

MiG-25P
It is a single-seat all-weather interceptor of which 460 were produced since 1971. It is equipped with two Soyuz Tumansky R-15BD-300 turbojet engines (dry thrust 8,790 kg, afterburner thrust 11,190 kg x 2), and the RP-25 Smerch-A1 radar and is armed with four R-40 air-to-air missiles. Its NATO designation is Foxbat A.<ref name="WAPJ34 p110-1">Lake 1998, pp. 110–111.</ref>
MiG-25PD
An improved single-seat all-weather interceptor of which 104 were produced between 1978 and 1984. It entered service in 1979. An overall improvement in many aspects, the MiG-25PD is equipped with improved R-15BD-300 engines, avionics, and the Safir-25 (RP-25M). A greatly improved version of the original RP-25 Radar the RP-25M is equipped with a Moving target indication system providing a limited Look-down/shoot-down capability.<ref>Template:Cite book</ref> The outermost pylons can carry four R-60 air-to-air missiles instead of two R-40 air-to-air missiles.<ref>Peter G. Later models are equipped with an undernose IRST.Template:ISBN? Template:Page needed</ref> NATO designation Foxbat-E.<ref name="WAPJ34 p112">Lake 1998, p. 112.</ref>
MiG-25PDS
It is an upgraded version of 459 MiG-25Ps to the newly built MiG-25PD specification from 1979. NATO designation Foxbat-E.<ref name="WAPJ34 p113">Lake 1998, p. 113.</ref>
MiG-25PDSL
A test aircraft that was modified from one MiG-25PD and additionally equipped with an electronic countermeasure system (ECM).<ref name="WAPJ34 p113"/>
MiG-25PDZ
An aerial refueling test aircraft created by modifying a MiG-25PD. A probe dedicated to mid-air refueling has been added to the nose of the aircraft.<ref name="WAPJ34 p113"/>
MiG-25M
Two testbeds (one converted from a MiG-25RB and one from a MiG-25PD) for more powerful (Template:Cvt dry, Template:Cvt with afterburner) engines.<ref name="WAPJ34 p114">Lake 1998, p. 114.</ref>
Ye-266M
Designation applied to MiG-25M when used for record breaking in 1975 and 1977, including setting an absolute altitude record for a jet aircraft of Template:Cvt on 31 August 1977.<ref name="WAPJ34 p114"/>
Izdelye 99
Two aircraft used as testbeds for Soloviev D-30F turbofan as later used in MiG-31.<ref name="WAPJ34 p112"/>

Reconnaissance and strike versionsEdit

File:Mikoyan-Gurevich MiG-25RB, Russia - Air Force AN2195954.jpg
Russian Air Force MiG-25RB
File:MiG-25RBS Pichugin-1.jpg
Russian Air Force MiG-25RBS
MiG-25R
Single-seat high-altitude daylight reconnaissance aircraft, fitted with cameras and ELINT equipment. NATO codename Foxbat-B.<ref name="WAPJ34 p115">Lake 1998, p. 115.</ref>
MiG-25RB
Single-seat reconnaissance-bomber derivative of MiG-25R, fitted with improved reconnaissance systems and a Peleng automatic bombing system. The aircraft can carry a bombload of eight Template:Cvt bombs. Entered service in 1970. NATO codename Foxbat-B.<ref name="WAPJ34 p115"/>
MiG-25RBV
Modernised single-seat reconnaissance-bomber with revised ELINT equipment (SRS-9 Virazh). NATO codename Foxbat-B.<ref name="WAPJ 34 p116">Lake 1998, p. 116.</ref>
MiG-25RBT
Further improved reconnaissance-bomber, with Tangazh ELINT equipment. NATO codename Foxbat-B.<ref name="WAPJ34 p117">Lake 1998, p. 117.</ref>
MiG-25RBN
Dedicated night reconnaissance aircraft, carrying 10 photoflash bombs under the fuselage. Only single prototype built. NATO codename Foxbat-B.<ref name="WAPJ34 p117"/>
MiG-25RR
Conversion of eight reconnaissance aircraft for high-altitude radiation sampling role. Used to monitor Chinese nuclear tests between 1970 and 1980. NATO codename Foxbat-B.<ref name="WAPJ34 p117"/>
MiG-25RBK
Single-seat dedicated ELINT aircraft, with Kub-3K ELINT system. Bombing capability retained but cameras not fitted. NATO codename Foxbat-D.<ref name="WAPJ34 p117"/>
MiG-25RBF
Conversion of MiG-25RBK with new Shar-25 ELINT equipment. NATO codename Foxbat-D.<ref name="WAPJ34 p118">Lake 1998, p. 118.</ref>
MiG-25RBS
Single-seat radar-reconnaissance aircraft, with Sablya-E side looking airborne radar (SLAR). Cameras not fitted but bombing capability retained. NATO codename Foxbat-D.<ref name="WAPJ34 p118"/>
MiG-25RBSh
MiG-25RBS fitted with more capable Shompol SLAR. NATO codename Foxbat-D.<ref name="WAPJ34 p118"/>
MiG-25BM "Foxbat-F"
Single-seat air defence-suppression aircraft, armed with Kh-58 or Kh-31 air-to-surface missiles.<ref name="Gunston and Spick pp. 132–133">Gunston and Spick 1983, pp. 132–133.</ref>

Conversion trainersEdit

File:Mikoyan MiG-25PU-SOTN Foxbat-C 02 blue (8605743456).jpg
MiG-25PU trainer
File:Russian Air Force Mikoyan-Gurevich MiG-25RU Pichugin-1.jpg
MiG-25RU trainer in September 2008
MiG-25PU
Two-seat conversion trainer for MiG-25P interceptors. Fitted with a new nose section with two separate cockpits. It has no radar and no combat capability. NATO codename Foxbat-C.<ref name="WAPJ34 p114"/>
MiG-25RU
Two-seat conversion trainer for reconnaissance versions. Fitted with MiG-25R navigation system. NATO codename Foxbat-C.<ref name="WAPJ34 p118"/>
Ye-133
Designation given to single MiG-25PU used by Svetlana Savitskaya to establish a number of women's speed and height records, starting with speed over a Template:Cvt course of Template:Cvt on 22 June 1975.<ref name="WAPJ34 p114"/><ref name="Bel p404">Belyakov and Marmain 1994, p. 404.</ref>

Former operatorsEdit

File:MiG-25 Operators.png
MiG-25 operators as of 2022 in red
File:MiG-25 fig2agrau USAF.jpg
Russian MiG-25BM
File:Iraqi MiG-25.jpg
Iraqi MiG-25RB at the National Museum of the United States Air Force in Dayton, Ohio. October 2007. Found buried in Iraq in 2003.
File:MiG-25RBS 2007 G1.jpg
MiG-25RBS at the Ukrainian Air Force Museum in Vinnytsia
Template:DZA

|CitationClass=web }}</ref> Beginning in 1979, a total of at least 36 MiG-25s were received, including at least 18 MiG-25P interceptors, 10 MiG-25RB reconnaissance/strike aircraft, and 6 operational conversion trainers.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> The last were retired in July 2022.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> Flown again for a military parade in November 2024, further status unknown.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>

{{#invoke
flag||Armenia}}
Template:BUL
  • Bulgarian Air Force – Three MiG-25RBTs (#731, #736 and #754) and one MiG-25RU (#51) aircraft were delivered in 1982. On 12 April 1984, #736 crashed near Balchik Airfield. The pilot ejected successfully. They were operated by the 26th Reconnaissance Aviation Regiment at Tolbukhin Airfield (today Dobrich) until their withdrawal. In May 1991, the surviving MiG-25s were returned to the USSR in exchange for five MiG-23MLDs.
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  • Belarus Air Force – Had up to 50 MiG-25s, including 13 MiG-25PDs; by 1995 the type had been withdrawn.<ref name="gfoxp112">Gordon 2007, p. 112</ref>
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Template:KAZ<ref>{{#invoke
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Template:Flag
  • Libyan Air Force – It was estimated that Libya had 94 MiG-25s and 3 MiG-25PUs. By mid-2008, Libya had 3 MiG-25PUs and 7 MiG-25RBs in service<ref>Template:Cite book</ref><ref>{{#invoke:citation/CS1|citation

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{{#invoke
flag||Russia|}}
Template:USSR
Template:SYR
  • Syrian Air Force – had 2 MiG-25Rs in service as of December 2022;<ref name="World Air Forces 2023">Template:Cite news</ref> further 16 MiG-25PDs, 8 MiG-25RBs and 2 MiG-25PUs trainers were received.<ref name="gfoxp1190">Gordon 2007, pp. 119–120</ref><ref name="WAF2016 p48">Hoyle Flight International 6–12 December 2016, p. 48.</ref>
Template:TKM
{{#invoke
flag||Ukraine}}
  • Ukrainian Air Force – Inherited 79 aircraft after the breakup of the USSR. They have been withdrawn from service soon after Ukrainian independence.<ref name="gfoxp1134">Gordon 2007, pp. 113–114</ref>

Aircraft on displayEdit

Belarus
  • 02053164 – MiG-25RBS on static display at the Stalin Line Museum in Loshany, Minsk.<ref>{{#invoke:citation/CS1|citation

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Estonia

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India

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  • MiG-25 on static display at Trishul Air Force Base at Bareilly Airport in Bareilly, Uttar Pradesh.<ref name="Bareilly" />
Latvia

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Russia

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  • 84030112 – MiG-25PD on static display at the Central Air Force Museum in Moscow.<ref>{{#invoke:citation/CS1|citation

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Ukraine

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United States

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Specifications (MiG-25P / MiG-25PD)Edit

File:Mikoyan-Gurevich MiG-25 3-view.svg
3-view drawing of MiG-25

Template:Aircraft specs

See alsoEdit

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ReferencesEdit

Notes

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Citations

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Bibliography

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External linksEdit

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