If people sell an upgrade with a capability any early 1980ies bomb release computer could do, then we know how poorly equipped the initial batch of -24MKs were

Pretty much a refitted CCIP, something being standard on fighter bombers from the 1980ies on. Tornados and F-16A had it.
http://en.wikipedia.org/wiki/Constantly_computed_impact_point

As said, that unveils a little bit the very basic avionics the -24MK had when being exported to Iran, Iraq and other countries.

Amazing, how easy you are making a fool out of yourself. The MK inherited complete weapon delivery system from the M model including soviet PGM bombs and missiles, everything available since late seventies in the USSR.
Uploaded video about the Su-24MK upgrade from Gefest. You can learn in details what the upgrade is about. Download fast, wont be there for long.

http://rapidshare.com/files/415707383/su-24mkupgrade-part1.avi

What about this US finding on 21F?

One of the most significant findings was the discovery that below 15,000 feet, the aircraft could not go supersonic. At low altitude, the severe buffeting simply prevented it from exceeding airspeeds of 685 mph or .98 Mach. This airspeed limitation was a major exploitable design flaw.
John Lowery is a veteran Air Force fighter pilot and freelance writer. He is author of five books on aircraft performance and aviation safety.
Can it be true ? Fighter with 57 deg sweep and 4.5% thick profile that experiences such a buffeting that can’t exceed .98 Mach?
I have more faith in what “Fighter Performance in Practice” book says.

The Mig-21 max. indicated airspeed limits written below were set due to airframe and engine component strenght and reliability margins as well as to ensure engine stable operation. You can read that in almost every Mig-21 manual “Rukovodstvo po Lyotnoy ekspluatacii”, therefore theories like “aileron effectiveness causing wing drop”, “severe buffeting at low altitudes” or another one just found here where they claim The Mig-21 engine driven fuel pumps could not keep up the fuel requirements in full afterburner, thus limiting the MiG-21 to 595 knots indicated airspeed from sea level to 16,000 feet. ” link: http://www.nationalmuseum.af.mil/factsheets/factsheet.asp?id=1333.
are dubious and debatable.

Mig-21F-13 with R11F-300
0 – 5000m …. 1100km/h
5000-12000m…1200km/h
exception> no mentioned

Mig-21PF/PFM/R/M with R11F2-300, R11F2S-300 or R11F2SK-300
0 – 2000m …. 1100km/h
2000-12500m…1200km/h
exception> during a combat readiness it is permited to fly up to 1300km/h at altitude 0-8000m, but when reaching or passing the max. speed limit a visual inspection of airframe and specific engine parts is executed during the post-flight check.

Mig-21MF with R13-300
0 – 11500m …. 1300km/h
exception> no mentioned

Mig-21BIS with R25-300
0 – 12000m …. 1300km/h
exception> no mentioned

P.S. What is the Mach number for indicated 1100km/h at an altitude 10000 feet ?
Some Mig-21 speed resctictions posted here. http://forum.keypublishing.co.uk/showthread.php?p=1582158&highlight=airspeed#post1582158

Okay what gives?
Please share the knowledge with me. 🙂

How about to read something before asking? There is a very good article in Aviacia i Vremia 4/1999 magazine answering all your questions. If you want to know more, please check it here at first.
http://www.farposst.ru/phpBB2/viewtopic.php?t=2400&postdays=0&postorder=asc&start=30

1,2 Mig-17AS were called modified Mig-17A and Mig-17F with a weapon system called AS-21 comprising the use of new unguided missiles the S-21(PU-21 launch rail) caliber 210mm or the TRS-190(PU-0-46 launch tube) with caliber 190mm. Guided Atolls had nothing to do with that, installed several years later on the Mig-17, according to the article in 1963. Mig-17A were occasionally called Mig-17 equipped with the VK-1A engine with a longer lifetime limit compared to VK-1, but with the afterburning VK-1F, airframes were renamed to Mig-17F.

3. Lim-6 inboard pylons were built-in for rocket pods MARS only.

Alone against 11 MiG’s hungry for blood…..
The series have some nice computer graphic but are for morons.

Totaly agree with you, I think I saw first two episodes and never heard so much BS at all in my life from old and senile US pilots. Like that one where one US pilot talking about how he tried to save his wingman life quickly loosing fuel by “literally” pushing his tail with its own a/c nose after a battle with hords of Migs over Vietnam. 😀 Since then, I never watched that again.

lol it was sarcasm for sure… but maybe your post was too….

yeah, long wires, had a beeeeer evening after a hot day…:diablo:

There are some errors inside, like 1967 in the first graphic.
The chance to kill oneself in such a desperate maneuver was much higher than to escape from that. The Nesher/Mirage 5 pilot had no problems to keep the initiative without such stunts. 😎

While it`s true that the Mig-21 pilot manual says about practicing Split-S maneuver to start from 20000feet, then going down to 10000feet, it surely doesnt mean you could not perform it even lower. Performing Split-S from an altitude of 4500feet with help of airbrakes to speed up the a/c rotation was considered still safe, but Fishbed pilot had to be aware what he is doing. If they are calling that suicidal Split-S from 3000 feet an unexploited low-speed maneuverability of the Mig-21, I take it as a heavy dose of sarcasm. Well, when pilots pray hard enough after doing stupid things, miracles happen.:D
http://www.mojevideo.sk/video/1c89/l_29_delfin.html
P.S. I wonder how much stuff was peppered in that Jew pilot story.

At first something serious to read about the Su-15.

http://rapidshare.com/files/57967511/AiV_62_03-01.rar

Not sure if mentioned before but Flagon`s main task was to intercept Mach2 bombers rather than B-52, to shot down targets flying up to 2500km/h and altitude 27km according to initial PVO requirements and later on, it did prove to be better than his predecessor Su-11 regarding weapon performance and flight characteristics. Speaking of inovations and novelties in the Su-15 design, how can one forget the change from the Mig-21 like inlet cone to two side-mounted intakes(prototype P-1 flew in 1957) allowing to fit more powerful radar into the interceptor`s nose than ever seen before in the USSR? The OREL-D radar had much greater range compared to fighter sized one and was the first radar in the USSR using early look-down, shot-down techniques called OLPS (Odno-Lutchevoy Prostranstvennoy Selekcii – Single Beam Space Selection ), what enabled to lock-on targets on earth background, but at medium and high altitudes only. The OLPS principle was later used as a supplementary method to doppler processing algorithms in more advanced soviet lookdown/shootdown RP-23, RP-25, RP-26 radars. Not to mention the R-98 missiles with much higher range, all aspect and low sensitivity to ground clutter compared to the RS-2-US,R-3S,R-3R and big enough to knock down a bomber from the sky with one hit. Following with the very complex SAU-58 flight control system allowing to carry out fully automatic, semi-automatic and manual target interceptions with help of datalinks Vozdukh-1M and Rubezh, all systems superior to those used with small Mig-21 fighter versions. I have no doubt that in sixties the Flagon was the most valuable asset in Soviet PVO, probably the reason why never exported abroad.
Of course the Flagon had its own downsides and diseases, but tell me what aircraft doesnt have them,… F-4 Phantom?:D

Sometimes an an affordable single role option is the best.

Totaly agree

Has anyone any idea what is the purpose of the black and yellow square stripes often seen painted on the air intake fence of the Su-15? is it for some sort of camera calibration or something?.

Safety-hazard markings on the SU-15, it says OCTOPOZHNO BO3DYXOZABOPNIK, “CAUTION INTAKE”

Hello guys,

Could anyone please help me with high-res cockpit photos of Newark museum Mig-23M? I`d really appreciate that, thanks in advance.
Martinez