yeah thats great Arthur, ta v. much 🙂

Here’s an Air Fleet article, I’d appreciate that other article, flex297 or Arthur 🙂
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MIKOYAN’S BOMBER

By Yuri Mikhailov

The advent of a new fighter-bomber fielded with the Soviet Air Force a
quarter of the century ago attracted a rather scant attention. However, the
MiG-27’s quiet arrival did not prevent the aircraft from turning out to be a
most mass-produced warplane of the Soviet fighter-bomber fleet. Owing to its
raptorial-looking nose section, ground crews were quick to dub it ‘Gena the
Crocodile’ though the second moniker – Platypus – stuck to it too. In 1993,
Russian Air Force command took a decision to retain only two- or
more-engined aircraft in the RusAF inventory, which led to the gradual
phasing the MiG-27 out of the active fleet to storage facilities to be
mothballed and then scrapped. However, the MiG-27 has not used up all of its
capabilities. The fighter-bombers’ flying performance still meet the most
stringent requirements. As far as their service life is concerned, they
could have remained operation at least till 2010-2015. However, the decision
taken was different. Alas…

PRELUDE

The later fifties were the time of an upsurge of the supersonic
fighter-bomber jets. Worldwide, most militaries had no doubts as to their
capabilities. In theory, their pilots were supposed to deliver fast strikes
at long ranges off their bases and counter attacks of enemy fighters. By the
late fifties, nuclear weapons came from the ‘strategic’ altitudes down to
the tactical level and joined the weapons suites of the F-100, F-105 and
Su-7B fighters. In the mid-sixties, the Air Force operational doctrine was
focused specifically on waging nuclear warfare. The first bell rang during
the Vietnam War, during which the complex and expensive US-made F-105
fighter-bomber tailored to deliver nukes during complex manoeuvring proved
to be inefficient against pinpoint targets. Its low survivability resulted
in enormous losses to small-calibre antiaircraft artillery (AAA) and
machineguns.
Combat experience gained from the wars waged in Vietnam, Indo-China and the
Middle East showed that air forces needed, first of all, a rather
lightweight strike aircraft capable of operating over the forward edge of
the battle area (FEBA), destroy enemy armour and other moving targets, mess
up the enemy’s immediate trains area and disrupt his lines of communication
to provide battlefield interdiction and deny the enemy reinforcements from
augmenting his main force. Such an aircraft was supposed to haul a large
number of conventional, rather small-calibre ordnance and needed good
lookdown capability for the pilot to be able to independently spot pinpoint
ground targets.
The deficiencies of Soviet fighter-bombers were graphically revealed in
large-scale Exercise Dnepr held in the summer 1967 in Belorussia. When
providing close air support (CAS) to the ground troops, second-generation
Su-7B and MiG-21 aircraft performed inferior to the MiG-17s that were more
efficient in finding, identifying and wiping it out in a single pass.
At first, the MiG-23 ‘frontline interceptor’ then in development, in fact,
as a multirole aircraft was intended to fill in the new CAS requirement.
Given promising prospects of the swing wing in frontline aircraft, the
Mikoyan design bureau in 1969 launched an effort to derive strike variants
from the MiG-23 fighter, having offered a MiG-23B fighter-bomber conceptual
design. The latter differed from its baseline model solely in featuring some
special avionics and weapons.
In early 1968, the Sukhoi design bureau launched its very own effort to
build a dedicated ground attack aircraft. In August 1968, Sukhoi
disseminated a T-8 light attack aircraft (the future Su-25) among the NTK
Scientific and Technical Committee of the Soviet General Staff, Air Force
Main Staff, Ministry of Aircraft Industry and Naval Main Staff. However, the
project was given a cold shoulder. The NTK committee issued a conclusion
saying such a aircraft was not necessary, the Air Force’s leading research
institute suggested carefully that the work be continued, with the rest just
keeping mum. In early 1969, then Soviet Defence Minister A.A. Grechko
addressed Aircraft Industry Minister P.V. Dementyev suggesting the tender
for competing light attack aircraft designs be held. As a result, March 1969
witnessed the Mikoyan, Sukhoi, Ilyushin and Yakovlev design bureaux being
tasked for develop their light subsonic attack aircraft conceptual designs
to be selected during a tender.
Artyom Mikoyan’s design bureau unveiled its MiG-21 fighter upgrade
programme. One of the MiG-21’s versions, 27-11 whose full-sized mockup had
been built by Mikoyan, featured an ogival wing similar to that of the
MiG-21I (21-11) built in 1968 to research into the Tu-144’s wing. The second
option – 27Sh – had a trapezoid wing. Both aircraft were to be fitted with
side-mounted air intakes and canted nose section to provide better view from
the cockpit.
The TsAGI did not bolster the Mikoyan design bureau’s 27-11 ogival wing
light combat aircraft design, with Mikoyan himself favouring the swing-wing
configuration. In addition, developing a radically new design would have
cost the country an arm and a leg. Given the above considerations,
preference was given to the strike aircraft design based on the MiG-23
fighter. In 1969, a conceptual design of the MiG-23Sh [Sh standing for the
first latter in the Russian word ‘shturmovik’]. The aircraft was featuring a
redesigned nose section for better view, armour protection and payload
increased by far. In 1970, the directive of the Ministry of Aircraft
Industry authorised the developing of the MiG-23B (32-24) fighter-bomber
from the MiG-23Sh project.

MiG-23B

The new warplane was not supposed to fly large Mach at medium and high
altitudes, which allowed the designers to abandon the variable air intake by
immobilising the ramp permanently. This led to a drop in weight and a hike
in reliability, with the maximal Mach being reduced down to 1.7. The nose
section of the airframe ensured an excellent frontal/downward field of
vision for the pilot. The Sokol-23 sighting system comprised an analogue
computer, the Fon laser rangefinder, ASP-17 gun sight, PBK-3 pitchup
ordnance release sight, KN-23 navigation suite and improved SAU-23B flight
control system, and featured high accuracy of shooting and navigating. The
cockpit’s armoured sides, integrated active electronic countermeasures (ECM)
capability, new radar warning receiver and use of inert gas to protect the
fuel tanks enhanced the survivability of the aircraft in combat. Tested on
the MiG-23’s prototype 23-41, the more efficient AL-21F-3 engine as well as
an extra fuel tank installed aft the cockpit extended the range. The maximum
payload grew up to 3,000 kg. The weapons suite was augmented with Kh-23
air-to-surface radio-frequency (RF) guided missiles and R-3S short-range
air-to-air missiles to kill air targets.
In January 1971, the first MiG-23B prototype (a.k.a. 32-21/1, side number
321) was completed. On 18 February 1971, test pilot A.V. Fedotov took it off
for its maiden flight. Nowadays, the aircraft could be seen at the Khodynka
aviation museum. Built in 1971, the second and third prototypes of the
MiG-23B had the second-version wing featuring the so-called ‘tooth’ similar
to that of earlier production MiG-23M. The wing area was increased through
extending the leading edge, though no slats were present yet. The trials
proved the MiG-23B featured rather good characteristics. Test pilot Fedotov
flew over 1,000 km at an altitude of 600 m with no external fuel tanks (for
instance, the Jaguar flies 100 km less in the same circumstances). When
operating against ground targets, the aircraft proved to be 1.5 times more
effective over the MiG-23M fighter.
In 1972, MiG-23B series production was launched by the Znamya Truda
Moscow-based Machinebuilding Plant (currently the P. Voronin Production
Centre of the MiG Aircraft Company). In 1972-1973, the plant rolled out 24
aircraft used for trials and developing sophisticated avionics and weapons
suites.
The further derivative of the MIG-23B was the MiG-23BN (32-23) built in
1973. Like other production MiG-23M fighters, it was fitted with the
third-version wing with four-section deflectable slats. The AL-21F-3 engine
had to be replaced with the less efficient R29-300 turbojet (the same one
that powered the MiG-23M) that was replaced later with the R29B-300. There
were several reasons for doing so. Firstly, AL-21F-3s were vitally needed
for being installed into Su-24 and Su-17M aircraft and were then in short
supply. Secondly, the MiG-23BN was supposed to be widely exported while the
AL-21F-3 engine was not authorised for export due to its being a
sensitive-technology item. And, finally, the use of the R29B-300 ensured the
commonalisation of the powerplants of the fighter and strike aircraft, which
was important for foreign clients. The sight/navigation system was improved
and re-designated as Sokol-23N, with the rest of the systems remaining
virtually the same.
The plane’s series production was launched in 1974 at the Znamya Truda
Moscow-based Machinebuilding Plant and was terminated in 1985. The plant
have built a total of 624 MiG-23BN aircraft, with most of them being
exported, though some of the Soviet Air Force air regiments were fielded
with them too. The Warsaw Pact member nation were furnished with so-called
Configuration ‘A’ aircraft while third-world countries were supplied with
Configuration ‘B’ ones. The former were virtually identical to their
Soviet-operated counterparts, with the latter having somewhat simplified
avionics and armament as well as different national identification system.
The MiG-23BN was exported to Afghanistan, Algeria, Angola, Bulgaria,
Hungary, Egypt, East Germany, India, Iraq, Cuba, Libya, Nigeria,
Czechoslovakia, North Korea, Ethiopia, South Yemen, Syria and the Sudan.
The MiG-23BN deliveries to the Indian Air Force were launched in 1981. The
Indians designated the aircraft as Vijay. A total of 95 aircraft were
exported to outfit four squadrons. By 2000, the Indian Air Force had
operated three MiG-23BN squadrons, with one of them being deployed in
Halwara in the vicinity of the Indian-Pakistani border and the other two in
Jodhpur at a longer distance from the border.
According to Flight International (28.11-04.12.2000), nowadays, the MiG-23BN
is in the inventory of the air forces of the following nations – Algeria (40
aircraft), Bulgaria (5), Cuba (45), Ethiopia (18), India (65), Iraq (60
MiG-23s of various versions), Libya (40), Syria (60) and Yemen (25 aircraft
including MIG-23UB combat trainers).
MiG-23s became regulars of all major local wars of the 1970s and 1980s.
These aircraft were widely used in Lebanon in the summer 1982. From 6 June
to 11 June 1982, a Syrian air regiment delivered several lethal strikes deep
in the Israeli rear area destroying in the process 80 tanks and around two
Israeli infantry battalions, according to the Syrians. According to Soviet
military instructors who worked then in Syria, a MiG-23 that had lost its
way in the haze failed to locate its target (an Israeli tank unit), exited
Lebanon and suddenly found itself over Haifa. The aircraft roared over the
city, dropped its 16 FAB-100 bombs on an enemy combat vehicle convoy, flew
over the sea and returned to its base, having taken a single hit only.
MiG-23BN were a success in Angola when clobbering South African and UNITA
positions and lines of communication. It is known that after the South
African troops were kicked by the Cubans from a southern Angolan town, there
was a telling inscription found on a wall of a damaged building, reading
‘The MiGs struck us in our heart!’
During the Iran-Iraq war, MiG-23BNs would strike at petroleum terminals and
ships in the Persian Gulf. Some of the Iraqi MiG-23BNs were fitted with
irretractable air refuelling probes dismounted from Mirage F1EQ fighters. In
addition, Iraqi MiGs were capable of carrying French-made ATLIS surveillance
and target designation pods that extended the Kh-29L guided missiles’ launch
range from 8-10 km to 14 km. The heaviest use of Iraqi MiGs took lace in
1986-1987 during the ‘petroleum war’. On 12 August, the island of Shirri
with its petroleum fields was raided. The petroleum terminal at the island
of Kharq was destroyed. 25 November 1986 witnessed the strike at the
newly-built petroleum terminal at the island of Loraq in the Hormuz Strait.
The Iranians believed that, being far away from enemy air bases, their
facilities would be safe but Iraq employed its MiG-23BN aircraft tanking up
from Antonov An-12 tanker planes.

MiG-27

In the early 1970s, the airborne digital computers made by the
Elektroavtomatika design bureau (Leningrad) began being integrated into the
avionics suites of some aircraft. One of the first warplanes to be fitted
with the new gadget was the MiG-25R reconnaissance aircraft featuring the
Peleng navigation system. The advent of the digital computer ensured
expanded combat capabilities of fighter-bombers too. It is that computer
that became a dramatic difference between the MiG-27 aircraft family from
MiG-23Bs and MiG-23BNs.
The firstborn of the MiG-27 family was the MiG-23BM (32-25). Its prototype
(32-25/1, side number 351) was a derivative of an AL-21F-3-powered MiG-23B.
On 17 November 1972, test pilot V.Ye. Menitsky flew it for the first time.
The MiG-27 featured a series of design distinctions making it different from
its predecessor. The main distinction was the 6-barrelled 30-mm automatic
cannon that ousted the 2-barrelled GSh-23L 23-mm automatic cannon. The new
cannon proved to be a major pain in the neck for the designers and test
pilots. Its high rate of fire of 6,000 rpm, high bore pressure and awesome
kick were hard to be married with the aircraft. Still, the cannon was
debugged and included into inventory.
The aircraft’s payload reached 4,000 kg, with the MiG-23 strike variant
finally equalling the Su-17M as far as their payloads were concerned. The
belly-mounted hardpoints were moved to the lower surface of the air ducts
and equipped with BDZ-UMK pylons. The MiG-27 was nuclear-capable being able
to carry tactical nukes on its dedicated BD-ZUSK bomb rack. To that end, the
aircraft was fitted with the relevant control system and control panel for
entering nuke authorisation codes into the munition blocking device, as well
as with the safety and arming system.
In addition to the digital computer, the sight/navigation suite comprised
the KN-23 navigation system with the V-114 computer, the SAU-23B-1 automatic
flight control system, the Fon laser rangefinder and the S-17VG
cockpit-mounted sighting device. Progress in radars and surface-to-air
missile systems prompted the introduction of the electronic countermeasures
(ECM) system to the aircraft, comprising the SPO-10 Sirena-3M radar warning
receiver (RWR) and two KDS-23 IR decoy/chaff dispensers.
MiG-23BM series production was launched at the Irkutsk-based aircraft
factory. This move was further contributed to by the fact that Irkutsk-based
personnel were familiar with the new MiG’s design since the latter had much
in common with that of the MiG-23UB twin-seat combat trainer whose
production was launched by the factory in 1970. By 1977, there had been 360
MiG-23BM manufactured. In February 1975, the aircraft was designated as
MiG-27 (‘Item 23BM’) and fielded with the Air Force.
In the late sixties, the Soviet Union launched a research effort to find out
if a powerful laser rangefinder/target designator and semiactive laser
beam-riding missiles could be mounted on frontline strike aircraft. In 1971,
work on the KAB-500 laser-guided bomb commenced, with the bomb’s homing
device being supposed to be able to ensure an in-flight acquisition of the
return laser signal reflected by the target. In 1972, the government
authorised research and development of the Kh-29L missile to knock off a
wider spectrum of frontline hardened targets. Al the above required new
MiG-27 derivatives.
1974 saw the conversion of a MiG-23BM into the MiG-23BK fighter-bomber
(‘Item 32-26’). The 32-26/1 (side number 361) first flew on 30 December 1974
with test pilot A.G. Fastovets at the controls. Following the completion of
lengthy trials owing to the sophistication and radical novelty of the
sighting/navigation system, the aircraft was put in series production at the
Irkutsk aircraft plant. in 1976-1982, there were 197 aircraft built to be
dubbed MiG-27K following their fielding in 1980.
The aircraft featured the PrNK-23K sighting/navigation system built around
the new-generation Orbita-20-23K digital computer that ensured a series of
new operating modes, for instance, such as target correlation tracking with
automatic switching to programme-correctable tracking. The widened nose
section of the fuselage housed the Kaira-1 laser/TV sighting system
developed specially for that aircraft by the Geofizika design bureau. The
Kaira-1’s TV channel featured a image contrast intensification capability,
which extended the BVR target acquisition range in adverse weather. The
laser channel’s wide angles of sight enabled the aircraft to deliver smart
bombs, with target illumination being performed rearwards in level flight.
After acquiring a target, painting it with the laser target designator and
releasing guided weapons, the pilot would enjoy better manoeuvrability since
the digital computer would keep the laser beam fixed on the target
automatically. The Kaira-1 also was capable of tracking invisible stationary
target whose coordinates had been pre-programmed.
The ability to strike from a stand-off range outside the effective range of
small arms and man-portable surface-to-air missiles enabled the designers to
get rid of the armour plates covering the sides of the cockpit. However, the
experience gained in combat prompted the developer to reconsider, with some
aircraft re-gaining their side armour plates and two BVP-50-60 IR
decoy/chaff dispensers as a result of upgrade and repairs.
The Barrier featuring a low degree of effectiveness having being dismounted,
it saved space and weight for the MiG-27 to be outfitted with new
derivatives of the Siren jammer. The SPO-10 radar warning receiver was
replaced by a more capable SPO-15L Beryoza-L system of the Omsk-based TsKB
Avtomatiki design bureau. The Beryoza-L is capable of both warning the pilot
that his aircraft is being illuminated and identifying the type of the radar
storing in memory up to six radar types. It also informs the pilot as to
what kind of hazard they present. Being an extension of the fixed wing and
featuring greater length, the leading edge root extension (LERX) housed two
forward-looking wide-band antennas. The LERX, later introduced in other
MiG-27 derivatives as a result of the further development effort, enhanced
the aircraft controllability at high angles of attack, primarily, during
take-off and landing.
The new equipment and sighting system enabled the MiG-27 to fire a wider
range of weapons. They significantly enhanced the aircraft’s capability as
regards the use of guided weapons, this being exactly what the derivative
had been designed for. It allowed the MiG-27 to carry laser-guided missiles
and bombs, namely the Kh-25, Kh-29L and KAB-500L. Later, the aircraft’s
arsenal was further enhanced by the KAB-500Kr TV-guided fire-and-forget
bomb. The MiG-27 could launch several type missiles. The Kh-23M was equipped
with the Delta-NG (NG-2) control unit housed in an external container, which
made it possible to free part of the extremely crammed airframe and use the
weapons more flexibly. The MiG-27 was first enabled to fire the Kh-25
missile and later, in the early 1980s, it was further enhanced by heavy
weapons, namely the Kh-29L semi-active laser-guided missile and Kh-29T
TV-guided missile. They had to be fired from the AKU-58 pylon rail launchers
in order to prevent engine surge and damage to the aircraft from the
powerful missile engine torch. The R-60M IR-guided air-to-air missiles could
be employed for self-defence.
In 1978, the MiG-27 was first used to test and later outfitted with the
Kh-27PS anti-radiation missile with two interchangeable passive seekers. The
Vyuga target designator and control unit was accommodated in an external
pod. In the mid-1980s, a more capable Kh-31P air-to-radar missile boasting
superb characteristics was tested. The MiG-27K was one of the aircraft
involved in the tests. During the tests, it carried two missiles mounted on
the AKU-58 pylon launchers and a flight data recorder pod. The search for
operating radars and the seekers’ programming were done prior to the launch
by the guidance unit housed in a detachable container.
In 1976-1977, the MiG-23BK served as the baseline model to develop the
MiG-27R tactical reconnaissance plane fitted with a side-looking airborne
radar (SLAR) in a belly-mounted pod.
The MiG-27K combat efficiency increased manifold – now a mere four MiG-27Ks,
dubbed Kaira by pilots, could accomplish a mission usually assigned to seven
MiG-27s. Till the late-1970s, the MiG-27K had been second to none in the
Soviet tactical aircraft fleet. Even following the arrival of the Su-24M
bomber, the MiG-27K remained on a par with it as regards the range of
weapons used.
The new MiG-27K’s equipment being rather expensive, the aircraft never made
it to mass-production. During the Kaira’s refinement effort, test-pilots
often made mistakes whilst handling the aircraft. Later, however, thanks to
concerted effort on the part of the Lipetsk Combat Training and Conversion
Centre, rookie pilots, who flew only one-type aircraft, could easily operate
the plane having completed a specialist training course. The two MiG-27
versions guaranteed that the Mikoyan design bureau would maintain its
superiority with respect to the Sukhoi design bureau with its family of
Su-17s, even in case the MiG-27K refinement programme lagged behind the
schedule. For this very reason, M. Valdenberg had insisted that two
versions, the MiG-27K (32-26) and MiG-27M (32-29), be developed. Among the
MiG-27M’s major advantages were ease of training and operation allied to its
lower cost.
In April 1976, one of the production MiG-27s was retrofitted into a MiG-27M
prototype (32-29/1, side number 91). The tests completed, the Ulan-Ude
aircraft building plant launched the aircraft’s series production. The joint
statement by the Ministry of the Aircraft Industry and Soviet Air Force (AF)
said, “Considering the success of the official trials of the Kh-29T-equipped
MiG-27 and an urgent need of the Air Force for such an aircraft, the
following decision has been taken:
1. The Ministry of the Aircraft Industry shall manufacture a batch of 120
MiG-27Ms fitted with the Kh-29T control system, with 15 aircraft to be
produced in 1978, 25 aircraft – in 1979, 30 aircraft – in 1980 and 50
aircraft – in 1981.”
In 1977-1984, the plant produced a total of 162 aircraft.
The MiG-27M was outfitted with the PrNK-23M sighting/navigation system that
was superior to that of the MiG-27, though lacking the TV channel inherent
in the Kaira. The system was built around the Orbita-10-15-23M digital
computer and comprised the Klyon-PM laser rangefinder/target designator and
S-17VG-1 sighting device in the cockpit. Some components of the airframe,
control system, etc. were updated.
The Klyon-PM laser rangefinder/target designator was developed by the
Uralsky Optical and Mechanical Plant especially for the MiG-27M. It was
capable of both ranging the target (like the Fon system mounted on the
MiG-27) and designating it by a laser beam to cue semi-active laser-guided
air-to-surface missiles. The Klyon’s moving mirror could deflect both in
azimuth and elevation, which ensured restricted manoeuvrability during the
attack, though to a lesser extent as opposed to the Kaira.
Like the MiG-27K, the MiG-27M could carry the whole range of bombs, except
semi-active laser-guided bombs. The Klyon-PM made it possible to kill
targets by the Kh-25, Kh-25ML and Kh-29L missiles, while the IT-23 TV
display in the cockpit allowed the pilot to fire the Kh-29T TV-guided
missile and KAB-500Kr TV-guided bomb. The MiG-27M could also be armed with
the Kh-23 and Kh-25MR command-guided missiles. In this case, the Delta-NG2
system was housed in an external pod, as with the Vyuga system of the
Kh-27PS or Kh-25MP anti-radiation missiles.
In testing and operating the MiG-27M, it became clear that it was far more
capable than the MiG-27 and on a par with the MiG-27K, as far as some of its
characteristics were concerned. As a result, a decision was taken to upgrade
the MiG-27 fleet to the MiG-27M configuration. The first updated MiG-27 flew
in 1982. Since 1983, the Irkutsk aircraft building plant and a number of
other aircraft repair companies refurbished 304 warplanes, from that time on
designated as MiG-27D (32-27). The work was completed in 1987.
Unlike MiG-23BN, the MiG-27 fighter-bombers saw virtually no combat. In
October 1988, a regiment of MiG-27s was dispatched to the city of Shindand
(Afghanistan) where it remained operational till February 1989. During the
Afghan war, MiG-27s were deployed to some border airfields and tasked with
flying daytime air defence missions instead of the fighters relocated to
Afghanistan. The aircraft’s under-wing hardpoints mounted two launchers
carrying four R-60 short-range air-to-air missiles. The MiG-27 was equipped
with an underbelly fuel tank. The planes were cued from the ground until
visual contact with the target was established. In May 1999, Indian MiG-27s
were used to bomb the positions of foreign mercenaries, who had invaded the
Indian state of Jammu. It is noteworthy that at least twice the MiG-27s have
encountered ‘flying saucers’. The first encounter took place during an
exercise at the Kingisepp firing range, 110 km away from St.Petersburg. The
second one is mentioned in the memoirs by test pilot V. Menitsky.
The MiG-27 was the first Soviet fighter-bomber to be used for pitch-up and
navigational bombing. They were also fitted with video recorders. The
project provided for a number of upgrade packages, including the
installation of new optronic systems, for example, a more capable Ryabina
system compatible with the Klyon. Unlike the latter, the Ryabina had a
low-visibility TV channel. The fighter-bomber capabilities could be further
enhanced by pod-mounted optronic equipment and small-sized millimetric- and
centimetric-band radars to designate targets in the high-resolution mode or
to be used against naval targets.
The MiG-27 was widely employed for experimental work, too. Worth mentioning
is an attempt to equip the aircraft with an arrester hook for deck-landing
training. Providing outstanding view from the cockpit, MiG-27 No. 603 was
the first to land with the use of the Svetlana arresting gear on the Nitka
ground-based training facility in the Crimea in the early 1980s.

MIG-23BN AND MIG-27 IN INDIA

The MiG-23BN was the winner of the competition to supply an off-the-shelf
aircraft as a replacement for the obsolescent Su-7BMK fighter-bomber of the
Indian Air Force. Being surprised by the aircraft’s superb characteristics,
the Indians soon paid attention to the more sophisticated MiG-27, too. In
the early 1980s, Moscow and New Delhi signed an agreement to license produce
the MiG-27 in India.
The Irkutsk aircraft building plant received the MiG-27 design and
production records from Ulan-Ude and became the prime contractor to
implement the above project. The export derivative, dubbed the MiG-27ML
(32-29), was similar to the Soviet-operated version. However, it carried a
different set of weapons and was fitted with different IFF systems. The
MiG-27ML was equipped with the PrNK-44L sighting/navigation system built
around the Orbita-10-15-44L digital computer.
The first set of components for the licensed MiG-27M was produced in Irkutsk
in 1985. On 11 January 1986, the first Indian MiG-27 made its maiden flight.
In India, the aircraft were designated as Bahadur. The first batch of 50
MiG-27s was assembled by the Indian HAL Corporation in the city of Nasik
using Soviet-made components. In 1988, India started building Bahadurs using
Indian-made components. The MiG-27 officially entered service with the
Indian Air Force on 11 January 1986. In 1996, India built 165 aircraft and
the MiG-27M production stopped. According to Flight International, in 2000
India operated 135 MiG-27Ms.

MIKOYAN UPGRADE PROGRAMME

The Mikoyan design bureau has been engaged in updating the MiG-23 aircraft
for over 30 years now. At different times, the upgrade effort was led by
chief designers A. Minayev (1970-1), G. Sedov (1971-97), V. Novikov (since
1997), deputy chief designers V. Mikoyan, V. Lavrov, M. Valdenberg and G.
Dementyev (sponsors of the fighter-bomber programme), V. Vorobyev, V.
Kraynov, etc. In 1999, A. Popov in the capacity of deputy chief
designer/programme director was appointed head of the project.
In the mid-1990s, both the Mikoyan design bureau and its Indian partners
kept on working on improving the MiG-27M. An attack derivative designated as
MiG-23B-98 (MiG-27-98) became the baseline model. It was displayed at the
Bangalor Air Show in 1998. The MiG-23B-98 featured:
– an on-board automated control system with pilot interface (the MVK digital
computer with a data control link to the space-based navigation system, a
multifunctional colour liquid-crystal display with buttons and a
multifunctional panel) providing a data link through a data exchange
multiplex channel (1553B international standard);
– Hands On Throttle And Stick (HOTAS) controls;
– a new fire-control system.
The use of special radiation absorbent coatings has considerably reduced the
aircraft’s radar signature. A wide range of optional equipment is available,
including an enhanced electronic countermeasures (ECM) system, an in-flight
refuelling probe, a pod-mounted round-the-clock target acquisition radar to
fire laser-guided weapons, a pod-mounted Kopyo multifunctional radar,
air-to-radar target designation and acquisition equipment, pod-mounted
measurement and sight intelligence (MASINT) equipment, etc.
The improved MiG-27-98 can carry the following precision-guided munitions:
– four R-73E air-to-air missiles;
– six R-60 (R-60M) missiles;
– two Kh-31P anti-radiation missiles, Kh-31A anti-ship missiles and Kh-29
air-to-surface missiles;
– four Kh-25 missiles and KAB-500 guided bombs.
The upgrade programme also provides for the installation of Western-made
avionics, for example, the IFF-405A and ARC-610A systems, VUC-201A radio,
RAM-700A altimeter, state-of-the-art radar warning receivers and a new
flight-data recorder. All that will make it possible for the MiG-27M to
remain operational well into the first decade of the 21st century.

MIG-27M CHARACTERISTICS

Length 17.10 m
Wingspan 7.80/13.965 m
Wing area 37.35-34.16 m2
Height 5.77 m
Normal take-off weight 18,100 kg
Max take-off weight 20,670 kg
Max internal fuel 4,650 kg
Max payload 4,000 kg
Max speed at high altitudes 1,800 km/h
Max low-level speed 1,350 km/h
Service ceiling 15,500 m
G-limit 7.0
Run 950 m
Roll 900 m

Most likely.

“Inertial” is “inertsial’no”, apparently, so that doesn’t start with N…

Question for Vympel: Do you know of many Russian avaition sites with English?

I notice your news reports usually come direct from Russian sources. I would like to know more, as I have a keen interest in that news too.

Cheers.

http://www.royfc.com/cgi-bin/today/acft_news.cgi

Thats where Vympel gets his news- in English.

Yeah, I expect that Tumansky’s 3 spool R67-300 might have been inspired by the RB199 however…

djnik, it is well known that the USSR recovered a lot of stuff from Vietnam. They didn’t get a flyable F-4 or F-111, but they did get:

AIM-7E (from a Navy F-4 Phantom II that crashed in shallow water)
AIM-9G/H
Paveway
Walleye
J-79 engine
F-111 ejection capsule

plus more stuff, I am sure.

They also acquired several F-5s which were flown against Soviet fighters.

This early MiG-29 configuration would lend itself to a single AL-31F powerplant….