MiG-25 Foxbat (Wallpaper 3)
Tuesday, November 15, 2011
image dimensions : 1200 x 760
MiG-25 Foxbat (Wallpaper 3)
Three. MiG-25 Foxbat, widescreen, wallpaper, Mikoyan-Gurevich, Jet, Fighter, Russian, Soviet, Air Force, Attack, Aircraft, Airplane. Photo, image, picture, review, specification.
The Mikoyan-Gurevich MiG-25 (NATO reporting name "Foxbat") was a super fast interceptor and reconnaissance/bomber aircraft (its speeds are still not matched today!) designed by the Soviet Union's Mikoyan-Gurevich bureau. First flown as a prototype in 1964, it entered service in 1970. With a top speed of Mach 3.2(however the engines would blow up at that speed), a powerful radar and four air-to-air missiles, the MiG-25 worried Western observers and prompted development of the F-15 Eagle. The aircraft's true capabilities were not discovered until 1976 when Viktor Belenko, a Soviet MiG-25 pilot, defected to Japan. Subsequent analysis revealed a simple-yet-functional design with vacuum-tube electronics, two massive turbojet engines, and sparing use of advanced materials such as titanium. The MiG-25 series had a production run of 1,190 aircraft. The MiG-25 flew with a number of Soviet allies and former Soviet republics and it remains in limited service in Russia and several other nations. The MiG-25 'Foxbat', despite Western panic about its tremendous performance, made substantial design sacrifices in capability for the sake of achieving high speed, altitude, and rate of climb. It lacked maneuverability at interception speeds, was difficult to fly at low altitudes, and its thirsty turbojet engines resulted in a very short combat range at supersonic speeds. The MiG-25's speed gauge was redlined at Mach 2.8, and pilots were instructed not to top Mach 2.5 in order to preserve the engines. Achieving the MiG-25's maximum speed of Mach 3.2 would result in the destruction of the engines. The MiG-25's radar was also powerful enough to burn through the electronic countermeasures (ECM) of enemy aircraft.[citation needed] The radar's power system operated on vacuum tubes, which may seem odd to Western observers, but their use was very practical for the Soviets and served them well, including reduced susceptibility to damage from the electromagnetic pulses generated by nuclear explosions. Nonetheless, the Foxbat proved to be more useful in the reconnaissance role than as an interceptor. A true understanding of the strengths and failings of the MiG-25 by the West came in 1976. On 6 September, a PVO pilot, Lt. Viktor Belenko, defected to the West, landing his MiG-25P at Hakodate Airport in Japan. It was carefully dismantled and analyzed by the Foreign Technology Division (now the National Air and Space Intelligence Center) of the United States Air Force, at the Wright-Patterson Air Force Base near Dayton, Ohio. After 67 days, the aircraft was returned to the Soviets in pieces. The analysis showed some surprising facts: Belenko's particular aircraft was brand new, representing the very latest Soviet technology. The aircraft was assembled very quickly, and was essentially built around its massive Tumansky R-15(B) turbojets. Welding was done by hand and construction was relatively crude. As in many Soviet aircraft, rivet heads were left exposed in areas that would not adversely affect aerodynamic drag. The aircraft was built of a nickel-steel alloy and not titanium as was assumed (though some titanium was used in heat-critical areas). The steel construction contributed to the craft's massive 64,000 lb (29,000 kg) unarmed weight. The majority of the on-board avionics were based on vacuum-tube technology, not solid-state electronics. Seemingly obsolete, vacuum tubes were actually more tolerant of temperature extremes, thereby removing the need for providing complex environmental controls inside the avionics bays. In addition, the vacuum tubes were easy to replace in remote northern airfields where sophisticated transistor parts may not have been readily available. As with most Soviet aircraft, the MiG-25 was designed to be as rugged as possible. Also, the use of vacuum tubes makes the aircraft's systems more resistant to an electromagnetic pulse, for example after a nuclear blast. Thanks to the use of vacuum tubes, the MiG-25P's original Smerch-A (Tornado, NATO reporting name 'Foxfire') radar had enormous power %u2014 about 600 kilowatts. The airspeed indicator was redlined at Mach 2.8, with typical intercept speeds near Mach 2.5 in order to extend the service life of the engines. An Egyptian MiG-25 was tracked flying over Israel at Mach 3.2 in 1973, but the flight had resulted in the destruction of its engines. 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 decommissioned the airframe. Combat radius was 186 miles (300 km), and maximum range on internal fuel (at subsonic speeds) was only 744 miles (1,200 km). In fact, Belenko had only just made it to Japan without running out of fuel %u2014 without sufficient fuel for a carefully planned landing, he narrowly missed a commercial airliner taking off, and overran the available runway on landing. As the result of Belenko's defection and the compromise of the MiG-25P's radar and missile systems, beginning in 1978 the Soviets developed an advanced version, the MiG-25PD ('Foxbat-E'), with a new RP-25 Saphir look-down/shoot-down radar, infrared search and track (IRST) system, and more powerful engines. About 370 earlier MiG-25Ps were converted to this standard and redesignated MiG-25PDS. About 1,186 MiG-25s were produced before production ended in 1984, and the type was exported to Algeria, Bulgaria (3 MiG-25R and 1 MiG-25RU until 1992), India (until 2006), Iraq, Libya, and Syria. Modest numbers remain in service.
Three. MiG-25 Foxbat, widescreen, wallpaper, Mikoyan-Gurevich, Jet, Fighter, Russian, Soviet, Air Force, Attack, Aircraft, Airplane. Photo, image, picture, review, specification.
The Mikoyan-Gurevich MiG-25 (NATO reporting name "Foxbat") was a super fast interceptor and reconnaissance/bomber aircraft (its speeds are still not matched today!) designed by the Soviet Union's Mikoyan-Gurevich bureau. First flown as a prototype in 1964, it entered service in 1970. With a top speed of Mach 3.2(however the engines would blow up at that speed), a powerful radar and four air-to-air missiles, the MiG-25 worried Western observers and prompted development of the F-15 Eagle. The aircraft's true capabilities were not discovered until 1976 when Viktor Belenko, a Soviet MiG-25 pilot, defected to Japan. Subsequent analysis revealed a simple-yet-functional design with vacuum-tube electronics, two massive turbojet engines, and sparing use of advanced materials such as titanium. The MiG-25 series had a production run of 1,190 aircraft. The MiG-25 flew with a number of Soviet allies and former Soviet republics and it remains in limited service in Russia and several other nations. The MiG-25 'Foxbat', despite Western panic about its tremendous performance, made substantial design sacrifices in capability for the sake of achieving high speed, altitude, and rate of climb. It lacked maneuverability at interception speeds, was difficult to fly at low altitudes, and its thirsty turbojet engines resulted in a very short combat range at supersonic speeds. The MiG-25's speed gauge was redlined at Mach 2.8, and pilots were instructed not to top Mach 2.5 in order to preserve the engines. Achieving the MiG-25's maximum speed of Mach 3.2 would result in the destruction of the engines. The MiG-25's radar was also powerful enough to burn through the electronic countermeasures (ECM) of enemy aircraft.[citation needed] The radar's power system operated on vacuum tubes, which may seem odd to Western observers, but their use was very practical for the Soviets and served them well, including reduced susceptibility to damage from the electromagnetic pulses generated by nuclear explosions. Nonetheless, the Foxbat proved to be more useful in the reconnaissance role than as an interceptor. A true understanding of the strengths and failings of the MiG-25 by the West came in 1976. On 6 September, a PVO pilot, Lt. Viktor Belenko, defected to the West, landing his MiG-25P at Hakodate Airport in Japan. It was carefully dismantled and analyzed by the Foreign Technology Division (now the National Air and Space Intelligence Center) of the United States Air Force, at the Wright-Patterson Air Force Base near Dayton, Ohio. After 67 days, the aircraft was returned to the Soviets in pieces. The analysis showed some surprising facts: Belenko's particular aircraft was brand new, representing the very latest Soviet technology. The aircraft was assembled very quickly, and was essentially built around its massive Tumansky R-15(B) turbojets. Welding was done by hand and construction was relatively crude. As in many Soviet aircraft, rivet heads were left exposed in areas that would not adversely affect aerodynamic drag. The aircraft was built of a nickel-steel alloy and not titanium as was assumed (though some titanium was used in heat-critical areas). The steel construction contributed to the craft's massive 64,000 lb (29,000 kg) unarmed weight. The majority of the on-board avionics were based on vacuum-tube technology, not solid-state electronics. Seemingly obsolete, vacuum tubes were actually more tolerant of temperature extremes, thereby removing the need for providing complex environmental controls inside the avionics bays. In addition, the vacuum tubes were easy to replace in remote northern airfields where sophisticated transistor parts may not have been readily available. As with most Soviet aircraft, the MiG-25 was designed to be as rugged as possible. Also, the use of vacuum tubes makes the aircraft's systems more resistant to an electromagnetic pulse, for example after a nuclear blast. Thanks to the use of vacuum tubes, the MiG-25P's original Smerch-A (Tornado, NATO reporting name 'Foxfire') radar had enormous power %u2014 about 600 kilowatts. The airspeed indicator was redlined at Mach 2.8, with typical intercept speeds near Mach 2.5 in order to extend the service life of the engines. An Egyptian MiG-25 was tracked flying over Israel at Mach 3.2 in 1973, but the flight had resulted in the destruction of its engines. 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 decommissioned the airframe. Combat radius was 186 miles (300 km), and maximum range on internal fuel (at subsonic speeds) was only 744 miles (1,200 km). In fact, Belenko had only just made it to Japan without running out of fuel %u2014 without sufficient fuel for a carefully planned landing, he narrowly missed a commercial airliner taking off, and overran the available runway on landing. As the result of Belenko's defection and the compromise of the MiG-25P's radar and missile systems, beginning in 1978 the Soviets developed an advanced version, the MiG-25PD ('Foxbat-E'), with a new RP-25 Saphir look-down/shoot-down radar, infrared search and track (IRST) system, and more powerful engines. About 370 earlier MiG-25Ps were converted to this standard and redesignated MiG-25PDS. About 1,186 MiG-25s were produced before production ended in 1984, and the type was exported to Algeria, Bulgaria (3 MiG-25R and 1 MiG-25RU until 1992), India (until 2006), Iraq, Libya, and Syria. Modest numbers remain in service.
Labels: MiG-25 Foxbat
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