In the second half of the 1950s, the Mikoyan Design Bureau began work on the development and creation of high-altitude high-speed interceptor fighters designed to combat promising supersonic bombers. The aircraft being created received the indexes E-150, E-152. The design bureau was engaged in the development of these aircraft until 1961.
In 1961, a decision was made in principle to create a more powerful combat aircraft with a significantly longer flight range, more powerful weapons and radar equipment, capable of destroying targets such as the Convair B-58 "Hastler" and North American B-70 "Valkyrie" supersonic bombers. as well as the Lockheed A-12 and SR-71A reconnaissance aircraft.
The new combat vehicle received the E-155 index. In February 1961, a government decision was made to create a new aircraft. Since March 1961, the Mikoyan Design Bureau began designing and developing the aircraft. The work was headed by M. I. Gurevich and N. Z. Matyuk. Later on, N. Z. Matyuk was the chief designer of the aircraft for more than 30 years.
The new E-155 aircraft was developed in three versions with minimal design differences: the E-155P fighter-interceptor, the E-155R high-altitude reconnaissance aircraft and the E-155H carrier (the latter option was subsequently abandoned). The task was to create a combat vehicle capable of cruising flight at a speed corresponding to M = 2, 5 - 3, 0, which meant overcoming the "thermal barrier", tk. the braking temperature at M = 2.83 is 290 ° C.
Heat-resistant stainless steel was chosen as the main structural material.
When choosing a power plant for a new aircraft, promising engines from the Kolesov and Lyulka design bureaus were considered at the initial stage. However, in the future, the already tried and tested on the E-150 and E-152 engine TRDF R15B-300 A. A. Mikulin was chosen, which was the development of the low-resource 15K engine, created for unmanned aircraft (Tu-121).
The new E-155P fighter-interceptor was supposed to interact with the Vozdukh-1 automated ground guidance system. It was supposed to be equipped with the Smerch-A radar, created on the basis of the Smerch station, installed on the Tu-128 interceptor. They wanted to make the K-9M missiles as the main armament of the new fighter, but later it was decided to use the new K-40 missiles made using titanium alloys.
At the beginning of March 1964, the first flight of the E-155R prototype aircraft (reconnaissance version) took place. A few months later, in September 1964, test pilot P. M. Ostapenko made the first flight on an experienced E-155P interceptor. Joint state tests, which began in the winter of 1965, continued until 1970, since the car was fundamentally new and everything did not always go smoothly.
So, for example, in October 1967, while trying to establish a world record, going beyond the restrictions, the leading pilot of the Air Force Research Institute Igor Lesnikov died. In the spring of 1969, as a result of a fire on board the MiG-25P, the commander of the air defense aviation Kadomtsev died. In the course of further tests, test pilot O. Gudkov died.
But on the whole, the new fighter performed well. In 1967, at the air parade in Moscow, a trio of MiG-25 aircraft was demonstrated with great effect, it was announced that the aircraft shown were capable of speeds up to 3000 km / h. It is noteworthy that the aviation exhibition in Moscow, at which new MiGs appeared, made a huge impression on overseas specialists. In the West, they simply did not know about the existence of such a fighter; American lawmakers were extremely surprised and alarmed by such a sharp qualitative breakthrough in Russian aviation. The MiG-25 even became the reason for hearings in the American Congress. The appearance of the MiG-25, to a certain extent, gave impetus to the intensification of work on the new American F-14 and F-15 fighters.
In the fall of 1969, a new fighter-interceptor in a range using an R-40R missile shot down for the first time a real aircraft - a MiG-17 air target.
Since 1971, the serial production of the MiG-25 began at the Gorky Aviation Plant (Nizhny Novgorod State Aviation Plant "Sokol").
On April 13, 1972, the MiG-25P was officially put into service, and in 1973 its military tests were completed. Based on the results of factory and state tests, a number of changes were made to the design of the aircraft and engine. In particular, the wing was given a negative lateral angle V equal to -5 °, and a differentially deflected stabilizer was introduced.
Since the beginning of the 70s. MiG-25P began to enter the combat units of fighter aircraft of the Air Defense Forces. The emergence of new fighters sharply reduced the activity of the American reconnaissance agents Lockheed SR-71A, which earlier very “boldly” approached the borders of the Soviet Union in the North and the Far East.
In 1976, an event occurred that significantly influenced the fate of the MiG-25 fighter-interceptor. On September 6, 1976, Senior Lieutenant Belenko flew the MiG-25P to Japan, thereby providing a secret aircraft for the study of American and other Western specialists. The hijacked plane was transferred back to the USSR rather quickly. But this time was enough for the Americans to study the design and avionics of the new aircraft. Therefore, the government of the USSR made a decision to finalize and radically modernize the aircraft.
In 1977, a modified MiG-25PD interceptor was released with the new Sapfir-25 (RP-25) radar, which was a modification of the Sapfir-23ML station of the MiG-23ML fighter, capable of, to a much greater extent, detecting and tracking air targets on background of the earth's surface. The aircraft received a heat direction finder for detecting air targets, in addition, it was equipped with modified R-40D missiles and R-60 melee missiles. At the same time, upgraded R15BD-300 engines with a resource increased to 1000 hours were installed on the machine, providing a drive for more powerful three-phase current generators.
The MiG-25PD passed state tests and in 1978 its serial production began at the Gorky aircraft plant. Since 1979, at the aircraft repair enterprises of the Air Force, with the involvement of the aviation industry, the re-equipment of the previously released MiG-25P interceptors of the MiG-25PD type began. The modified aircraft received the designation MiG-25PDS. By 1982, almost all of the MiG-25P operated in parts were converted at repair plants into the MiG-25PDS.
The baptism of fire was received by the MiG-25 in the skies over the Middle East. MiGs were successfully used in the Israeli-Egyptian conflict (1970-71), the Iran-Iraq war (1980-88), in the Bekaa Valley in 1982, in the 1991-93 Gulf War
During the Iran-Iraq war, Iraqi pilots highly appreciated the aircraft's capabilities. The MiG proved itself in the war as a reliable, highly automated vehicle, practically invulnerable to fighters and ground air defense systems available to Iran (F-14A, F-4E, F-5E and Hawk air defense systems).
During the war in the Persian Gulf on January 17, 1991, an Iraqi MiG-25 fighter over the sea shot down an F / A-18C Hornet carrier-based fighter of the US Navy. American F-15C fighters with the help of the AIM-7M "Sparrow" missile system managed to shoot down two Iraqi MiG-25s, and details of one of these air battles were given, in which the MiG-25 was very active, attacking the F-16 fighter, but itself was shot down by "Eagle", who came to the rescue of his comrade.
On December 27, 1992, air battles with the participation of the MiG-25 took place in the skies of Iraq again. The Iraqi MiG was shot down by two US Air Force F-16C aircraft armed with AIM-120 AMRAAM missiles (missiles of this type were used in battle for the first time, their launch was made at a distance exceeding line of sight). 90 minutes later, there was an air battle between the MiG-25 and the newest fighter-bomber of the US Air Force F-15E, which ended in a draw. On January 2, 1993, a MiG-25 of the Iraqi Air Force tried to intercept the American high-altitude reconnaissance aircraft Lockheed U-2, to which an F-15C fighter arrived in time. The ensuing air battle for both sides ended in vain.
Serial production of interceptors of the MiG-25 type at the Gorky Aviation Plant lasted from 1969 to 1982.1190 MiG-25 aircraft of all modifications were built, including more than 900 MiG-25P and MiG-25PD interceptors.
By the end of 1991, about 550 MiG-25PD and MiG-25PDS remained on the territory of the former Soviet republics of the USSR. By the mid-1990s, interceptors of this type were removed from the armament of the Russian air defense forces. Aircraft that had not yet flown out of their resource were mothballed and transferred to storage bases. A small number of fighters remained in service with a number of CIS countries, in particular, the air defense of Belarus and Ukraine.
Modifications
MiG-25BM ("product 02M") - strike aircraft for destroying enemy radar stations. Developed in 1976 on the basis of a reconnaissance bomber. Equipped with electronic warfare equipment and 4 X-58U guided missiles. Produced in 1982-1985. Introduced into service in 1988.
MiG-25P ("product 84") - interceptor. The first 7 pre-production aircraft were manufactured in 1966. Serially produced in 1971-1979.
MiG-25P ("product 99") - an experimental aircraft with D-30F-6 engines designed by P. Solovyov. In 1975, 2 aircraft were refitted.
MiG-25P-10 is a flying laboratory for testing the catapult launch of R-33 missiles.
MiG-25PD ("product 84D") - modified interceptor. Developed in 1976-1978 after the hijacking of the MiG-25P to Japan. The composition of the equipment was changed, the R-15BD-300 engines were installed. Produced since 1979. With a changed composition of equipment, it was exported to Algeria, Iraq (20 aircraft) and Syria (30).
MiG-25PD ("product 84-20") is a flying laboratory. In 1991, 1 aircraft was refitted.
MiG-25PDZ is an interceptor with an air refueling system. 1 aircraft was re-equipped.
MiG-25PDS is an interceptor modified in service. In 1979-1982, MiG-25P aircraft were reequipped at repair plants of the MiG-25PD type.
MiG-25PDSL is a flying laboratory. Equipped with a radio jamming station and an infrared trap ejection device. Converted 1 MiG-25PDS.
MiG-25PU ("product 22") - training interceptor. Notable for the presence of a second cabin. Produced since 1969.
MiG-25PU-SOTN - flying laboratory (optical-television observation aircraft). In 1985, 1 aircraft was refitted for research under the Buran program.
MiG-25R ("product 02") - reconnaissance aircraft. Produced in 1969-1970.
MiG-25RB ("product 02B") - reconnaissance bomber. It differed from the MiG-25R in the equipment for the suspension of bombs. Could carry nuclear weapons. Produced in 1970-1972. Delivered to Algeria (30 aircraft), Iraq (8), Libya (5), Syria (8), India (6) and Bulgaria (3).
The MiG-25RBV ("product 02V") is a variant of the MiG-25RB with the SPS-9 "Virage" station. Serial aircraft were refitted starting in 1978.
The MiG-25RBVDZ is a variant of the MiG-25RBV with an in-air refueling system.
MiG-25RBK ("product 02K") is an electronic reconnaissance aircraft. Equipped with Cube-3 (Cube-3M) equipment. Produced in 1972-1980. In 1981 it was modernized.
MiG-25RBN ("product 02N") - night reconnaissance bomber. Notable for the presence of the night AFA NA-75 and the Virazh station. The MiG-25RB and MiG-25RBV were refitted.
MiG-25RBS ("product 02S") - scout with side-looking radar "Saber". Produced in 1972-1977.
MiG-25RBT ("product 02T") - a reconnaissance bomber with a Tangazh radio reconnaissance station. Produced since 1978.
MiG-25RBF ("product 02F") - modernized. In 1981, on-board radio-electronic equipment was replaced on MiG-25RBK aircraft.
MiG-25RBSh ("item 02Sh") - reconnaissance bomber with BO "Shar-25" radar. In 1981, part of the MiG-25RBS was re-equipped.
The MiG-25RBShDZ is a variant of the MiG-25RBSh with an in-air refueling system.
MiG-25RR - radiation reconnaissance aircraft.
MiG-25RU ("product 39") - a training reconnaissance aircraft. Notable for the presence of a second cabin. Produced since 1972.
MiG-25RU "Buran" - flying laboratory. 1 aircraft was re-equipped to test the ejection seats of the Buran spacecraft.
The MiG-25 became the first serial fighter in the world to reach the speed limit of 3000 km / h. By the number of established world records (29), of which 3 are absolute Mig-25 is the absolute record holder to this day. Unlike the SR-71, on the MiG-25 at a speed of 2.5M and a weight of 30 tons, overloads of up to 5g were allowed. This allowed him to set speed records on short circuit routes. In November 1967, M. M. Komarov flew a 500-km closed route with an average speed of 2930 km / h.
On the combat training MiG-25PU (E-133), Svetlana Savitskaya set 4 women's altitude and flight speed records, including a women's world speed record of 2683, 44 km / h, set on June 22, 1975.
