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73-481: Lyulka Company type Aero-engine Design Bureau Successor NPO Saturn Headquarters Moscow , USSR Key people Arkhip Mikhailovich Lyulka Products Aircraft engines Lyulka was a USSR aero engine design bureau and manufacturer from 1938 to the 1990s, when manufacturing and design elements were integrated as NPO Saturn based at Rybinsk . The Lyulka design bureau had its roots in

146-514: A Gryazev-Shipunov GSh-23 L autocannon . In the ground-attack role, the MiG-23S could carry two Kh-23 (AS-7 "Kerry") radio guidance air-to-surface missiles , two to four UB-16 rocket pods with S-5 rockets , S-24 rockets or up to 2,000 kg (4,400 lb) of various bomb types. The MiG-23 Edition 1971, equipped with the Sapfir-23L radar and TP-23 infrared search and track (IRST), could fire

219-591: A Mikoyan-Gurevich MiG-25 ). Six more flight prototypes and two static-test prototypes were prepared for further flight and system testing. All featured the Tumansky R-27-300 turbojet engine with a thrust of 77 kN (17,300 lbf ). The order to start series production of the MiG-23 was given in December 1967. The first production " MiG-23S " (NATO reporting name 'Flogger-A') took to the air on 21 May 1969, with Fedotov at

292-503: A "knuckle rapper" which would strike the pilot's knuckles as the limit was approached. Cockpit visibility was also somewhat poor in the MiG-23, although the view straight ahead was superior compared to the MiG-21. In particular, visibility was poor looking to the rear, partially due to the ejection seat which wrapped around the pilot's head, requiring the pilot to lean forward to look to the side or behind. To assist with looking directly behind

365-408: A 3-parachute system. Engaging the ejection seat could take a long time, as the pilots had to place their feet in the stirrups, let go of the control column, grab the two trigger handles, squeeze and lift them. The first parachute, the size of a large handkerchief, was deployed out of a telescoping rod which would pop out of the top back of the seat as it started to clear the windscreen windbreak area. It

438-432: A MiG-23 could easily perform a loop 6.4 kilometres (4 mi) high that other planes would struggle to follow, at the bottom of which it would cut back inside them and proceed to fly off until outside their visual range so it could come back in again. The only other BFM the MiG-23 could perform, according to Col (ret.) John "Sax" Saxman, was the "no circle fight": as the two aircraft approached and passed close by each other

511-554: A pair of R-60 (AA-8 "Aphid") missiles. Starting with aircraft number 3201, the APU-60-2 double-rail launcher was introduced, allowing the MiG-23M to carry four R-60 missiles. The MiG-23 could carry up to 3,000 kg (6,600 lb) in bombs and rockets, and from aircraft number 3701 onward it could fire the Kh-23 and Kh-23M air-to-surface missiles. Lastly, all VVS MiG-23Ms had the ability to mount

584-521: A secret training program known as project Constant Peg to familiarize American pilots with Soviet aircraft. Additionally, a Cuban pilot flew a MiG-23BN to the U.S. in 1991, and a Libyan MiG-23 pilot also defected to Greece in 1981. In both cases, the aircraft were later repatriated. Initially, American intelligence on the MiG-23 assumed that the fighter could turn well and had reasonable acceleration capability, but testing during HAVE PAD proved this assumption to be incorrect. While its turning capability

657-583: A serious threat in air combat. Test pilots who flew the MiG-23 as part of Constant Peg came to similar conclusions about the MiG-23 being an effective interceptor rather than a dogfighter, but were more critical of the planes they flew. Among their complaints was that the MiG-23's airframe was too easily overstressed; that it was unstable in yaw as it passed the sound barrier and again when approaching Mach 2; that its narrow landing gear, although designed to be used on unprepared surfaces, tended to slip and slide in adverse weather conditions; and because it sat low to

730-480: A shark mouth painted on the nose just aft of the radome, and many were piloted by Soviet–Afghan War veterans. In the late 1980s, these aggressor MiG-23s were replaced by MiG-29s, also featuring shark mouths. Soviet–Afghan War Soviet MiG-23s were used over Afghanistan, often being used to escort missions close to the borders of Pakistan and Iran, as the MiG-21 lacked the necessary range to do so. Some of them were claimed to have been shot down . The earliest use of

803-421: A single nuclear bomb via a special adapter under the fuselage, either the 10- kiloton RN-24 or the 30-kiloton RN-40 . In the second-generation MiG-23ML, a new SUV-2ML weapons system allowed the aircraft to carry both types of R-23 missiles simultaneously. The typical loadout was an R-23R on the starboard wing pylon and an R-23T on the port wing pylon. Besides other ordnance (including a single nuclear bomb),

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876-416: A team led by A.A Andreyev, with MiG directed to build a variable-geometry prototype, the " 23-11 " in 1965. The 23-11 featured variable-geometry wings which could be set to angles of 16, 45 and 72 degrees, and it was clearly more promising. The maiden flight of 23–11 took place on 10 June 1967, flown by the famous MiG test pilot Aleksandr Vasilyevich Fedotov (who set the absolute altitude record in 1977 in

949-519: A turning engagement with the MiG-21, the MiG-23 gave the VVS capabilities which the MiG-21 simply lacked, particularly as a high-energy fighter with BVR missiles. However, throughout the 1970s and early 1980s Soviet pilots continued to train and operate the MiG-23 in the same inflexible manner as the MiG-21: a high-speed point defense interceptor closely guided by GCI . It was not until the widespread introduction of

1022-482: A very limited asset. The pilots of Constant Peg sought to teach these and other aspects of the MiG-23 to the frontline Tactical Air Command squadrons (nicknamed Blue Air) against whom they trained: We taught the guys that if you were defensive with a Flogger right behind you, then you were automatically offensive, because even the worst pilot in the world would be able to deny him the shot. You would turn, he would try and turn with you, but he would never be able to turn

1095-692: Is a variable-geometry fighter aircraft , designed by the Mikoyan-Gurevich design bureau in the Soviet Union. It is a third-generation jet fighter , alongside similar Soviet aircraft such as the Su-17 "Fitter" . It was the first Soviet fighter to field a look-down/shoot-down radar, the RP-23 Sapfir , and one of the first to be armed with beyond-visual-range missiles . Production started in 1969 and reached large numbers with over 5,000 aircraft built, making it

1168-487: Is not a very large indicator for a fighter of this class. In the MiG-23M, due to a much more powerful engine, the rate of climb increased to 222 m/s (43,700 ft/min), almost 50 m/s (10,000 ft/min) more. This figure is already consistent with the "status" of a powerful fighter aircraft. On the MiG-23ML, mainly due to weight reduction, the climb rate reached 242 m/s (47,600 ft/min), which corresponds to

1241-690: Is the first venture by a Russian manufacturer into the production of large marine gas turbines, aimed at completely replacing the earlier Ukrainian equivalents. "Russkaya Mekhanika“ company is the manufacturer of snowmobiles Tajga and Buran, Approximately 10,000 are produced annually. It is a 100% affiliated company of NPO Saturn. The snowmobiles have been produced in Rybinsk in the Yaroslavl Oblast. (approx. 400 km north of Moscow) since 1971. MiG-23 The Mikoyan-Gurevich MiG-23 ( Russian : Микоян и Гуревич МиГ-23 ; NATO reporting name : Flogger )

1314-593: The Bulgarian Air Force ; and 11.3 losses per 100,000 flying hours in the Polish Air Force . By 1990, over 1,500 MiG-23s of different models were in service with the VVS and the V-PVO . With the dissolution of the Soviet Union, the new Russian Air Force began to cut back its fighter force, and it was decided that the single-engine MiG-23s and MiG-27s were to be retired to operational storage. The last model to serve

1387-816: The E-3 Sentry . The early MiG-23M series was also used to test the American Northrop F-5s captured by the North Vietnamese and sent to the former USSR for evaluation. The Soviets acknowledged the F-5 was a very agile aircraft, and at some speeds and altitudes better than the MiG-23M, one of the main reasons the MiG-23MLD and MiG-29 developments were started. These tests allowed the Russians to make modifications to several of their fourth-generation aircraft. The MiG-23, however,

1460-500: The F-4 Phantom 's J-79 engine, the R-29 would generate smoke when operating without the afterburner. The engine outer cases ran very hot, which sometimes triggered false fire alarms. Moreover, the engine was good for only a couple of hundred sorties at most before requiring replacement. This was partly because Russian engines were designed to last about 150 hours before being replaced. It

1533-567: The MiG-21 , was fast and agile, but limited in its operational capabilities by its primitive radar , short range, and limited weapons load (restricted in some aircraft to a pair of short-range R-3/K-13 (AA-2 "Atoll") air-to-air missiles ). Work began on a replacement for the MiG-21 in the early 1960s. The new aircraft was required to have better performance and range than the MiG-21, while carrying more capable avionics and weapons including beyond-visual-range (BVR) missiles. A major design consideration

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1606-588: The Soviet–Afghan War from 1987. Two MiG-23 were claimed shot down by Pakistani F-16s when crossing the border (they both were not confirmed ) while one F-16 was shot down on 29 April 1987. Western sources consider it a friendly fire incident but the Soviet-backed Afghan government of the time and Pakistan claimed that Soviet aircraft downed the Pakistani F-16 – a claim that The New York Times and

1679-785: The Washington Post also reported. According to a Russian version of the event, the F-16 was shot down when Pakistani F-16s encountered Soviet MiG-23MLDs. Soviet MiG-23MLD pilots, while on a bombing raid along the Pakistani-Afghan border, reported being attacked by F-16s and then seeing one F-16 explode. It could have been downed by gunfire from a MiG whose pilot did not report the kill, because Soviet pilots were not allowed to attack Pakistani aircraft without permission. In 1988, Soviet MiG-23MLDs using R-23s (NATO: AA-7 "Apex") downed two Iranian AH-1J Cobras that had intruded into Afghan airspace. In

1752-964: The Yak-141 Freestyle. Lyulka-Saturn was named after its founder, A. M. Lyulka . Following the annexation of Crimea by the Russian Federation , the Ukrainians refused to supply the Russian Navy with marine gas turbines from Zorya-Mashproekt , and so Saturn has been commissioned to design new engines for the Admiral Gorshkov and Admiral Grigorovich -class frigates. USC forecast these new engines will be available in 2017-18, allowing ships to be commissioned from 2020. UEC Saturn announced in April 2017 that Saturn's marine turbines are now in production and undergoing sea trials prior to delivery. This

1825-401: The sound barrier , where it could out-accelerate any American fighter. The fighter's small profile gave it the advantage of being hard to spot visually as well. Overall, HAVE PAD testing determined that the MiG-23 - while a poor dogfighter - made for a good interceptor capable of performing hit-and-run attacks. Despite its limitations, in the hands of a very capable pilot the MiG-23 represented

1898-474: The " 23-01 ", also known as the MiG-23PD ( Podyomnye Dvigatyeli – lift jet), was a tailed delta of similar layout to the smaller MiG-21 but with two lift jets in the fuselage. This first flew on 3 April 1967, but it soon became apparent that this configuration was unsatisfactory, as the lift jets became useless dead weight once airborne. Work on the second strand of development was carried out in parallel by

1971-829: The " Kharkiv Aviation Institute " ( Ukrainian SSR ) where Arkhip Mikhailovich Lyulka was working with a team designing the ATsN (Agregat Tsentralnovo Nadduva - Centralised supercharger) installation on the Petlyakov Pe-8 bomber. Lyul'ka was responsible for designing the first Soviet gas turbine engines. Preferring to steer away from copying captured German equipment, it succeeded in producing home grown engines. Engines [ edit ] Summary of engines built/designed by Lyulka Model name Date Type Thrust (kg) / Power (eshp) Fitted to RTD-1 / VDR-2 1938 Two-stage centrifugal compressor Turbojet 500 kg estimated Test-bed only; planned for

2044-608: The KM-1 was that it was not a zero-zero ejection seat – it required a minimum speed of 90 knots . Starting with the MiG-23 Edition 1971, the MiG-23 replaced the head-down radar scope with an ASP-23D gunsight/ head-up display (HUD) onto which data from the radar was displayed. This was updated in the MiG-23MLA with the ASP-17ML gunsight/HUD. Because information from the radar had to fit on

2117-2005: The KhAI-2 S-18 / VDR-3 1945 Axial flow compressor Turbojet 1,250 kg Gu-VRD project TR-1 1946 8-stage Axial flow compressor Turbojet 1,300 kg Alekseyev I-211 , Ilyushin Il-22 , Sukhoi Su-10 , Sukhoi Su-11 TR-1A 1947 8-stage Axial flow compressor Turbojet 1,500 kg TR-2 1947 projected growth version of TR-1 TR-3/AL-5 1949 7-stage Axial-flow Turbojet 4,600 kg (at qualification in 1950) Il-30 , Il-46 , La-190 , Aircraft '86' , Yak-1000 , Su-17 , Aircraft '150' TR-7 1950s supersonic compressor prototype Turbojet Prototype for AL-7 AL-7 1954 9-stage supersonic compressor Turbojet 6,500 kg Be-10 , Il-54 , Su-7 , Su-9 , Su-11 , Tu-28/Tu-128 , Tu-98 , Kh-20 AL-21 1961 Axial Turbojet 11,000 kg Su-17 , Su-24 , MiG-23 , T-10 AL-31 1981 Twin-spool Turbofan 0.6 bypass ratio. 13,300 kg Su-27 , Su-30 , Su-33 , Su-34 , Su-35 , Su-37 References [ edit ] Gunston, Bill. “The Osprey Encyclopaedia of Russian Aircraft 1875–1995”. London, Osprey. 1995. ISBN   1-85532-405-9 External links [ edit ] http://www.ctrl-c.liu.se/misc/ram/ v t e Lyulka and Saturn aircraft engines Turbojets AL 5 AL 7 AL 21 TR-1 TR-3 TR-7 Turbofans AL-31 AL-32 AL-41 AL-51 AL-55 Turboprops AL-34 Joint development PowerJet : SaM146 (Turbofan) Retrieved from " https://en.wikipedia.org/w/index.php?title=Lyulka&oldid=1237938872 " Category : Aircraft engine manufacturers of

2190-565: The MiG-23 in Afghanistan occurred in April 1982, when aircraft of the 152nd IAP escorted a large air raid against Rabat-e-Jali in Nimruz province. This developed into a disaster when the MiG-23s failed to provide adequate air cover and the strike force accidentally crossed into Iran, losing several helicopters to Iranian F-4 Phantoms. Soviet and Afghan MiG-23s and Pakistani F-16s clashed a few times during

2263-651: The MiG-23 light and agile enough to dogfight with enemy fighters. The armament carried by the MiG-23 changed as new models underwent development. The initial production variant, the MiG-23S, was fitted with the S-21 fire control system borrowed from the MiG-21S/SM. Based on the RP-22SM Sapfir-21 radar with an ASP-PFD-21 lead computing gunsight, it could carry only four R-3/K-13 (AA-2 "Atoll") air-to-air missiles (typically two SARH R-3Rs and two IR R-3Ss) in addition to

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2336-510: The MiG-23's stability issues at high AoA and made take-off and landings more difficult. The definitive Edition 3 wing design, introduced with the MiG-23M, retained the dimensions of the Edition 2 but added back in the leading-edge slats. A strengthening of the wing pivot in the MiG-23MLD allowed the addition of a fourth wing sweep position of 33°, which was intended to reduce turn radius and allow for rapid deceleration during dogfights. However, with

2409-571: The MiG-23, instead of trying to turn one way or the other with the enemy aircraft (as in a one-circle or two-circle fight), would speed on ahead until it could come back into the fight from a different angle. The MiG-23's deficits and qualities were also recognized by allied air forces which received the fighter from the Soviet Union, including the East German Air Force : I spent a lot of time in Berlin watching GCI tapes to verify we were flying

2482-505: The MiG-23ML could also carry two UPK-23-250 23 mm gun pods on the underwing pylons. Starting in 1981, the MiG-23MLA could carry the improved Vympel R-24R/T missiles. The final fighter variant, the MiG-23MLD, could also carry the improved R-24R/T missiles in addition to a pair of B8M1 20-round rocket pods firing S-8 rockets, the Kh-23 /Kh-23M air-to-surface missile, or a single RN-24 or RN-40 nuclear bomb. The MiG-23MLD's maximum bomb load

2555-454: The MiG-23ML has a instantaneous turn rate of 16.7 deg/s and a sustained of 14.1 deg/s at 1 km (3,300 ft) of altitude and at a speed of 490 kn (900 km/h); and at maximum 7g load factor. It will take to the MiG-23ML around 25 seconds to complete the horizontal turn. In general, with this sweep wing angle of 45 degrees are significantly inferior to the wing 16 degrees of wing swept. Maximum sustained turn rate near

2628-474: The MiG-23ML. Early models of the MiG-23 ran into problems with the plane's No. 2 fuel tank suffering structural failures, which were especially problematic as the tanks were integral to the structure rather than contained within a fuel bladder . This meant that as the structure developed hairline fractures fuel would seep out. This eventually forced severe g-force limits until a solution could be found. Prior to quality being improved in later models, one fix

2701-617: The MiG-23MLD that Soviet pilots began to use the MiG-23 as a true air-superiority fighter. By the 1980s, the MiG-23's accident rate in the VVS averaged 12.5 losses per 100,000 flying hours. This was often worse in the air forces of the Warsaw Pact allies: 24.3 major mishaps per 100,000 flying hours in the Hungarian Air Force ; 20.4 losses per 100,000 flying hours in the East German Air Force; 18 losses per 100,000 flying hours in

2774-697: The Soviet Union NPO Saturn UEC Saturn was established in 2001, following the merger of Rybinsk Motors and Lyulka-Saturn. Rybinsk Motors was established on 20 October 1916 as the Russian Renault automotive plant. In 1917 it started producing aviation engines for the Ilya Muromets aircraft. The company was nationalized in 1918. Rybinsk was originally known as the Kolesov Engine Design Bureau. Kolesov took over

2847-399: The afterburner was used that could fall down to around 45 minutes or less. Introduced with the MiG-23M were plumbed pylons under the movable wing panels which could be fitted with 800-litre (210 US gal) drop tanks, though these could only be carried with the wings at full spread and had to be jettisoned otherwise, and a third 800-liter drop tank could be carried under the fuselage on

2920-423: The aircraft top speed of Mach 2.4. It also had a fast acceleration time, taking 3–4 seconds to go from idle to full power, and took less than a second to ignite the afterburner . The aircraft's placarded top speed was set by cockpit canopy structural strength. The engine intake had louvers which supplied the environmental control system with air to keep the avionics and pilot cool. Similar to early examples of

2993-449: The combining glass of the HUD, the amount of space that could be scanned was limited to a relatively thin slice. This required that the fighter be flown very close to the target's altitude and well ahead of it to be picked up, necessitating good ground-controlled interception (GCI) instructions. Israeli pilots who flew captured versions of the MiG-23 found it relatively easy to use. The MiG-23

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3066-541: The controls. The General Dynamics F-111 and McDonnell Douglas F-4 Phantom II were the main Western influences on the MiG-23. The Soviets, however, wanted a much lighter, single-engined fighter to maximize agility. Both the F-111 and the MiG-23 were designed as fighters, but the heavy weight and inherent stability of the F-111 turned it into a long-range interdictor and kept it out of the fighter role. The MiG-23's designers kept

3139-463: The different combat systems, with a limited number of losses and victories confirmed by both parties. The MiG-23 was first officially commissioned into the Soviet Air Forces (VVS) on 4 January 1974, but even before its mass introduction there had been many teething problems with the brand-new fighter. Stability issues and limited maneuverability resulted in numerous flight restrictions placed on

3212-517: The fighter as efforts to rectify these concerns began in the mid-1970s. Despite numerous updates, these restrictions would only be partially lifted with the introduction of the MiG-23MLD. Still, the large number of MiG-23s deployed in Central Europe represented a sufficiently potent threat in a possible war with the West. Although many MiG-23 pilots were disappointed to discover their fighter would lose in

3285-514: The fuselage also functioned as the aircraft's carry-through wingbox and was welded together with thick plates of VNS-2 steel alloy. The MiG-23 Edition 1971 redesign allowed for a fourth tank carrying 470 litres (120 US gal) to be fitted in the rear of the fuselage. This fuel capacity gave the MiG-23 better endurance than a "clean" F-4 (carrying no drop tanks ); if traveling at the MiG-23's endurance speed of 230  knots an individual sortie could be stretched out to an hour, though if

3358-517: The ground, it could more easily suck debris into its engine intakes. In general the MiG-23 was unpopular with the American pilots because it was so dangerous to fly. Among the nicknames the Constant Peg pilots had for the MiG-23 was the "Looping Hog" because it flew like a pig and one of the few basic fighter maneuvers (BFM) it could pull off in a dogfight was a massive loop . If going fast enough,

3431-428: The ground. Starting with the Edition 1971 model, the MiG-23's wings (known as Edition 2) had their surface area increased by 20%, necessitating the positions be changed to 18°, 47° 40', and 74° 40' (though for convenience the cockpit indicators and manuals retained the original labeling). A dogtooth extension was added but the leading-edge slats were removed to simplify manufacturing. However this proved to exacerbate

3504-426: The ground: 13.35 g/s for MiG-23 model 71, 14.5 g/s for MiG-23M and 15.4 g/s for MiG-23ML. The maximum climb rate for the MiG-23 variant 1971 and the MiG-23M, especially at low altitudes shows a big difference gap. The difference between the MiG-23M and MiG-23ML is much smaller, but also noticeable. The maximum calculated climb rate on the MiG-23 sub variant 1971 is 174 m/s (34,300 ft/min), which

3577-447: The horizontal, and had superior BVR capability. The Soviet combat manual for MiG-23M pilots claims the MiG-23M to have a slight superiority over the F-4 and Kfir , and describes combat history involving Syrian MiG-23MFs versus Israeli F-15 and F-16s, which it labels "successful". This manual also recommends tactics to be used against these fighters. According to the MiG-23ML technical manual,

3650-399: The latter case working in conjunction with wing control surfaces when the wings were not fully swept back. In addition to a large vertical stabilizer (which also stored the brake parachute for landings), the MiG-23 had a ventral fin to improve directional stability at high speeds. During take-off and landing, the fin hinged sideways when the landing gear was extended to prevent it striking

3723-655: The most powerful aircraft of the 2-3rd generation, as well as some 4th generation fighters. Western and Russian aviation historians usually differ in respect to combat record for their military vehicles and doctrines part due to the bias in favor of their respective national industries and academies. They also usually accept claims going along with their respective political views since usually many conflicting and contradictory reports are written and accepted by their respective historians. Before recent years, with widespread use of hand-portable cameras, little pictorial evidence could be published about specific losses and victories of

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3796-520: The most produced variable-sweep wing aircraft in history. The MiG-23 remains in limited service with some export customers. The basic design was also used as the basis for the Mikoyan MiG-27 , a dedicated ground-attack variant. Among many minor changes, the MiG-27 replaced the MiG-23's nose-mounted radar system with an optical panel holding a laser designator and a TV camera . The MiG-23's predecessor,

3869-458: The new BVR R-23 (AA-7 "Apex") missile, although only the R-23R SARH variant. However, the Sapfir-23L was considered unreliable and lacked look-down/shoot-down capability. The MiG-23M, the definitive first-generation variant of the fighter, was equipped with the improved Sapfir-23D look-down/shoot-down radar and could carry a pair of R-23 missiles (either the R-23R SARH or R-23T IR variants) and

3942-738: The organization from V.A. Dobrynin who founded it in the late 1930s or early 1940s. Under Kolesov's direction, the bureau designed turbojet engines for the Myasishchev M-50 Bounder experimental supersonic bomber, turbojets for the Tu-22 Blinder medium bomber, RD-36-35FVR lift engines for the Yak-38 Forger, RD-36-51A supersonic engines for the Tu-144 SST, RD-36-51V engines for the Myasishchev M-17 Mystic, and lift engines for

4015-459: The pilot, the cockpit was fitted with a mirror or 'periscope' embedded in the middle rail of the canopy, similar to the one on the MiG-17 . With an infinity focus , the periscope provided a clear view of behind the plane, but did not have a wide field of view. The MiG-23's ejection seat , the KM-1, was built with extreme altitude and speed in mind: leg stirrups, shoulder harness, pelvic D-ring , and

4088-558: The right tactics, and it became clear to me that the East Germans knew exactly what the MiG-23's limitations were. They knew that since it was unmaneuverable, they had to attack from many different directions as fast as possible. It was sophisticated, and they were going to overwhelm us if we ever went up against them. I sat down with some analysts and linguists and listened to what the pilots were saying to their GCI controllers and I actually started to respect them for what they were doing with

4161-467: The same corner as you. One of the MiG-23s would retreat while the other guy would come in behind you. In the training environment the Blue Air pilots would do their intercepts at 350 to 400 knots , so when they all of a sudden get this Flogger coming at Mach 1.5, it really changes the geometry of things. It blows your mind because you are not used to seeing that kind of speed. The MiG-23's speed in particular

4234-495: The spoilers, the wings were fitted with trailing edge flaps and leading edge slats to try to give the fighter a short take-off and landing performance. Although there was a gauge in the cockpit showing the position of the wings, when they were in motion, and the Mach limit for each position, there was none to indicate what was the optimum wing position for the prevailing flight condition. Two tailerons controlled pitch and roll, in

4307-536: The turbine causing turbine blades to break off, destroying the engine. Introduction of the R-29B-300 addressed this design deficiency. The prototype version of the MiG-23 carried three fuel tanks in the fuselage, with capacities of 1,920, 820 and 710 litres (510, 220 and 190 US gal) respectively. Additionally, each wing carried three integral fuel tanks of 62.5, 137.5 and 200 litres (16.5, 36.3 and 52.8 US gal). The No. 2 fuel tank in

4380-411: The wings at mid-spread of 45° was used for basic fighter maneuvering, as well as cruising at high speeds or making low-altitude intercepts. Moving the wings to fully swept at 72° was reserved for making high-altitude intercepts or high-speed dashes at low altitudes. The wings were not fitted with ailerons but used spoilers to control rolling when the wings were at 16° and 45° angles. In addition to

4453-401: The wings at the 33° position, the MiG-23MLD was much more difficult to handle and suffered from poor acceleration. Moving the wings to this position was primarily reserved for experienced MiG-23 pilots, while combat manuals continued to emphasize the 45° position. The MiG-23's original engine was a 122 kN (12,500 kgf; 27,500 lbf) thrust Tumansky R-29 -300 with thrust to spare at

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4526-457: Was 2,000 kg (4,400 lb), with a standard loadout comprising four FAB-500 500 kg (1,100 lb) general-purpose bombs (GP) or ZAB-500 napalm bombs. Other configurations included sixteen FAB-100 100 kg (220 lb) GP bombs carried on four ejector racks, four FAB-250 250 kg (550 lb) GP bombs, or two RBK-500 cluster bombs . The MiG-23 cockpit was considered an improvement over previous Soviet fighters as it

4599-437: Was also a way to generate income from export customers by selling them new engines in exchange for hard currency . Changing an engine was difficult because the aircraft had to be separated in the middle. The engine was also a weak point on early models of the MiG-23 as it was not stressed for high yaw manoeuvre loads. If the fighter entered a spin , the engine shaft could bend. Compressor blades would rub sending debris into

4672-407: Was among the first Soviet aircraft to feature variable-geometry wings . These were hydraulically controlled by means of a small lever set beneath the throttle in the cockpit. There were three main sweep angles that were set by the pilot for different levels of flying. The first, with the wings fully spread at 16°, was used when cruising at or below Mach 0.7 or when taking off and landing. Putting

4745-499: Was comparable to an original F-4E Phantom , newer American fighters like the F-15 Eagle or F-4E upgraded with slats could easily out-turn the MiG-23 in a dogfight. In fact, whenever the MiG-23 approached high angle of attack it became very unstable and liable to depart controlled flight . Conversely, the MiG-23's acceleration capability was tremendous, particularly at low altitudes (below 10,000 ft or 3,000 m) and crossing

4818-422: Was more ergonomic in its layout. However the pilot still had a high workload, having to manipulate switches and monitor gauges, compared to more modern aircraft with HOTAS controls. The instrument panel featured a white stripe to serve as a visual aid for centering the control column during an out-of-control situation. To prevent the pilot from exceeding a 17° angle of attack , the control column incorporated

4891-502: Was not designed to combat F-5s, a weakness reflected by early MiG-23 variants. Dutch pilot Leon van Maurer, who had more than 1,200 hours flying F-16s, flew against MiG-23MLs from air bases in Germany and the U.S. as part of NATO's aerial mock combat training with Soviet equipment. He concluded the MiG-23ML was superior in the vertical to early F-16 variants, just slightly inferior to the F-16A in

4964-452: Was supposed to help rotate the seat into the windblast and stabilize into a flight path that would take it above and behind the vertical stabilizer . As the first chute and rod separated from the seat, a larger drogue parachute deployed to slow down the seat, allowing the deployment of the main parachute. If engaged at low altitudes, the seat included a barometric element that allowed the drogue chute to separate more quickly. One deficiency of

5037-559: Was take-off and landing performance. The Soviet Air Force ( VVS ) demanded the new aircraft have a much shorter take-off run. Low-level speed and handling was also to be improved over the MiG-21. Manoeuvrability was not an urgent requirement. This led Mikoyan to consider two options: lift jets , to provide an additional lift component; and variable-geometry wings , which had been developed by TsAGI for both "clean-sheet" aircraft designs and adaptations of existing designs. The first option, for an aircraft fitted with lift jets, resulted in

5110-738: Was the MiG-23P air-defense variant: it was retired on 1 May 1998. When East and West Germany unified, no MiG-23s were transferred to the German Air Force , but twelve former East German MiG-23s were supplied to the United States. When Czechoslovakia split into the Czech Republic and Slovakia, the Czechs received all the MiG-23s, which were retired in 1998. Hungary retired its MiG-23s in 1996, Poland in 1999, Romania in 2000, and Bulgaria in 2004. The MiG-23

5183-578: Was the Soviet Air Force's " Top Gun "-equivalent aggressor aircraft from the late 1970s to the late 1980s. It proved a difficult opponent for early MiG-29 variants flown by inexperienced pilots. Exercises showed when well-flown, a MiG-23MLD could achieve favorable kill ratios against the MiG-29 in mock combat by using hit-and-run tactics and not engaging the MiG-29s in dogfights. Usually the aggressor MiG-23MLDs had

5256-598: Was to weld a plate on the inside surface and a stiffener on the outer skin. Most potential enemies of the USSR and its client states have had opportunities to evaluate the MiG-23's performance. In the summer of 1977, after a political realignment by its government, Egypt provided a number of MiG-23MSs and MiG-23BNs to the United States; these were evaluated under a pair of exploitation programs codenamed HAVE PAD and HAVE BOXER respectively. These and other MiGs, including additional MiG-23s acquired from other sources, were used as part of

5329-579: Was used as a teaching aid for a couple of situations during a potential war with the Soviet Union. The first was at low altitudes to demonstrate its ability to run down any NATO or American strike aircraft (barring the late-model F-111F Aardvark ), which would be attempting to go low and fast to penetrate Soviet territory. The second was to simulate the MiG-25 Foxbat , a high, fast flyer which would be going after high-value targets such as aerial refueling or airborne early warning and control aircraft like

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