Mikoyan MiG-29TITLE: MIKOYAN MiG-29 NATO reporting name: 'Fulcrum' Indian Air Force name: Baaz (Eagle) TYPE: All-weather single-seat counter-air fighter with attack capability, and two-seat combat trainer. PROGRAMME: Technical assignment (operational requirement) issued 1972, to replace MiG-21, MiG-23, Su-15 and Su-17; initial order placed simultaneously; detail design began 1974; first of 14 prototypes built for factory and State testing flew 6 October 1977; photographed by US satellite, Ramenskoye flight test centre, November 1977 and given interim Western designation 'Ram-L'; second prototype flew June 1978; second and fourth prototypes lost through engine failures; after major design changes (see previous editions of Jane's) production began 1982, deliveries to Frontal Aviation 1984; operational early 1985; first detailed Western study possible after visit of demonstration team to Finland July 1986; production of basic MiG29 combat aircraft by Moscow Aircraft Production Group (MAPO), and of MiG-29UB combat trainers at Nizhny Novgorod, for CIS air forces completed, but manufacture for export continues. DESIGN FEATURES: . All-swept low-wing configuration, with wide ogival wing leading-edge root extensions (LERX), lift-generating fuselage, twin tail fins carried on booms outboard of widely spaced engines with wedge intakes; doors in intakes, actuated by extension and compression of nosewheel leg, prevent ingestion of foreign objects during take-off and landing; gap between roof of each intake and skin of wingroot extension for boundary layer bleed; fire control and mission computers link radar with laser rangefinder and infrared search/track sensor, in conjunction with helmet-mounted target designator; radar able to track 10 targets simultaneously; targets can be approached and engaged without emission of detectable radar or radio signals; sustained turn rate much improved over earlier Soviet fighters; thrust/weight ratio better than one; allowable angles of attack at least 70 per cent higher than previous fighters; difficult to get into stable flat spin, reluctant to enter normal spin, recovers as soon as controls released; wing leading-edge sweepback 73 degrees 30' on LERX, 42 degrees on outer panels; anhedral approx 2 degrees; tail fins canted outward 6 degrees; leading-edge sweep 47 degrees 50' on fins, approx 50 degrees on horizontal surfaces. Design flying life 2500 h. STRUCTURE: Approx 7 per cent of airframe, by weight, of composites; remainder metal, including aluminium-lithium alloys; trailing-edge wing flaps, ailerons and vertical tail surfaces of carbonfibre honeycomb; approx 65 per cent of horizontal tail surfaces aluminium alloy, remainder carbonfibre; semi-monocoque all-metal fuselage, sharply tapered and downswept aft of flatsided cockpit area, with ogival dielectric nosecone; small vortex generator each side of nose helps to overcome early tendency to aileron reversal at angles of attack above 25 degrees; tail surfaces carried on slim booms alongside engine nacelles. LANDING GEAR: Retractable tricycle type, made by Hydromash, with single wheel on each main unit and twin nosewheels. Mainwheels retract forward into wingroots, turning through 90 degrees to lie flat above leg; nosewheels, on trailing-link oleo, retract rearward between engine air intakes. Hydraulic retraction and extension, with mechanical emergency release. Nosewheels steerable +/-8 degrees for taxiing, T-O and landings, +/-30 degrees for slow speed manoeuvring in confined areas (selector in cockpit). POWER PLANT: Two Klimov/Sarkisov RD-33 turbofans, each 49.4 kN (11,110 lb st) dry and 54.9-81.4 kN (12,345-18,300 lb st) with afterburning. Engine ducts canted at approx 9 degrees, with wedge intakes, sweptback at approx 35 degrees, under wingroot leading-edge extensions. Multi-segment ramp system, including top-hinged forward door (containing a very large number of small holes) inside each intake that closes the duct while aircraft is taking off or landing, to prevent ingestion of foreign objects, ice or snow. Air is then fed to each engine through louvres in top of wingroot leading-edge extension and perforations in duct closure door. Basic 'Fulcrum-A' has four integral fuel tanks in inboard portion of each wing and in fuselage between wings; total capacity 4365 litres (1153 US gallons; 960 Imp gallons). ACCOMMODATION: Pilot only, on 10 degrees inclined K-36DM zero/zero ejection seat, under rearward hinged transparent blister canopy in high-set cockpit. Sharply inclined one-piece curved windscreen. Three internal mirrors provide rearward view. AVIONICS: RP-29 (N019 Sapfir-29) coherent pulse Doppler lookdown/shootdown engagement radar (NATO 'Slot Back'; search range 54 nm; 100 km; 62 miles, tracking range 38 nm; 70 km; 43 miles), target tracking limits 60 degrees up, 38 degrees down, 67 degrees each side, collimated with laser rangefinder; infrared search/track sensor (fighter detection range 8 nm; 15 km; 9.25 miles) forward of windscreen (protected by removable fairing on non-operational flights); R-862 com radio; ARK-19 DF; inertial navigation system; SRO-2 (NATO 'Odd Rods') IFF transponder and SRZ-15 interrogator; Sirena-3 360 degrees radar warning system, with sensors on wingroot extensions, wingtips and port fin. Two SO-69 ECM antennae under conformal dielectric fairings in leading-edge of each wingroot extension; head-up display; and helmet-mounted target designation system for off-axis aiming of air-to-air missiles. ARMAMENT: Six close-range R-60MK (NATO AA-8 'Aphid') infrared air-to-air missiles, or four R-60MK and two medium-range radar guided R-27R1 (AA-10A 'Alamo-A'), on three pylons under each wing; alternative air combat weapons include R-73E (AA11 'Archer') close-range infrared missiles. Able to carry FAB-250 bombs, KMGU-2 submunitions dispensers, 3B-500 napalm tanks, and 80 mm, 130 mm and 240 mm rockets in attack role. One 30 mm GSh-301 gun in port wingroot leadingedge extension, with 150 rds. DIMENSIONS EXTERNAL Wingspan 11.36 m (37 ft 3{1/4} in) Wing chord at c/l 5.60 m (18 ft 4{1/2} in) at tip 1.27 m (4 ft 2 in) Wing aspect ratio 3.5 Length overall including nose probe 17.32 m (56 ft 10 in) excl noseprobe 16.28 m (53 ft 5 in) Height overall 4.73 m (15 ft 6{1/4} in) Tailplane span 7.78 m (25 ft 6{1/4} in) WEIGHTS AND LOADINGS Operating weight empty 10,900 kg (24,030 lb) Max weapon load 3000 kg (6615 lb) Max fuel load 4640 kg (10,230 lb) Normal T-O weight (interceptor) 15,240 kg (33,600 lb) Max T-O weight 18,500 kg (40,785 lb) Max wing loading 486.8 kg/m{2} (99.7 lb/sq ft) Max power loading 113.6 kg/kN (1.11 lb/lb st) PERFORMANCE Max level speed at height Mach 2.3 (1320 knots; 2445 km/h; 1520 mph) at S/L Mach 1.06 (700 knots; 1300 km/h; 805 mph) Max rate of climb at S/L 19,800 m (65,000 ft)/min Service ceiling 17,000 m (55,775 ft) Range with max internal fuel 810 nm (1500 km; 932 miles) with underbelly auxiliary tank 1133 nm (2100 km; 1305 miles) g limits above Mach 0.85 +7 below Mach 0.85 +9 LENGTH (m) 17.32 HEIGHT (m) 4.73 WINGSPAN (m) 11.36 MAX T-O WEIGHT (kg) 18,500 MAX WING LOAD (kg/m{2}) 486.80 MAX LEVEL SPEED (knots) 700 MAX RANGE (nm) 1133 T-O RUN (m) 250 LANDING RUN (m) 600 MAX RATE CLIMB (m/min) 19,800 SERVICE CEILING (m) 17,000 (source: Jane's) MiG-29 Tech. Specs. Crew: 1 Length, m: 17,32 Height, m: 4,73 Wing span, m: 11,36 Wing area, mІ: 38,06 Weight empty, kg: 10900 Weight normal, kg: 15240 Weight max, kg: 18500 Max fuel, kg: 4640 Service ceiling, m: 18000 Take-off speed, km/h: 260 Landing speed, km/h: 235 Max mach at sea level: 1,22 Max mach at height: 2,35 G limit: 9,0 Max wing loading, kg/mІ: 486,1 Max power loading, kg/kN: 113,6 Max rate of climb at sea level, m/s: 325 Range with max internal fuel, km: 1430 Armament: GSh-301 gun, 3000 kg on 5 external pylons AVIATSIONNYI NAUCHNO-PROMYSHLENNYI KOMPLEKS MiG (ANPK MiG; MiG Aviation Scientific-Industrial Complex) RSK MiG - FEDERALNOYE GOSUDARSTVENNOYE UNITARNOYE PREDPRIYATIE, ROSSIYSKAYA SAMOLETOSTROITEL'NAYA KORPORATSIYA `MiG' (Russian Aircraft-Building Corporation `MiG') MANUFACTURER DETAILS 1-n Botkinsky proezd, Dom 7, 125040 Moskva Postal address: a/ya No 1, 103045 Moskva Tel: (+7/095) 252 88 39 Fax: (+7/095) 250 88 19 Chief Executive: Sergei Mikheyev General Director: Nikolai Nikitin Adviser To The General Director and Mapo Plant Director: Grнgory Nemov Chairman, Board Of Directors: Vladimir V Kuzmin General Designer: Mikhail Waldenberg Public Relations and Media Centre: Tel: (+7/095) 207 04 76 Fax: (+7/095) 207 07 57 e-mail:
[email protected] Original Moscow Aircraft Production Organisation (MAPO) formed in January 1996 by a presidential decree to bring together leading Russian military and civil aviation concerns. Integrated their production, intellectual, financial and marketing capabilities, with the common aim of developing, producing and promoting, to the world arms market, advanced aircraft and weapon systems, and to support their after-sales monitoring, maintenance and upgrading. It incorporated several industrial enterprises, each with a wide network of affiliated branches and subsidiary establishments. As originally organised, the grouping absorbed the MiG design bureau and adopted the Western marketing name MIG MAPO, the first three initials indicating Military-Industrial Group. However, MiG regained its separate identity in July 1997. MAPO (formerly MMZ No. 30 Znamaya Truda) had built 25,000 aircraft of 40 types, from the Nieuport IV of 1913 to the MiG-29. In addition to MiG and Kamov types, current products include Aeroprogress/ROKS-Aero T-101 Grach, Aviatika 890, Interavia I-1L and Ilyushin Il-103 light aircraft. On 5 October 1999, it was nominated as a production centre for the Tupolev Tu-334 airliner and will contribute 50 per cent of certification costs. Service activities include complete maintenance support and pilot training; is also involved in Chinese Chengdu FC-1 fighter programme, China. It is fifth largest Russian company in terms of export sales volume and first among machine-building complexes. Its aircraft production is centred at the Moscow plant alongside the Mikoyan complex and in two subsidiaries in the Moscow region. Following a government decree (No. 14) of 2 February 1999, MAPO was reorganised with members below: Full members: A I Mikayan Design Bureau, Moscow (design of new aircraft and upgrades) P A Voronin Production Centre, Moscow (development and manufacture of prototypes; aircraft upgrades) Lukhovitsy Machine-Building Plant, Lukhovitsy (series production) V Ya Klimov Plant, St Petersburg (engines, gearboxes, accessories) Soyuz Machine-Building Plant, Tushino (engines, gearboxes, accessories) State Ryazan Instrument Plant, Ryazan (airborne and ground test equipment) Electroavtomatika Design Bureau, St Petersburg (airborne and ground test equipment) Associate members: Kamov Company, Lyubertsy (helicopter design and manufacture) V V Chernyshov Machine-Building Enterprise, Moscow Krasny Octybar Machine-Building Enterprise, St Petersburg Pribor, Kursk Aviatest, Rostov-on-Don Instrument-Making Company, Perm Workforce in late 2000 was 13,000. From 2000, the organisation has been known as RSK `MiG'. On 10 November 2000, it formed MiG Light Civil Aviation company to manage assembly of Aeroprogress T-101 Grach and to design and develop new lightplanes. LMZ - LUKHOVITSY MASHINOSTROITELNYI ZAVOD (Lukhovitsy Machine-Building Plant) MANUFACTURER DETAILS 140500 Lukhovitsy, Moskovskaya oblast Tel: (+7 096 63) 113 76 Fax: (+7 095) 234 43 13 e-mail:
[email protected] Web: http://www.ceebd.co.uk/ceebd//lmz.htm or http://www.avicos.ru/lmz or http://www.migavia.ru Director: Vladimir I Nungezer Commercial Director: Pyotr P Mizin Founded at Tretyakovo airfield in 1953, this state-owned subsidiary of RSK MiG functioned as a flight test centre until 1968 (and continues to do so for the MiG-29). It has since acquired extensive equipment for manufacturing high-strength aluminium, titanium and composites components in support of RSK MiG production, and also produces a variety of light aircraft including the Ilyushin Il-103 and Interavia I-1L. See under respective bureaux for descriptions. Also participates in manufacture of parts for Sukhoi Su-29 and Su-31 sportplanes. On 7 April 1998 became first (and, currently, only) Russian factory with light aircraft production approval certificate. Assembly is now in hand of the Aeroprogress T-101 Grach. Announced in June 2000 that LMZ will produce Ilyushin Il-100. Other activities include flying school for commercial or private pilot training on Il-103; freight handling; and production of jetskis and suntanning beds. MiG-29 NATO reporting name: Fulcrum Indian Air Force name: Baaz (Eagle) Type Multirole fighter. Programme Technical assignment (operational requirement) for PLMI (perspektiunyi legkiy massouyi istrebitel), later LPFI (legkiy perspektivnyi frontovoy istrebitel: light front-line fighter) issued 1971, with RFP following in 1972, to replace MiG-21, MiG23, Su-15 and Su-17; initial order placed simultaneously (work on `fourth-generation fighter' using MiG-29 designation had been under way since 1970). Detail design of 9.11 (and interim 9.11A, planned with S-23 Sapfir radar and other MiG-23 avionics) approved on 15 July 1974; design frozen 1977. First of five prototypes (numbered 901 to 904 and 908) and nine preseries aircraft (917 to 925) built for factory and State testing (901, Factory index 9.12, with wing area increased by about 11 per cent) flew 6 October 1977; photographed by US satellite, Ramenskoye flight test centre, November 1977 and given interim Western designation `Ram-L'; second prototype flew June 1978; second and fourth prototypes lost through engine failures; after major design changes (see previous editions of Jane's) production began 1982, deliveries to Frontal Aviation (234th GvIAP at Kubinka was the first of 14 regiments) 1983; operational early 1985; first detailed Western study possible after visit of demonstration team to Finland July 1986 and 1988 Farnborough appearance; production completed in 1992 of basic MiG-29 combat aircraft by MAPO, and of MiG-29UB combat trainers by Sokol, for CIS air forces, but very low-rate manufacture may continue sporadically of MiG-29UB, SE and SM for export and to fulfill a Russian requirement for a combined total of about 100 new Su-27s and MiG-29s between 2002 and 2008. There is still a stockpile of unsold aircraft at the LMZ factory airfield, built to meet Soviet orders. Performance demonstrated by series of record flights, 1995. On 26 April Roman Taskayev flew to 27,460 m (90,092 ft) from Akhtubinsk; aircraft powered by RD-33s rated at 81.39 kN (18,298 lb st). On 5 July Oleg Antonovich set C-1h records by carrying 1,000 kg (2,205 lb) payload to 25,150 m (82,513 ft) and 1,066 kg (2,350 lb) payload to 15,000 m (49,212 ft) Current Versions MiG-29 (Factory index 9.12; Izdelie 5; `Fulcrum-A'): Land-based single-seat counter-air tactical fiTcanghter, designed to operate primarily under ground control. Entered production at MMZ No. 30 in 1982. First production series aircraft (about 250) with anti-spin ventral fins (although these already deleted or removed from most prototypes). Some early aircraft also had `babochka' (butterfly) gravel-deflector above, and in front of, nosewheels; soon deleted. First 30 aircraft featured composites inlet ducts, cowlings, leading-edge flaps control surfaces, spines and tailfins. D19 aluminium alloy intake ducts and flaps introduced from 31st aircraft for 20 kg (44 lb) weight penalty. Composites cowlings deleted later. Ventral fins removed on addition of BVP-30-26M chaff/flare dispensers which extend forward from fins on later `FulcrumAs'. A-323 Shoran replaced A-312 Radikal NP Shoran on later 9.12s. Control surface deflection range increased and rudder chord extended by 21 per cent from 1984 for improved control at extreme angles of attack. Ailerons set at 5є up in the neutral position to improve spin characteristics. To meet air force requirements, dorsal fins extended forward to house chaff/flare dispensers, so extending keel area without impairing flight stability. Maximum weapon load 2,000 kg (4,409 lb). Some Russian aircraft had nuclear strike capability with 30 kT RN-40 bomb on reinforced port inner pylon. About 840 built by 1991. MiG-29 (Factory index 9.12A; `Fulcrum-A'): Version lacking nuclear weapon delivery system, and with OEPrNK-29E electro-optical complex and downgraded IFF, for non-Soviet Warsaw Pact air forces. RLPK-29E (N-019E or N-019EA `Rubin') radar may also have lacked two modes, giving total of only three. Produced between 1988 and 1991 for Bulgaria, Czechoslovakia, East Germany, Poland and Romania. Most modified to virtual 9.12B configuration (with removal of datalink and IFF) on break-up of USSR and Warsaw Pact. 9.12A/MiG-29A designation originally applied to unbuilt interim aircraft with S-23 radar, cancelled in 1976. (Prototype and preseries aircraft numbered 905 to 907 and 909 to 916.) MiG-29 (Factory index 9.12B; `Fulcrum-A'): Downgraded version for non-Warsaw Pact export customers. Lacked Laszlo datalink. Built from 1986. Avionics include N-019EB radar, OEPrNK-29E2 EO complex, L006LM/101 RHAWS and further reduced-capability IFF and ECM. MiG-29 (DASA upgrade): Aircraft modified to allow operation within NATO air defence structure. MiG Aircraft Product Support GmbH founded 27 July 1993 as joint venture between Rosvooruzheniye, MAPO `MIG' (now RSK `MiG') and (then) Daimler-Benz Aerospace for D-level maintenance and modernisation of German MiG-29s. Western IFF, V/UHF, emergency radio, NATO standard units, Tacan and anti-collision lights installed first followed by GPS (on seven aircraft). These two modernisations ICAO I and ICAO II together form Level One. This followed by provision for underwing fuel tanks, extended airframe TBO (from 800 FH or 9 years to 1,300 FH or 15 years) and engine TBO and life (Level Two). Similar upgrade offered to other MiG-29 users, especially in Europe. Parallel upgrade, with Honeywell KLU-709 Tacan or surplus Luftwaffe AN/ARN-118 (instead of new AN/ARN-153), as well as ILS/VOR and Trimble 2101 I/O Plus GPS, R-865 VHF and new anti-collision lights, being applied to eight Polish MiG29s (67, 70, 89, 105, 108, 111, 114 and 115) by WZL-2 depot at Bydgoscz, in association with MAPS joint venture. Polish upgraded aircraft have a new F-16A (ADF)-type SB-14 IFF antenna ahead of windscreen and received a new, darker twotone grey camouflage. Remaining Polish aircraft will probably follow and MAPS has signed a teaming agreement for further work with WZL-2 in 1999, perhaps with further improvements, including `glass cockpit'. DASA signed MoUs with Bulgaria and Romania in October and November 1999 and opened negotiations with Hungary (including the Danubian Aircraft Company at Tцkцl) in May 2000. A contract for the upgrade of 14 MiG-29s was signed in August 2000 but was overtaken by a decision to lease F-16s in early 2001. Bulgaria's MiG-29s will also receive a 1,100-hour/nine-year service life extension at the hands of DASA and TEREM, while DASA also has an agreement with Slovakia's LOT. No customers have yet been found for DASA's proposed Level Three upgrade (adding a MIL-STD-1553B databus, LINS/GPS and new IFF, navigation and communications systems) or for the planned Level Four, with a new radar, CDPU, and ECM. MiG-29 (EADS/Aerostar/Elbit `Sniper' upgrade): Following an initial life extension programme on two MiG-29s and two MiG-29UBs, to Level Two standards, Aerostar has teamed with DASA to offer the Romanian Air Force a MiG-29 upgrade which would add most of the same avionics items as were applied to the air arm's MiG-21s under the Lancer upgrade. This would build on the existing EADS NATO compatibility upgrade and life extension, and would use an avionics package supplied and integrated by Elbit, including a modular multirole mission computer linked to a MIL-STD-1553B digital databus, full HOTAS functionality, a second stripped-down Litton Italiana INS integrated with Trimble GPS and a new air data computer, a new Elop wide-angle HUD and two digital colour MFDs with a choice of metric or Imperial units, and with a new up-front controller. New Israeli Elisra SPS-20 RHAWS and compatibility with Western weapons. This upgrade may then be offered to other MiG-29 operators. The prototype (32367, donated by the Romanian Air Force) made its maiden flight on 5 May 2000, and was flown to Berlin for static display at ILA 2000, after completing a 15-flight test programme, on 26 May. Upgrade may be expanded to include an Elta EL/M-2032 pulse Doppler radar, as used by the Lancer-C. A decision by the Romanian Air Force is expected in 2002 or 2003. MiG-29 (Factory index 9.13; `Fulcrum-C'): First flown 4 May 1984; generally as `Fulcrum-A', but introduced deeply curved top to fuselage aft of cockpit to house additional avionics, including L-203BE Gardeniya 1 FU active jammer; internal fuel capacity increased by 75 litres (20.0 US gallons; 17.0 Imp gallons); 1,500 litre (396 US gallon; 330 Imp gallon) underbelly fuel tank optional; weapons load increased to 3,200 kg (7,055 lb). Ammunition shellcase disposal modified to avoid centreline tank, allowing gun-firing with tank in place; auxiliary RWR/ECM antennas added to wingtips, and weapon control system improved. Three prototypes converted from standard `Batch 4' MiG-29s; trials reportedly began April 1984. About 207 built from 1986 (beginning at serial number 05560). No `Fulcrum-C' exports, although some were `inherited' by independent republics on dissolution of USSR. MiG-29UB (Factory index 9.51; `Fulcrum-B'): Combat trainer; second K-36DM ejector seat forward of normal cockpit, under continuous canopy, with periscope and HUD repeater for rear occupant; no radar; gun, IRST sensor, laser rangefinder and underwing stores pylons retained. Length 17.42 m (57 ft 2 in). Normal T-O weight 14,600 kg (32,187 lb); max speed 1,204 kt (2,230 km/h; 1,386 mph); service ceiling 17,500 m (57,420 ft). Prototype (with ventral fins) first flown 29 April 1981; production began 1982; 197 built by 1991. Phazotron and Sokol offering upgrade with new I-band slotted planar- or phased-array radar. Detailed description refers to `Fulcrum-C'. MiG-29S (Factory index 9.13S; `Fulcrum-C'): Multistage upgrade of type 9.13; initially with external load increased to 4,000 kg (8,818 lb) and with provision for two 1,150 litre (304 US gallon; 253 Imp gallon) underwing fuel tanks; these later added to some Russian 9.12s and 9.13s. Maximum fuel with external tanks is 8,240 litres (2,177 US gallons; 1,813 Imp gallons) for maximum range of 1,565 n miles (2,900 km; 1,802 miles). AoA operating range increased to 28є; RLPK-29M N019M radar, detection range 54 n miles (100 km; 62 miles) against fighter-size targets; now, with N019ME radar, able to track 10 targets and engage two simultaneously. Offered with third-phase improvements now associated with MiG-29SD, SE and N. Able to carry two pairs of R-27R1, R-27RE1, R-27T1 or R-27TE1 and two to six R-73E AAMs; up to six RVV-AE (R-77; AA-12 `Adder') AAMs after radar upgrade, or up to 4,000 kg (8,820 lb) of bombs; two or four S-24B 240 mm rockets, two or four B-8M1 packs of 20 S-8 80 mm rockets, ZAB-500 napalm tanks or BKF cluster bombs, in addition to standard GSh-301 gun. Some features of trials aircraft first flown 5 May 1984; first true prototype flew 23 December 1990. Maximum T-O weight 19,700 kg (43,430 lb). Two regiments in former East Germany fully equipped with first phase aircraft before Russian withdrawal. MiG-29S (Factory index 9.12S; `Fulcrum-A'): Similar to the above; upgrade of 9.12 lacking L203B jammer. Four retained by MiG-MAPO, numbered 333, 555, 777 and 999. MiG-29SE (`Fulcrum-C'): Current production version of MiG-29S for export; Phazotron NIIR N019ME Topaz radar; six RVV-AE (R-77; AA-12 `Adder') AAMs; optional Western navigation, IFF and radio equipment and English language/Imperial units displays and instruments; downgraded L006LM/108 RHAWS; maximum T-O weight 20,000 kg (44,090 lb); performance data as for MiG-29S. MiG-29SM (Factory index 9.13M): Current production upgrade of MiG-29S, with added ability to launch ASMs, including two Kh-29T/TE (AS-14 `Kedge') or Kh-31A/P (AS-17 `Krypton'), or four KAB-500KR TV-guided bombs. First version to offer simultaneous dual-target engagement capability. Prototype/demonstrator 17941 first flown 1995, in which year it set C-1h records mentioned earlier. Maximum T-O weight 20,000 kg (44,090 lb). Future enhancements were to include radar with mapping mode. Overtaken by MiG-29SMT. MiG-29SD (`Fulcrum-A'): Export upgrade of basic MiG-29 (9.12), with most SE improvements, plus provision for `Dozaprahvka' - inflight refuelling. Prototype (36034 `357') began refuelling trials November 1995. Designated MiG-29N for Malaysia, possibly MiG-29MF or MiG-29FM for Philippines. `MiG-29N': Malaysian local designation of its new-build version of MiG-29SD; 16 single-seat MiG-29Ns (from production batches 52 and 53) and two two-seat `MiG-29NUBs' delivered 1995 for Nos. 17 and 19 Squadrons RMAF. Normal T-O weight 15,000 kg (33,068 lb). Maximum T-O weight 20,000 kg (44,090 lb), maximum weapon load 2,000 kg (4,409 lb). N019ZM radar. All being upgraded at 800 hours servicing to `full MiG-29N standard', with 3,000 kg (6,614 lb) weapon load; Raytheon IFF; cockpit placards in English; voice warning system, instruments and displays calibrated in feet, knots, feet/minute and nautical miles, in-flight refuelling system using retractable extending probe on port side of front fuselage, AN/ARN-139 Tacan, GPS and ILS. First upgraded aircraft (M43-12) flew on 13 April 1998. Armament includes R-27R1 and R-73E1 AAMs, GSh-301 gun; upgrade adds RVV-AE (R-77; AA-12 `Adder') capability, allied to Phazotron N019ME radar with twin target BVR potential. Performance as MiG-29S except ceiling 18,000 m (59,050 ft). RD-33 engines modified to extend service life. US$34.4 million, 18-month contract signed 16 October 1997 to upgrade Malaysian aircraft to full SE/SM standards. Payload 4,000 kg (8,818 lb), AAR probe, R-77 capability, radar and systems upgrade incorporated by Aerospace Technologies Systems Corporation at Kuantan between January 1998 and late 1999. First two returned to service on 2 May 1998. Strong interest in further upgrade to MiG-29SMT standards. MiG-29M (Factory index 9.15; Izdelie 5): Advanced, genuinely multirole tactical fighter for control of upper airspace, ground attack and naval high-altitude precision weapons control; increased payload/range and endurance; intended as replacement for basic MiG-29. Preceded by 9.14 with Ryabina (mountain) LLTV targeting pod; 9.14 prototype (07682 `407') first flew 13 February 1985, but became 9.13/MiG-29S development aircraft. Features greatly redesigned airframe; two 86.3 kN (19,400 lb st) Klimov RD-33K turbofans (`land-based' versions of MiG-29K engine); designed for triplex analogue fly-by-wire controls for lateral axis, quadruplex elsewhere, with mechanical back-up to ailerons and rudders (only pitch axis fly-by-wire by late 1996); `glass' cockpit with two monochrome (green) multifunction CRTs (not push-button, but HOTAS); modifications to extend aft centre of gravity limit for relaxed stability. First of six prototypes and one static test airframe flown 25 April 1986 with RD-33 engines; first flight with RD-33K engines (previously tested on 921) 26 September 1987; first exhibited at Machulishche airfield, February 1992; flight refuelling trials on standard MiG-29 test aircraft began 16 November 1995, completed January 1996; enlarged engine air intakes with movable lower lip to increase mass flow on take-off. Original FOD doors in air intakes replaced by lighter retractable grids, permitting deletion of overwing louvres and internal ducting in lightweight aluminium-lithium alloy centre-section, providing increased fuel tankage; new intakes tested on 921; total internal fuel capacity 5,700 litres (1,506 US gallons; 1,254 Imp gallons). New wing section, with sharp leading-edge. Increased span ailerons. Bulged wingtips with fore and aft RWRs; more rounded wingtip trailing-edge; larger, sharp-edge and slightly raised LERX; increased-chord horizontal tail surfaces, with dogtooth leading-edge. Bonded aluminium-lithium front fuselage, welded steel behind; nose lengthened by approximately 20 cm (7Ѕ in); 40 mm (1Ѕ in) higher canopy; new IFF and Gardeniya active jammer in dorsal spine, which 2 terminates in `beaver-tail' structure, containing twin 13 m (140 sq ft) brake-chutes, that extends beyond jet nozzles; single larger honeycomb composite over-fuselage airbrake. Strengthened landing gear with KT-209 mainwheels. Extensive use of RAM giving claimed `Ч10' reduction in frontal RCS. Has 60 per cent lighter Phazotron NIIR N010 Zhuk (RLPK-29M) terrain-following and ground-mapping radar with 680 mm (26.77 in) dish antenna in larger diameter radome, able to track 10 targets and engage four simultaneously over a range of 43 n miles (80 km; 50 miles); (radar first flew in `Fulcrum-C' `16', Izdelie 9.16); new OLS-M longer-range IRST, with added TV channel and laser designator/marked target seeker using common mirror system. TS101 processors with new software. A-331 Shoran. Chaff/flare dispensers relocated in dorsal spine. Claimed more comfortable to fly, with increased permissible angle of attack (30є during initial tests, subsequently expanded), better manoeuvrability, improved cruise efficiency; eight underwing hardpoints for 4,500 kg (9,920 lb) stores, including four laser-guided Kh-25ML (AS-10 `Karen') or Kh-29L (AS-14 `Kedge'), anti-radiation Kh-25MP (AS-12 `Kegler') and Kh-31A/P (AS-17 `Krypton') or TV-guided Kh-29T (AS-14 `Kedge') ASMs; eight RVV-AE (R-77; AA-12 `Adder') AAMs, R-73E (AA-11 `Archer') AAMs or KAB-500KR 500 kg TV-guided bombs. Rounds for gun reduced to 100. Range on internal fuel 1,079 n miles (2,000 km; 1,242 miles), with three external tanks 1,726 n miles (3,200 km; 1,988 miles). Welded Al-Li structure very expensive and failed to provide promised weight savings. State Acceptamce Tests suspended due to funding problems, May 1993. Planned MiG-29UBM trainer (9.61) abandoned. Not ordered for Russian Air Forces at the time, though development was relaunched by MAPO in late 1999. MiG-29ME: Export version of MiG-29M, with same weapons and equipment but with first-generation WCS based on N019ME radar of MiG-29SD/SE. Redesignated MiG-33, but no longer being promoted; see 1999-2000 edition for details. MiG-29SMT (Factory index 9.17 MiG-20SMT-I): New version, based on original 9.12/9.13 airframe, and incorporating many of the improvements and capability enhancements planned for the MiG-29M, originally including gridded intakes and still including the dorsal airbrake, but without that variant's new lightweight Al-Li airframe. MiG-29SMTs can be produced on existing production jigs, or by retrofit of in-service aircraft, but the configuration is primarily a retrofit option. `Fifth generation' avionics system, based around MIL-STD-1553B equivalent databus, building on experience gained with Izdelie 9.21 (15125 `211') which tested BTsK-29 digital avionics suite in 1987-88. Two 152 Ч 203 mm (6 Ч 8 in) MFI-68 colour LCD MFDs dominate panel, with multifunction control panels incorporating three smaller (96 Ч 77 mm; 3Ѕ Ч 3 in) monochrome LCDs on side consoles. Digital moving map (and possibly Terprom-type elevation database and display) and upgraded HUD. Revised N019MP `Topaz' radar with synthetic aperture air-to-ground mode and larger `look' angle (70є in azimuth +50є/-40є in elevation). AoA limit to be raised to 30є. Last preproduction `Fulcrum-A' (925 `Blue 25') rebuilt as avionics/cockpit mockup and displayed at Moscow Air Show, August 1997; MiG-29SD 05533 (`Blue 331') rebuilt as avionics/cockpit prototype; first flew as such, 29 November 1997; modified with aerodynamic mockup of revised fuselage spine and flew again on 22 April 1998, having been renumbered `Blue 405'. The first full-standard 9.17 was a converted MiG-29S/9.12S demonstrator (35400 `Blue 917') which first flew on 14 July 1998 with the new spine fully fitted, and including new fuel tanks. Revised spine with larger No 1 tank forward and new tank in rear part of fairing. Rear, `tail' tank protrudes beyond jetpipes and can be retrofitted at unit level. In combination, tanks give 1,475 kg (3,252 lb) (1,000 plus 475 kg; 2,205 plus 1,047 lb) increase in capacity, equivalent to 100 per cent increase in mission radius to 836 n miles (1,550 km; 963 miles) in the air superiority role, or 594 n miles (1,100 km; 683 miles) air-to-ground. Overall range increased to 1,889 n miles (3,500 km; 2,714 miles) or to 3,617 n miles (6,700 km; 4,163 miles) with a single aerial refuelling. Original scheme for SMT added outboard integral wing tanks, tanks in LERXes and in tailbooms, increasing capacity by 2,490 kg (5,490 lb) or 3,170 litres (337 US gallons; 697 Imp gallons). Aircraft also stated to be compatible with revised, enlarged, 1,800 litre (476 US gallon; 396 Imp gallon) underwing fuel tanks and with bolt-on retractable AAR probe. Warload increased to 5,000 kg (11,023 lb) in air-to-ground role. Installation planned of 98.1 kN (22,050 lb st) RD-43 (RD-333) engines, possibly later with thrust vectoring. MTOW raised to 21,000 kg (46,297 lb). Service life extended from 4,000 to 6,000 flying hours. Believed aimed primarily at Russian Air Forces as MLU for about 180 existing aircraft but offered for export, including to Ecuador. MIL-STD-1553B bus will simplify integration of Western displays, avionics and weapons. Original Russian plan was for up to 15 upgrades in 1998, building to 40 per year by 2000; however, first air force aircraft (01) completed on 29 December 1998 and demonstrated to customer at Zhukhovsky on 12 January 1999. MiG-29SMT-II (Factory index 9.17-II): Further upgrades to the SMT are already planned or on offer, under provisional designation MiG-29SMT-II. Improvements include frontal RCS reduction measures, IR signature reduction and further increases in fuel tankage and warload. Fuel capacity to be increased to 5,600 kg (12,346 lb) through installation of new 219 litre (58.0 US gallon; 48.0 Imp gallon) tanks in LERX, replacing auxiliary air intakes and ducts, as in MiG-29M and original SMT scheme. Eight hardpoint wing (either based on MiG-29M, with broad span ailerons, or merely rebuilt standard wing) will allow warload increase to 5,500 kg (12,125 lb). Potential avionics improvements include new radar (N010, Zhuk, Zhuk PH or NIIR Zemchug). Some expect future MiG-29 variants to receive a new engine, the VK-10M, being developed by Klimov for production from 2010, with a thrust of 108 to 113 kN (24,250 to 23,350 lb st). Thrust vectoring may be offered. May use triple redundant digital FBW FCS developed for MiG-29M. MiG-29SMTK (Factory index 9.17K): Carrierborne variant combining MiG-29SMT features with landing gear, carrier landing system, folding wing, double-slotted flaps, arrester hook and enlarged tailplane of MiG-29K. Believed to have been offered to India and China in association with initial efforts to sell carrier Admiral Gorshkov. Latter built to operate STOVL Yak-38, but modifications proposed for STOBAR (short take-off but arrested recovery) operation. Replaced by MiG-29K2002 and MiG-29K-2008. MiG-29K (Factory index 9.31; K for korabelnyy; ship-based): Maritime version, used for ski-jump take-off and deck landing trials on carrier Admiral of the Fleet Kuznetsov (formerly Tbilisi), beginning 1 November 1989; two new-build prototypes, using MiG-29M structure; completely redesigned, mainly steel, wing using modified aerofoil section and of increased area (increased span, reduced leading-edge sweep) with double slotted flaps, drooping flaperons and more powerful leadingedge flaps; new spar in front of original wing box; new strengthened centre-section without overwing louvres (see MiG29M); upward-folding outer wing panels; RD-33K turbofans with 92.2 kN (20,723 lb st) contingency rating for ski-jump takeoffs. Fuel capacity reduced to 5,670 litres (1,498 US gallons; 1,247 Imp gallons). First flown (16188 `311') 23 June 1988. (Preceded by MiG-29KVP, conversion of 07687 [preseries aircraft 918] with hook, strengthened landing gear and some carrier landing systems and used for trials at Saki from 1982.) Exhibited at Machulishche airfield, Minsk, February 1992, with typical anti-ship armament of four Kh-31A/P (AS-17 `Krypton') ASMs and four R-73E (AA-11 `Archer') AAMs. Production MiG-29K was intended to use same basic airframe, power plant, avionics and equipment as MiG-29M, with added wing folding, strengthened landing gear, ±90є nosewheel steering for deck-handling, arrester hook, fully retractable, permanently installed flight refuelling probe, and other naval requirements, including Uzel carrier beacon homing system, SN-K navigation suite with INS-84, Resistor Shoran/ILS, ACLS and new inertial platform and with radar upgraded to RLPK29IM standards, giving better over-water performance. Ejection seat trajectory laterally inclined 30є so that a deck-level ejection would be into the sea, abeam the carrier, giving extra altitude for parachute to open. Beryoza RHAWS replaced by Pastel, which can function as ELS for Kh-31P ARMs. State Acceptance Trials suspended due to funding difficulties, early 1992. Further development ended initially when not selected for deployment on Admiral of the Fleet Kuznetsov, but resumed at Zhukovsky in September 1996, reportedly in expectation of order from India. (More details in 1993-94 Jane's.) First prototype currently grounded; second (27579) returned to flight status in support of MiG-29M programme. Proposed naval MiG-29KU (9.62) trainer derivative with two separate stepped cockpits remained unbuilt. `MiG-29K-2002': The original MiG-29SMTK (effectively a MiG-29SMT with the 9.31's folding wing and landing gear), previously offered to India along with the former helicopter carrier Admiral Gorshkov, is understood to have been replaced by a new, multirole, carrierborne variant based more closely on the MiG-29K/M, albeit without the expensive Al-Li alloys. With a MIL-STD-1553B-type bus and open systems avionics architecture, the MiG-29K-2002 is compatible with a wide range of Russian and Western weapons, and may feature the colour displays and GPS-based navigation system of the MiG-29SMT. This variant, possibly designated MiG-29 MTK, is claimed to be able to perform 90 per cent of its missions with a 10 kt (18 km/h; 11 mph) wind-over-deck, even in tropical conditions using new autothrottle. One notable feature of the new aircraft is its much-reduced folded span of 5.80 m (19 ft 0ј in), achieved by positioning the fold line much closer in to the wing-root, and by adding upward-folding tailplanes. The aircraft can also fold its radome (up and back), reducing overall length to 14.13 m (46 ft 4ј in). Accordingly, Admiral Gorshkov can carry a full air wing of 24 MiG-29Ks (plus six helicopters), or (according to some sources) as many as 30. A projected MiG-29K-2008 upgrade configuration could add a computer upgrade and additional electro-optic, radar, IIR and recce pods, together with take-off performance improvements. In December 1999, it was reported that India had selected the MiG-29K for use aboard Admiral Gorshkov, and an initial order for 50 aircraft (against a total requirement for 60 to 70 aircraft) was expected, with an unknown quantity of Kh-35 anti-ship missiles and Kh-31P ARMs. A refuelling tanker fit has been proposed. Local manufacture by HAL is expected. MiG-29KUB: Revised carrier-borne two-seat trainer design offered to India, based on MiG-29K-2002 with reduced-span, inboard wing fold and folding tailplanes. Assumed to feature original stepped tandem cockpits of MiG-29KU. Some reports suggest enlarged tailfins with integral fuel tanks, possibly even single centreline tailfin. MiG-29UBT (Factory index 9.51T; Izdelie 30): Private venture programme funded by OKB, consisting of virtual SMT upgrade (increased fuel in enlarged spine, in-flight refuelling capability glass cockpit and enhanced avionics) for UB trainer. This transforms UB into operationally capable two-seat multirole fighter, with potential for Su-24 replacement or for `pathfinder' use. Expected to be fitted with a millimetre wave terrain-avoidance radar and Osa-2 X-band, phased-array centimetric air-to-air/air-to-ground radar, or with Thomson-CSF RC 400 radar in nose and missile launch and trajectory control system in wingroots. Full dual controls retained in rear cockpit, but augmented by large CRT display screen optimised for display of FLIR or video imagery; WSO would be a rated pilot who could take control if captain incapacitated. Long-serving demonstrator (08134 `304') converted to UBT demonstrator/prototype making type's Western debut at 1998 Farnborough Air Show, after only five test flights in new configuration, having first flown on 25 August 1998. First production conversion 25982 `952', with folding refuelling probe, shown at Paris in June 1999. A further-upgraded aircraft, with four-pylon wings, refuelling probe and OSA-2, is expected to fly in mid-2000. Customers MAPO production total given as 1,257 by 1997, including 478 to Russia, with 14 prototype/preseries aircraft (four of them built by MiG design bureau) and 197 MiG-29UB trainers. Sokol plant confirms last-mentioned with figure of ``about 2000'' (2000). Circumstantial evidence suggests about 840 of the 1,257 are `Fulcrum-A'/9.12 versions and 207 are 9.13s. Some reports imply that small numbers of single-seat MiG-29s also built by Sokol (MMZ No. 21 `Sergo Ordzhonikidze' at Gorkii [Nizhny Novgorod]). Ecuador ordered 10 MiG-29Ss and two MiG-29UBs for US$40 million. EADS Deutschland has suggested that `approximately 1,400' were produced, of which 750 remain in service. Further details in tables. KNOWN RUSSIAN AND SOVIET MiG-29 OPERATORS Unit Base Remarks 4 TsBP I PLS Lipetsk Early training unit 8 IAP Vasilkov To Ukraine 14 IAP Zherdevka 19 GvIAP Millerovo 28 GvIAP Andreapol 31 Nikopol'sky GvIAP Zernograd From Falkenberg/Alt Lцnnewitz, Germany 33 IAP Andreapol From Wittstock, Germany 35 IAP From Zerbst, Germany 61 IAP Kakaydy To Uzbekistan 62 IAP Belbek To Ukraine 67 Attack Aviation Regiment Mary 2 To Turkmenistan 73 Sevastapolsky GvIAP Shaykovka From Kцthen 83 GvIAP Merseburg To Starokonstantinov, Ukraine 86 IAP Markuleshty Transferred to Moldova 114 IAP Ivano-Frankovsk, Ukraine From Milovice, Czechoslovakia 116 UtsBP Astrakhan 120 IAP Domna 160 IIAP Borisoglebsk (ex-1080th UATs PLS) 161 IAP, AV-MF Limanskoye To Ukraine 176 IAP Transbaikal district From Tskhakaya, Georgia 234 Proskurovsky GvIAP Kubinka Redesignated 237th GvTsPAT 237 GvTsPAT Kubinka 343 IIAP Sennoy 642 IAP Martinovskaya To Ukraine 715 IAP Lugovoi To Kazakhstan 733 IAP Andreapol From Putnitz, Germany 787 IAP Ros, Belarus From Eberswalde/Finow, Germany 797 UAP Kuschchevskaya 871 IAP Smolensk 960 IAP Primorsko Akhtarsk 968 IISAP Lipetsk Was 968th IAP, Nцbitz/Altenburg, Germany Unidentified UAP Yeysk Combat Training Centre Mary Unidentified IAP Zherdyovka Unidentified IAP Orlovka, Khabarovsk Unidentified PVO IAP Privolzhskiy Formerly based in Hungary MiG-29 EXPORT CUSTOMERS Customer Variant Source Delivered/Remaining ISD Bangladesh 9.12A MiG-MAPO 4 of 8 delivered 1999 Belarus 9.12, -13, -51 Soviet/CIS AF 70/58 1991 Bulgaria 9.12A MiG-MAPO 18/17 1990 Bulgaria 9.51 MiG-MAPO 4/4 1990 Cuba 9.12B MiG-MAPO 12-14/12? 1990 Cuba 9.51 MiG-MAPO 2/2 1990 Czechoslovakia 9.12A MiG-MAPO 18/0 to Czech and Slovak 1989 Czechoslovakia 9.51 MiG-MAPO 2/0 to Czech and Slovak 1989 Czech Rep 9.12A Czechoslovakia 9/0 to Poland 1992 Czech Rep 9.51 Czechoslovakia 1/0 to Poland 1992 East Germany 9.12A MiG-MAPO 20/19 to Federal Germany 1988 East Germany 9.51 MiG-MAPO 4/0 to Federal Germany 1989 Eritrea 9.12A Moldova? c.6/4? 1998 Eritrea 9.12A MiG-MAPO c.10 on order Germany 9.12A East German AF 20/19 1990 Germany 9.51 East German AF 4/4 1990 Hungary 9.12B MiG-MAPO 22/20 1993 Hungary 9.51 MiG-MAPO 6/6 1993 India 9.12B MiG-MAPO 72/67? 1987 India 9.51 MiG-MAPO 8/? 1987 Iran 9.12B MiG-MAPO 14/12 1990 Iran 9.12S? Mig-MAPO 1/1 1997 Iran 9.51 MiG-MAPO 2/2 1990 Iran 9.12B Iraq 21/21 1991 Iraq 9.12B MiG-MAPO 36/8 dismantled and stored 1988 Iraq 9.51 MiG-MAPO 6/0 1988 Israel 9.12A Polish/Hungarian/Romanian 2 or 3, returned loan? 1997 Soviet/CIS AF 42/21 (+21 in store) 1991 Kazakhstan Korea, North 9.12B, -51 MiG-MAPO c.25 and 5 UB/? 1988 Malaysia MiG-29N MiG-MAPO 16/14 1995 Malaysia MiG-29NUB MiG-MAPO 2/2 1995 Moldova 9.12, -13, -51 Soviet/CIS AF 31-34/6 (To Yemen, USA) 1991 Peru 9.12/-13 Belarus 14/4 serviceable 1997 Peru 9.12S MiG-MAPO 3 ordered in 1998 ? Peru 9.51 Belarus 2/? 1997 Poland 9.12A MiG-MAPO 9/8 1989 Poland 9.51 MiG-MAPO 3/3 1989 Poland 9.12A Czech Rep 9/9 1995 Poland 9.51 Czech Rep 1/1 1995 Romania 9.12A MiG-MAPO 18/16 1989 Romania 9.51 MiG-MAPO 3/2 1989 Russia 9.12, -13, -51 MiG-MAPO c675/260-460 1983 Slovakia 9.12A Czechoslovakia 9/9 1992 Slovakia 9.51 Czechoslovakia 1/0 1992 Slovakia 9.12 Russian AF 13/13 1994 Slovakia 9.51 Russian AF 1/1 1995 South Yemen 9.12 Moldova 12/0 (4 returned, 7 lost) 1994 Syria 9.12B MiG-MAPO 18-42? 1987 Syria 9.51 MiG-MAPO 2-6/? 1988 Turkmenistan unknown Soviet/CIS AF unknown/c.22 1991 Ukraine 9.12, -13, -51 Soviet/CIS 245/62 1991 USA 9.12 Moldova 6/in store delivered 1997 USA 9.13 Moldova 14/in store delivered 1997 USA 9.51 Moldova 1/in store delivered 1997 Uzbekistan 9.13 Soviet/CIS AF c.36/unknown 1991 Yugoslavia 9.12B MiG-MAPO 14/c.5-6 1987 Yugoslavia 9.51 MiG-MAPO 2/2 1987 Notes on export users: Belarus: 61 Fighter Aviation Base, Baranovichi. Russian sources suggest that about 24 of 47 MiG-29s delivered are in service while EADS suggests that 82 are in use, of 80 originally delivered Bulgaria: 5 Fighter Aviation Base, Burgas/Ravnets. 21-22 remain according to EADS including four trainers and these re-located to Graf Ignatievo during 1999-2000 Cuba: 231є Escuadrуn de Caza, 23є Regimiento de Caza, San Julian. EADS gives the number in use as 12 Czechoslovakia: 11 SLP, Zatec Czech Republic: 2 Squadron, 1 SLP, Ceskй Budйjovice East Germany: 1/ and 2/JG 3 `Vladimir Komarov', Preschen Germany: JG 3, Preschen (-1991), Erprobrungsgeschwader 29, Preschen (1991-1992), 2/JG 73 Laage (1992-) Hungary: 1 VS `Puma' and 2 VS `Dongo' of 59 HVO, Kecskemet (1993-), then 9 HVO. EADS estimates 27 to 28 in use, including six trainers, though only 12 were airworthy at any one time during 2000 India: First export customer. No. 28 Squadron `First Supersonics', No. 47 Squadron `Archers', Poona, No. 223 Squadron `Tridents', Adampur. EADS suggests that 66 remain on charge. Some sources suggest that all single-seaters were 9.12s or 9.12As, last batches almost certainly were Iran: Project Talle added fixed in-flight refuelling probes, while Tallieh will add new retractable probes. Khorsheed saw the development of indigenous 1,000 and 1,200 litre (264 and 317 US gallon; 220 and 264 Imp gallon) external tanks. EADS gives a total of 35 in use Iraq: 21 fled to Iran, eight dismantled in 1995, up to six shot down. DASA estimates that 15 remain in use Israel: 117 Squadron Japan: Two JASDF test pilots undertook a six-month evaluation of the MiG-29 at Krasnodar during 199899 Kazakhstan: 715 IAP, Lugovoi. EADS suggests that 22 are in use. 30 more reportedly to be transferred in compensation for Tu-95 transfers to Russia Korea, North: Some sources suggest that Korea's MiGs included five or six 9.13s delivered in kit form. Sources differ as to total delivered, from 12, to 20, to 30. EADS estimates that 15 are in service Malaysia: 17 and 19 Skuadrons, Kuantan. A second batch of 14-18 aircraft is said to be under consideration Moldova: Inherited 34 MiG-29s from Naval 86 IAP. Total does not tally with known fates. 12 to Yemen (four returned), 21 to USA, `10' to Eritrea. Remaining six said to be `for sale' in November 2000 Peru: Escuadrуn de Caza 611, Grupo Aereo 6, Chiclayo (locally described as MiG-29SE). EADS gives a total of 12 in service Poland: 1 PLM, Minsk-Mazowiecki Romania: 57 Regiment de Vinatoure, Mikhail Kogalniceanu. Original batch of 12 plus two UBs augmented by further batches of five and two, including at least one more UB. EADS estimates that 12 are in service, or 18, including 3 trainers Slovakia: 1 SLP, now 31 Stihaci Letecke Kridlo (Fighter Wing) with 311 and 312 Stihaci Letka (Fighter Squadrons). EADS estimates 12 to 15 in use, including 3 trainers Syria: A fighter wing at Seikal is believed to operate 42 9.12Bs and six MiG-29UBs, though some reports suggest that only 20 aircraft were delivered. Others suggest that 80 aircraft were delivered, of 150 originally ordered. EADS gives a total of 20 in service) Turkmenistan: 67 Attack Aviation Regiment, Mary 2 Ukraine: MiG-29 units have included the 8 IAP at Vasilkov, 62 IAP at Belbek, 85 IAP at Starokonstantinov, 114 IAP at Ivano Frankovsk, 161 IAP at Limanskoye, and the 642 IAP Martinovskaya. Ukraine inherited between 216 and 245 MiG-29s (246 according to EADS), including an estimated 155 9.13s. The 62 aircraft given as being in service may not include a large number of aircraft in temporary storage USA: Air Force Systems Command, Wright-Patterson AFB; two given civil registrations in July 1999 (registered as MiG-29UB, but identities suggest `Fulcrum-A') Uzbekistan: 61 IAP, Kakaydy. EADS estimates that 36 are in use Yemen: EADS suggests that four are still in use Yugoslavia: 204 LAP at Batajnica, with the 127 LAE. 11 single-seaters remained operational before Operation Allied Force in 1999. About six were destroyed in air combat during the operation, but claims of aircraft destroyed on the ground may refer to the destruction of decoys Costs Malaysia reportedly paid US$560 million for its 18 aircraft while Bangladesh paid US$115 to 125 million for eight aircraft, this sum being broken down, according to some reports as US$11 million per aircraft, plus US$27 million for the training/spares/support package. Design Features Emphasis from start on high manoeuvrability, to counter US F-15, F-16 and F-18, with target destruction at distances from 200 m (660 ft) to 32 n miles (60 km; 37 miles), and with effective air-to-surface capability. All-swept mid-wing configuration, with wide ogival wing leading-edge root extensions (LERX), 40 per cent of lift provided by lift-generating centre-fuselage, twin tailfins carried on booms outboard of widely spaced engines with wedge intakes; doors in intakes, actuated by extension and compression of nosewheel leg, prevent ingestion of foreign objects during take-off and landing; gap between roof of each intake and skin of wingroot extension for boundary layer bleed. Fire-control and mission computers link radar with laser range-finder and infra-red search/track sensor, in conjunction with helmet-mounted target designator; radar able to track 10 targets simultaneously; targets can be approached and engaged without emission of detectable radar or radio signals; sustained turn rate much improved over earlier Soviet fighters; thrust/weight ratio better than one; allowable angles of attack at least 70 per cent higher than previous fighters; difficult to get into stable flat spin, reluctant to enter normal spin, recovers as soon as controls released; wing leading-edge sweepback 73є 30' on LERX, 42є on outer panels; anhedral approximately 3є. Tailfins canted outward 6є; leading-edge sweep 47є 50' on fins, 50є on horizontal surfaces; anhedral 3є 30'. Fins canted outwards 6є. Engine replacement time 2 hours; preflight preparation 20 minutes. Design flying life 2,500 hours. Flying Controls Conventional. Hydraulically powered surfaces, with SAU-451 three-axis autopilot, ARU-29-2 g-feel system and rate dampers; 50S-3M AoA limiter set at 26є in earliest aircraft, with initial service limit of 24є (30є permitted in symmetrical manoeuvres without banking) but can be overriden by pilot by `pulling through' synthetic stick-stop; automatic `bank corrector' feeds in rudder to reduce bank at high AoA; computer-controlled four-section leading-edge manoeuvring flaps (maximum downward deflection 20є) over full span of each wing, except tip, and plain trailing-edge flaps (maximum downward deflection 25є); inset ailerons with RP-280A hydraulic actuators; inset rudders with RP-270A actuators and allmoving (+15є/-35є collectively and differentially) horizontal tail surfaces with RP-260A actuators and no tabs; interconnect allows rudders to augment roll rate; mechanical yaw stability augmentation system; hydraulically actuated forward-hinged airbrakes above and below rear fuselage between jetpipes. Pilot may override g limiter; few demonstration pilots authorised up to +11 g. Structure Approximately 7 per cent of airframe, by weight, of composites; remainder metal, including aluminium-lithium alloy for wing carry-through structure housing fuel tanks; three-spar wings with three `false spars' two ahead of, one behind, torsion box; 16 stringers and skins reinforced by stringers; trailing-edge wing flaps, ailerons and vertical tail surfaces of carbon fibre honeycomb; approximately 65 per cent of horizontal tail surfaces aluminium alloy, remainder carbon fibre; semimonocoque all-metal fuselage built around 10 mainframes in three subassemblies, with forward (frames 1 to 3), centre (frames 4 to 7) and rear sections, the latter including the engine bays; fuselage sharply tapered and downswept aft of flatsided cockpit area, with ogival dielectric nosecone mounting PVD-18 main pitot boom (PVD-7 auxiliary pitot mounted on side of nose); small vortex generator each side of nose helps to overcome early tendency to aileron reversal at angles of attack above 25є; tail surfaces carried on slim booms alongside engine nacelles. Landing Gear Hydromash retractable tricycle type, with oleo-pneumatic shock-absorbers; single KT-150 wheel on each main unit and twin KT-100 nosewheels. Mainwheels retract forward into wingroots, turning through 90є to lie flat above leg; nosewheels, on trailing-link oleo, retract rearward between engine air intakes. Hydraulic retraction and extension, with mechanical emergency release. Nosewheels steerable ±8є for taxying, T-O and landings, ±31є for slow speed manoeuvring in confined areas (selector in cockpit). Mainwheel tyres size 840Ч290, pressure 11.75 bars (170 lb/sq in), nosewheel tyres size 570Ч140, pressure 9.80 bars (142 lb/sq in). Pneumatic steel brakes. Mudguard to rear of nosewheels. Container for 2 17 m (183 sq ft) cruciform brake-chute in centre of boat-tail between engine nozzles. Power Plant Two Klimov/Sarkisov RD-33 turbofans, each 49.4 kN (11,110 lb st) dry and 54.9 to 81.4 kN (12,345 to 18,300 lb st) with afterburning. Engines mounted 4є nose-up, and nacelles toe-in by 1є 30'. Engine ducts canted at approximately 9є, with wedge intakes, sweptback at approximately 35є, under wingroot leading-edge extensions. Multisegment ramp system, including top-hinged forward door (containing a very large number of small holes) inside each intake that closes the duct while aircraft is taking off or landing, to prevent ingestion of foreign objects, ice or snow. Air is then fed to each engine through five louvres in top of each wingroot leading-edge extension and perforations in duct closure door. Doors are opened by extension of nose gear oleo when T-O speed reaches 140 kt (260 km/h; 162 mph) and closed by oleo compression at touchdown. Louvres also have air inlet control function, sometimes asymmetrical, with three lattice spill doors aft of each. `Fulcrum-A' and `Fulcrum-C' internal fuel capacities have been quoted differently by the manufacturer on numerous occasions. Basic `Fulcrum-A' has integral fuel tank formed by torsion box in inboard portion of each wing, capacity 350 litres (92.5 US gallons; 77.0 Imp gallons); four tanks in fuselage, respectively 705 litres (186 US gallons; 155 Imp gallons), 875 litres (231 US gallons; 192.5 Imp gallons), 1,800 litres (476 US gallons; 396 Imp gallons) and 285 litres (75.0 US gallons; 62.5 Imp gallons); total internal fuel capacity 4,365 litres (1,153 US gallons; 960 Imp gallons). In later `Fulcrum-As', 705 litre tank replaced by one of 780 litres (206 US gallons; 172 Imp gallons) which was replaced in `Fulcrum-C' by 890 litre (235 US gallon; 196 Imp gallon) tank. Attachment for 1,500 litre (396 US gallon; 330 Imp gallon) non-conformal external fuel tank under fuselage, between ducts. Some (MiG-29S and other) aircraft piped to carry 1,150 litre (304 US gallon; 253 Imp gallon) external tank under each wing. Single-point pressure refuelling through receptacle in port wheel well. Overwing receptacles for manual fuelling. Single GTN-7 turbopumps in tanks 1 and 3, three in tank 2, with fuel jet pumps in wings and tank 3A; system powered by DTsN-80 centrifugal pump. Airscoop for GTDE-117 turboshaft APU, rated at 73 kW (98 eshp) for engine starting, above rear fuselage on port side; exhaust passes through underbelly fuel tank when fitted. In-flight refuelling system, with retractable port-side probe, available as upgrade. `Fulcrum-A' and `Fulcrum-B' have KSA-2 gearbox, `Fulcrum-C' has KSA-3. One Khladon-114V2 CFC 3-litre fire extinguisher mounted in the spine for use on fires in engine bays or APU/accessory gearbox bay. Actuated automatically by flame sensors. Accommodation Pressurised cockpit enclosed by frames 1 and 2. Pilot only, on 16є rearward-inclined K-36DM Series 2 zero/zero ejection seat, giving -14є view forward over the nose, and under hydraulically actuated, rearward-hinged transparent blister canopy in high-set cockpit. Sharply inclined one-piece curved windscreen of electrically de-iced triple glass. Three internal mirrors provide rearward view. Systems Two independent hydraulic systems powered by NP-103A variable-displacement pumps, driven by the engine accessory gearboxes, pressurised to 207 bars (3,000 lb/sq in), with 80 litres (21 US gallons; 17.5 Imp gallons) fluid. Main system powers one chamber of each control surface actuator, leading-edge and trailing-edge flaps, stick-pusher, artificial feel unit, landing gear extension/retraction, nosewheel steering, intake ramps and APU exhaust door; back-up system powers second chamber of each control surface actuator and stick-pusher, and can be powered by an emergency NS-58 pump. Electrical system consists of three subsystems: 27-28.5 V DC, 115 V/400 Hz AC (three-phase) and 36 V/400 Hz AC (single-phase). Accessories gearbox drives a 30 kW GSR-ST-12/40A DC generator and a 12 kW GT30NZhCh 12 AC generator. Reserve DC power provided via two 28 V 45 A 15STsS-45B silver-zinc batteries housed in starboard LERX, which can be used for APU starting, if no ground power available. Reserve AC power supplied by 1.5 kW, single-phase/1 kW three-phase PTO-1000/1500M converter. Ground power connectors located on port side of fuselage. Three separate pneumatic systems, with main system powering the wheel-brakes, canopy, fuel shut-offs and brake parachute actuator and jettison; and emergency system operating mainwheel brakes, and allowing emergency gear extension; final system pressurises hydraulic tanks and avionics bays. Oxygen system totals 16 litres (0.56 cu ft) in four 2 bottles, each charged to 150 kg/cm (2,133 lb/sq in); provides air/oxygen mix up to 8,000 m (26,240 ft) and pure oxygen thereafter. One bottle of the system is used to ensure reliable engine restarting and for APU start-up on the ground. Pilot's ejection seat incorporates a 0.7 litre (0.02 cu ft) KKO-15LP emergency oxygen bottle. Air conditioning uses bleed air cooled by heat exhangers and turbocooler. Cockpit temperature maintained at 15 to 25єC (59 to 77єF). System also pressurises pilot's suit, demists screen and cools the gun bay. Ozh-65 glycol-based liquid cooling system for radar. Avionics Integrated by NPO Elektroavtomatika with TsVM100.02.02 digital computer. Comms: R-862 Zhooravl-30 com radio; R-855UM Komar 2M emergency radio and SPU-9 intercom. Index 9.12A version has SRZ-1P interrogator and SRO-1P transponder, forming Parol-2D IFF system, while 9.12B has SRO-2 (`Odd Rods') IFF transponder and SRZ-15 interrogator. Two SO-69 ATC transponder antennas under conformal dielectric fairings in leading-edge of each wingroot extension. ALMAZ-UP cockpit voice recorder and voice warning system. Optional additional V/UHF radio. Radar: Phazotron RLS RP-29 (N019 Rubin) coherent pulse Doppler look-down/shoot-down engagement radar (NATO `Slot Back'; able to track 10 targets simultaneously and engage one; search range 38 to 55 n miles; 70 to 102 km; 43 to 63 miles, depending on target size; tracking range 38 n miles; 70 km; 43 miles), target tracking limits 60є up, 38є down, 67є each side, with TS100 digital processor and integrated with OEPrNK-29 targeting/navigation complex including collimated OEPS-29 IRST/laser ranger. Twist cassegrain antenna; some sources suggest N019ME has planar array. Flight: ARK-19 ADF, A-611 marker beacon receiver, A-037 radar altimeter, A-323 Shoran and ILS. Optional INS, Tacan, VOR/ILS and/or GPS equipment. Tester-UZLK flight data recorder; Ekran-03M BITE. German MiG-29s to receive new Sextant navigation system with upgraded computer, displays and GPS. Instrumentation: ILS-31 HUD and Shchel-3UM-1 helmet-mounted target designation system for off-axis aiming of air-to-air missiles. SEI-31 integrated display for radar and IRST information controlled by Ts100.02.06 digital computer. Mission: OEPrNK-29 weapon aiming and navigation system, including NPO Geofizika KOLS (Izdelie 13S) IRST and OEPS-29 electro-optical sight and laser range-finder (fighter detection range 8 n miles; 15 km; 9.25 miles) forward of windscreen (protected by removable fairing on non-operational flights). Index 9.12 and 9.12A (and 9.13A) have E502-20 datalink, receiving guidance signals and target data from GCT and AWACS. Self-defence: Sirena 3 SPO-15LM (L006LM Beryoza) 360є radar warning system, with sensors on wingroot extensions, wingtips and port fin. SUVP-29 passive countermeasures control unit; BVP-30-26M dispenser, with 30 PPI-26-1B 26 mm chaff or flare cartridges, in each fin root extension. Equipment FPK-250 taxying light on nosewheel leg; FP-8 or FP-15 landing lights on main landing gear doors. Armament Six close-range, IR-homing R-73 or R-73E (AA-11 `Archer') AAMs, or four R-73/73E and two medium-range radar-guided R-27R1 (AA-10A `Alamo-A'), on three pylons under each wing; alternative air combat weapons include six close-range R60T or R-60MK (NATO AA-8 `Aphid') infra-red AAMs, or four R-60T/MK and two R-27R1s. Able to carry 16 OFAB-100 or OFAB-120, eight FAB-250, or four FAB-500 M54 or FAB-500 M62 bombs, KMGU-2 submunitions dispensers, ZB-500 napalm tanks, B-8M1 (20 Ч 80 mm) rocket packs and 130 mm and 240 mm rockets in attack role. Nuclear weapons carriage by MiG-29 now prohibited by CFE Treaty, but was previously capable of carrying single 30 kT RN-40 tactical store on port inboard pylon. One 30 mm Gryazev/Shipunov GSh-301 (TKB-687/9A4071K) single barrel gun in port wingroot leading-edge extension, with 150 AO-18 rounds. Dimensions, External Wing span 11.36 m (37 ft 3ј in) Wing chord: at c/l 5.6 m (18 ft 4Ѕ in) at tip 1.27 m (4 ft 2 in) Wing aspect ratio 3.4 Length overall: incl noseprobe 17.32 m (56 ft 10 in) excl noseprobe 16.28 m (53 ft 5 in) Length of fuselage, excl noseprobe 14.875 m (48 ft 9Ѕ in) Height overall 4.73 m (15 ft 6ј in) Tailplane span 7.78 m (25 ft 6ј in) Wheel track 3.09 m (10 ft 1Ѕ in) Wheelbase 3.645 m (11 ft 11Ѕ in) Areas Wings, gross 2 38.00 m (409.0 sq ft) Weights and Loadings (A: MiG-29, B: MiG-29S) Operating weight empty: A 10,900 kg (24,030 lb) Max weapon load: A 3,000 kg (6,614 lb) Max fuel load: A (centreline tank) 4,640 kg (10,230 lb) B (three tanks) 6,670 kg (14,705 lb) Normal T-O weight (interceptor): A 15,240 kg (33,600 lb) B 15,300 kg (33,730 lb) Max T-O weight: A 18,500 kg (40,785 lb) B 19,700 kg (43,430 lb) Max wing loading: A 486.8 kg/m (99.71 lb/sq ft) B 518.4 kg/m (106.18 lb/sq ft) Max power loading: A 114 kg/kN (1.11 lb/lb st) B 121 kg/kN (1.19 lb/lb st) 2 2 Performance (A, B as above) Max level speed, A, B: at height M2.3 (1,320 kt; 2,445 km/h; 1,520 mph) at S/L M1.225 (810 kt; 1,500 km/h; 932 mph) T-O speed: A 119 kt (220 km/h; 137 mph) B 140-151 kt (260-280 km/h; 162-174 mph) Acceleration: A, B at 1,000 m (3,280 ft) 325-595 kt (600-1,100 km/h; 373-683 mph) 13.5 s 595-700 kt (1,100-1,300 km/h; 683-805 mph) 8.7 s Approach speed: A 140 kt (260 km/h; 162 mph) Landing speed: A 127 kt (235 km/h; 146 mph) B 135-140 kt (250-260 km/h; 155-162 mph) Max rate of climb at S/L: A, B 19,800 m (65,000 ft)/min Service ceiling: A 17,000 m (55,780 ft) B 18,000 m (59,060 ft) T-O run: A, B with afterburning 250 m (820 ft) B without afterburning 600-700 m (1,970-2,300 ft) Landing run, with brake-chute: A, B 600-700 m (1,970-2,300 ft) Radius of turn at 3.8 g: A at 432 kt (800 km/h; 497 mph) 350 m (1,150 ft) A at 220 kt (408 km/h; 254 mph) 225 m (740 ft) Range: A with max internal fuel 810 n miles (1,500 km; 932 miles) B with max internal fuel 772 n miles (1,430 km; 888 miles) A, B with underbelly auxiliary tank 1,133 n miles (2,100 km; 1,305 miles) B with three external tanks 1,565 n miles (2,900 km; 1,800 miles) g limits: above M0.85: A +7.5/-2.15 below M0.85: A, B +9/-2.25 (source: Jane's All the World's Aircraft 2001-2002)