MiG 25

十月 28, 2007 at 09:15 | 張貼於MiG 25 | 發表留言

In the second-half of the 50th is annual OKB Of a.I.Mikoyana it approached the works on the creation of heavy high-speed and high-altitude fighter-interceptors E -150, E -152 (E -166) and E -152M, intended for dealing with the promising supersonic bombers. In the course of the tests of these machines the speed of 2680 km/h and ceiling 22670 m was achieved, the practical finalizing of promising weapon systems was conducted. The obtained reserve made it possible to approach the creation of the more powerful combat aircraft, capable of destroying such purposes as bombers Convair V -58 “Hustler" and North American KHV-“0″ Valkyrie “, and also reconnaisance aircraft Lockheed Sr -71 (in THE USSR about existence of this top secret program it became known in 1960, in two years prior to the first flight of the American of mashiny).E-yshchshchP the study of the appearance of new aircraft began BY OKB -155 together with TSAGI – CENTRAL INSTITUTE OF AEROHYDRODYNAMICS IM. N YE ZHUKOVSKIY and other branch scientific centers the countries in 1959, and in 1961 was accepted the fundamental solution about the creation of the machine, which received working index E. Were examined the diverse variants of layout – with one- and twin endplate fins, with PGO, by the wing of the variable geometry, by lift engines and the like as a result Of a.I.Mikoyan selected normal aerodynamic configuration with the twin endplate fins and the highly placed tapered wing. E-155P1In the Party spirit- government decision on program E -155 left during February 1961, and on 10 March of the same year Mikoyan published order on OKB about the beginning of the design of new machine. Works headed M.I.Gurevich, which subsequently replaced chief designer n.Z.Matyuk. E -155 from the very beginning was developed in three versions (fighter-interceptor (E -155P), high-altitude intelligence officer (E -155R) and carrier BR (E -155N)), that have the minimum structural differences (from the last version more lately they refused). In this case was posed the problem of creating combat aircraft, capable of carrying out cruise at a velocity, which corresponds Of m=2,shch-e,0, which indicated overcoming the “thermal barrier", since temperature of stagnation with M=2,8e composes 290oS.E-yshchshchPy significant problem it presented the selection of power plant for the new machine. Was examined the possibility of using the promising engines OF OKB Of p.A.Kolesova and A.M.Lyul’ki, that are located in the stage of development. However, subsequently selection was stopped on TRDF – TURBOJET ENGINE WITH AFTERBURNER OF RYSHCHB-E00 Of a.A.Mikulina, which was the development of the short-life engine of yshchK, created for pilotless LA (“121″ and “123″ Tupolev) and finished on E -150 and E -152. Stainless high-temperature (strength) steel was selected as the basic construction material. Fighter-interceptor E -155P had to interact with the automated system of ground guidance “air -1″. It it was intended to equip BRLS of “water spout", the created on the base station “water spout", established on the interceptor Tu-128. The initially basic armament of new aircraft had to become rockets K -9M; however, subsequently it was decided to employ the new rockets K -40, prepared with the use of titanium alloys. The work of model commission for E -155P began in 1962, on 15 June, 1963, was affirmed technical task for the interceptor. The first flight of experimental aircraft E -155P took place on 9 September, 1964, (test pilot P.M.Ostapenko), half a year after the beginning of the flight tests of intelligence officer E -155R. The joint official tests of interceptor were begun during December 1965 and were completed during April 1970. During September 1969 the fighter-interceptor under the polygon conditions with the aid of the rocket R -40R for the first time brought down real flight vehicle – airborne target MiG-155P1 testings of fundamentally new machine they tightened themselves. On 30 October 1967 g, with an attempt at the establishment of the record of rate of climb, perished the chief test pilot HII OF VVS Colonel I.I.Lesnikov. On 26 April, 1969, on MiG-25P, which piloted the air force commander PVO – AIR DEFENSE General Anatoliy kadomtsev, arose the fire of engine and pilot perished. The detachment of the turbine blade became the reason for fire, and by consequence – delay of the beginning of the series production of aircraft, modification of engine and establishment of the new limitation of permissible temperatures on the turbine. On 13 June, 1972, to the armament was accepted the complex of interception MiG-40 in the composition: aircraft-interceptor MiG-25P (article 84), the rockets R -40 of class “air-to-air", the system of radio-command earth based guidance “azure" and so forth in 1973 were completed troop tests. The number of changes was introduced on the sums of plant and official tests into the construction of aircraft and engine. In particular, to wing they gave the negative dihedral angle, equal to -5°, established the increased “fins" on the ends of the consoles (from which then they refused, after increasing the area of keels and after decreasing the surface of the crests under the fuselage), they introduced the differentially slanted stabilizer. The modification of stabilizer cost the life of test pilot. On 4 October, 1973, during the airport approach at the height of 500 m and at the high speed Of o.V.Gudkov it broke, after entering into the unguided rotation. MiG-25P6 with UR R -40 series output of aircraft they unrolled in 1971 at the Gor’kiy plant № of 21 (aviation production association im. Sergo of Ordzhonikidze; now Nizhniy-Novgorod state aircraft factory “falcon") in the cooperation with The dubninskim Machine Building Plant (in the course of building the first series there were made the fuselages of the destroyers, which then along the Volga were transported into the the g.Gor’kiy for the final assembling). Since the beginning of the 70th it is annual MiG-25P they began to enter the combatant fighter aviation units of air defense forces. For the creation of aircraft MiG-25 the group of six designers obtained the Lenin prize. These were: Rostislav belyakov, Hikola1 Matyuk, Fedor shukhov (designer of engine R -15B-300), Fedor volkov (designer OF RP-2SHCH of “water spout"), Ivan silayev (the works manager № of 21 in Gor’kiy) and Aleksey minayev (designer of control system). The appearance of new destroyers sharply decreased the activity of American intelligence officers Lockheed Sr -71, it is earlier than very “boldly" approached borders of the Soviet Union in the north and the Far East. On the basis of operating experience began the work on the modernization RLS of “water spout" into the versions “water spout -A1″, “the water spout -A2″, “Water spout- AE" and “water spout -A4″. In the process of modernization some possibilities of target detection against the background of earth and reduction in the height of the intercepted purposes appeared. On 6 September, 1976, occurred the event, which substantially influenced the fate of the interceptor: Senior Lieutenant V.Belenko completed overflight on MiG-25P into Japan, after landing in the airport of Khakodate on Hokkaido island and after making thus secret aircraft by the property of American specialists. Despite the fact that the machine was soon returned BY THE USSR, Americans had time to thoroughly become acquainted with construction and BREO of interceptor, in consequence of which soon, on 4 November, 1976, followed the decision of government about the urgent modification of aircraft, which is concerned first of all of the radical modernization of its weapon system. Work on the creation of the new modification of fighter-interceptor was executed within the shortest periods and, in 1977, was once released the finished interceptor MiG-25PD. In 1978 Gor’kiy aircraft factory began its series output of aircraft. From 1979 through 1982 all MiG-25P the Soviet AIR FORCE passed re-equipment at the repair plants into the version MiG-25PDS, appropriate MiG-25PD. E -155P5 (1967) with UR R -40Rekordy MiG-25 was the first in the world series destroyer, which reached the boundary of the velocity of 3000 km/h. It became record holder according to the number of established world records (29), of them 3 – absolute. In contrast to Sr -71, on MiG-25 with the speed of 2,shchM and weight 30 T. were allowed the overloads to 5g. this it allowed it to establish speed records on the short closed routes. During November of 1967 M.M.Komarov flew 500- km the closed route with an average speed of 2930 km/h. In THE FAYES record version MiG-25 was registered as by E -266. Of modifications for the instruction of crew into 1969 was created and neglected into a series combat training aircraft MiG-25PU. In the middle of the 60th conducted the work on the creation of the modification of destroyer E -155PA, capable of intercepting the targets, which fly at the speed to 3500-4000 km/h and the heights of 100-30000 m. In 1972 the work on the modernization of interceptor was continued, and new E -155M (E -266M) established 6 world records. State. MiG-25 in series it were let out from 1969 through 1982. Were built 1190 aircraft MiG-25 all modifications, including it is more than 900 interceptors MiG-25P and MiG-25PDwarnings E-150, E-152 E-152M dВ-58 «Хастлер» и Норт Америкэн ХВ-70 XB-70 " Lockheed SR-71 E-155P1
MiG-25P6 SD-R-40

world records

МиГ-25ПУ MiG-25PU.
Е-155ПА , Е-155М ( E-155M (E-266M)


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