Mikoyan-Gurevich MiG-25 From Wikipedia, the free encyclopedia Jump to: navigation, search This article or section does not cite its references or sources. Please help improve this article by introducing appropriate citations. (help, get involved!) This article has been tagged since October 2006. MiG-25 "Foxbat" Type Interceptor Manufacturer Mikoyan-Gurevich OKB Maiden flight 6 March 1964 Introduced 1970 Status Limited active service Primary users Soviet Air Force Indian Air Force Libyan Air Force Syrian Air Force Number built 1,190 Variants Mikoyan MiG-31

The Mikoyan-Gurevich MiG-25 (Russian: МиГ-25) (NATO reporting name "Foxbat") is a very high-speed interceptor and reconnaissance/bomber aircraft designed by the Soviet Union's Mikoyan-Gurevich bureau. First flown as a prototype in 1964, it entered service in 1970. With a claimed top speed of Mach 3, a powerful radar and four air-to-air missiles, the Foxbat initially caused panic among Western observers and military analysts. The aircraft's true capabilities were not discovered until 1976 when a Soviet MiG-25 pilot defected to Japan. Subsequent analysis revealed a simple-yet-functional design with vacuum-tube electronics, two massive turbojet engines, and sparing use of advanced materials such as titanium. This allowed for a production run of 1,190 aircraft.[3] The MiG-25 flew with a number of Soviet allies and former Soviet republics and it remains in limited service in Russia and several other nations. Contents [hide]

* 1 Development * 2 Description * 3 Combat Service * 4 Current Operators * 5 Former Operators * 6 Specifications (MiG-25P 'Foxbat-A') * 7 References * 8 External links * 9 Related content

[edit] Development First MiG E-155R prototype First MiG E-155R prototype Ye-155K3 Reconnaissance prototype (1964) Ye-155K3 Reconnaissance prototype (1964)

The development of the MiG-25 began in the 1950s, paralleling American efforts to develop a Mach 3 bomber and interceptor aircraft, including the (ultimately abortive) XB-70 Valkyrie, the XF-103 Thunderwarrior, the Lockheed YF-12, and the XF-108 Rapier. With the first Mach 2 aircraft beginning to enter service, Mach 3 seemed like the next logical step. A variety of roles were considered, including cruise missile carriers, and even a small five- to seven-passenger supersonic transport, but the main impetus was a new high-altitude reconnaissance aircraft and heavy interceptor. If a Mach 3 bomber were to enter American service, it would have been nearly invulnerable to Soviet air defense.

The Mikoyan-Gurevich OKB accepted the assignment effective 10 March 1961. Although the XB-70 Valkyrie was cancelled before the new Soviet aircraft, which carried the bureau designation "Ye-155" (or "Е-155"), reached the prototype stage, it seemed that the Ye-155 would still be a useful addition to the PVO Strany air defense interceptor force for use against reconnaissance targets like the SR-71 Blackbird. It was widely believed that the MiG-25 was developed in response to the XB-70. However, A. Belyankov, head of the MiG design bureau, claimed that this was not in fact the case. [citation needed]

Because of the thermal stresses incurred in flight above Mach 2, the MiG-25 could not be constructed with traditional aluminum alloys. Lockheed had utilized titanium for their YF-12 and SR-71 series aircraft and North American used a honeycombed steel material for the XB-70. Both American companies struggled with the materials used to construct their respective aircraft. In the end, Mikoyan-Gurevich OKB decided the MiG-25 would largely be constructed of nickel alloy steel. The steel components of the MiG-25 where formed by a combination of spot-welding, automatic machine welding and hand arc welding methods. Initially there was concern that the metal welds would crack when the aircraft experienced the normal jolting of a landing. This did not prove to be the case, and any cracks that developed in service were easily welded in the field. A small amount of titanium and aluminum alloy were used in the construction of the MiG-25.

The first prototype, which was actually the reconnaissance variant, designated "Ye-155-R1" by the bureau, made its first flight on 6 March 1964. The prototype interceptor, "Ye-155-P1", took to the air on 9 September 1964. Development, which represented a major step forward in Soviet aerodynamics, engineering and metallurgy, took several more years to complete. In the meantime, several prototypes, under the cover designation