ection to Japan exposed this flaw to the West, a government decree issued on November 4, 1976 called for urgent development of a more advanced radar. This resulted in the pulse-Doppler Sapphire-25 system fitted to the MiG-25PD variant.
Automatic control system SAU 155П1 (interceptor) or SAU 155Р1 (scout): navigation system «Peleng-D (ETC, DM)»; heat radar 26Ш-1; корекция radio - guidance system «Lazur» (for interceptor); direction finder ARC-10; altimeter great heights RV-18 (RV-19); SPO Sirena-3M» or LO 06 «Birch»; control system air intake СРВМу-2A; system range radionavigation RSBN-6C «coral»; marker radio MCI-56П; intercom SPU-7; the Respondent CO-63B; system of air signals SVS-MO-5; voice informer RI-65; voice recorder MS-61 and others On late production was installed SEC «rainbow».
All interceptors installed «Polet-1I,» consisting of the electronic systems of navigation and landing, курсовертикали, air signals and systems of the automatic flight control. The spies were established: photographic equipment And 70 or A-72 station surveillance Cube-3M», radar side view «Sabre», the station of radio reconnaissance «Virazh» or «Pitch».
Armament interceptor includes four supersonic (M>5) UR great range R-40T (R-40TD) with thermal homing head and P-40P (R-40RD) with semi-active radar guidance system (maximum launch range, on altitudinal goal on a collision course - 35–60 km). Under the fuselage can suspended fuel tank. The aircraft could carry unguided gravity bombs in a rudimentary strike capability.17 As the bombs would weigh no more and incur no more drag than its regular load of R-40 missiles, its performance was not impaired, leading to some impressive bombing feats; when released at an altitude of 20,000m (66,000 ft) and a speed above Mach 2, a 500 kg bomb would have a glide range of several tens of kilometres.18
The MiG-25 was theoretically capable of a maximum speed of Mach 3+ and a ceiling of 90,000 ft (27,000 m). Its high speed was problematic: although sufficient thrust was available to reach Mach 3.2, a limit of Mach 2.83 had to be imposed as the turbines tended to overspeed and overheat at higher speeds, possibly damaging them beyond repair.1920
Full scale production of the MiG-25R ('Foxbat-B') began in 1969 at the Gorkii aircraft factory (Plant No.21). The MiG-25P ("Foxbat-A") followed in 1971, and 460 of this variant was built until production ended in 1982. The improved PD variant that replaced it was built from 1978 till 1984 with 104 aircraft completed.6 But from then on the Gorkii factory switched over production to the new MiG-31.
Inaccurate intelligence analysis caused the West initially to believe the MiG-25 was an agile air-combat fighter rather than an interceptor. In response, the United States started a new program which resulted in the McDonnell Douglas F-15 Eagle.21 NATO obtained a better understanding of the MiG-25's capabilities on 6 September 1976, when a Soviet Air Defence Forces pilot, Lt. Viktor Belenko, defected, landing his MiG-25P at Hakodate Airport in Japan.22 The pilot overshot the runway on landing and damaged the front landing gear. Despite Soviet protests, the Japanese invited U.S. Air Force personnel to investigate the aircraft.22 On 25 September, it was moved by a C-5A transport to a base in central Japan, where it was carefully dismantled and analyzed.22 After 67 days, the aircraft was returned by ship to the Soviets, in pieces.22
The analysis, based on technical manuals and ground tests of engines and avionics, revealed unusual technical information:
- Belenko's particular aircraft was brand new, representing the latest Soviet technology.
- The aircraft was assembled quickly, and was essentially built around its massive Tumansky R-15(B) turbojets.
- Welding was done by hand. Rivets with non-flush heads were used in areas that would not cause adverse aerodynamic drag.23
- The aircraft was built of a nickel alloy and not titanium as was assumed (though some titanium was used in heat-critical areas). The steel construction contributed to the craft's 29,000 kg (64,000 lb) unarmed 