Fighter Aicraft, Mig-29/2
Fighter Aicraft, Mig-29/2MiG-29, Part Two
By Easy Tartar
The MiG-29 Legacy of Models, Missions, & Roles:
MiG-29 taxiing
The MiG-29 was designed as a "progressive" model replacement for the air-superiority variants of the MiG-23 Flogger, namely the Flogger G & K models and the remaining MiG-21 bis Fishbed L/N clear air mass fighters. The design effort was initiated in secret during 1969, when the Soviet Air Force announced to the General Staff its formal "statement of requirements" for a new more powerful fighter, one that would challenge the best seen coming off the US production lines after the F-4 Phantom. The Mikoyan Bureau engineers then wrote a "Technical Assessment" specifying general performance parameters that could be achieved. Today the MiG-29 is marketed as a "superfighter", providing a state of the art machine with modern armament, superb aerodynamics, easy operations, and high reliability.
By the end of 1994, MAPO finally admitted that their advanced development program, that followed on after the basic MiG-29"B" was upgraded with the MiG-29"S" series kits ("SD", "SE", and "SM" versions) was slowly continuing in the form of their much improved MiG-29"M" and its potential export counterpart MiG-29"ME". The "M" itself evolved from the naval counterpart, the MiG-29"K", which had been canceled after loosing to the Sukhoi design. The main difference in the "SE" and "SD" versions is a new internal active jammer developed for the Naval "K". The "SM" is a further modified "SE" with a new radar featuring a synthetic aperture mode and PGM capability. Many features of these variants have been thoroughly tested and will be offered to any export customer in various model upgrade kits or in a new aircraft program. Today, it is expected that the MiG-29"M" development program will be continued under state funded programs.
Presently there are several MiG-29 models* in service:This is an attempt to identify the many known and unknown variants and models of the MiG-29 Fulcrum family. It is based on interviews, MIG-MAPO brochures and literature and public domain research. One of the best open source summary documents is the yearly March issue of Air Force Magazine.
Fulcrum A: MiG-29B (Variant 1, Product 9-12) the basic production land based single-seater that was identified in three sub-blocks. (1) the first 110 with rear ventral tail fins, (2) continued production with ventral fins removed in favor of extended-rudders and chaff/flare dispensers incorporated from extended fairings down from the vertical tails to the top of the wings, and (3) the implementation of a redesigned nose gear and pitot tube strake. Total internal fuel of 7384 lbs. (3200 kg, 1136 US Gal, or 4300 liters) with a 2610 lbs. (1184 kg, 402 US Gal, or 1520 liter) Centerline tank while 40% of the MiG-29 fleet have eventually been made capable of 2 x 1130 liter Wing Tanks (3949 lbs, 1792 kg, or 608 US Gal) external wing tanks. All models have a hydra-mechanical flight control system and FOD inlet doors. After the first 100 aircraft above-wing chaff/flare dispensers (30) each) were included and under-fuselage vertical ventrals were removed. Around 350 a/c operating in the VVS, with the basic MiG-29 radar. The export variant for the Warsaw Pact countries was called the 9-12 and others the 9-12B. Many of these basic A models were upgraded to the "fat back" standard but continue as a Fulcrum A (variant 3) since no significant weapon system upgrades were done. The main difference in the "fat-back" versions are the ejection seat harness attachments which are the same as in the MiG-29K or MiG-33. The pilot sits in the seat and attaches the parachute risers to clips on his integrated harness that he puts on before flight, just as the Western pilots do. The SUV (OEPrNK-29E2) Weapons System includes the N-019 Pulse Doppler radar, called the S-29 "TOPAZ" with the export version the N-019E "RUBIN". The NATO designation is "SLOT BACK". The newer N-019/3A "ZHUK" (Beetle) RLPK-29E coherent, multimode PD Radar can be retrofitted. The KOLS (OLIS) laser range finder / IR search and track system tied with a pilot helmet mounted sighting system completes the weapon system. The infra-red search and track ball mounted on a three-axis gimbaled turret protruding above the nose in front of the cockpit and incorporates a steerable laser range finder. The electronic warfare suite is centered around the SIRENA-3 radar warning receiver, two SO-69 type K-11E ECM transponder in the wing strake, and chaff/flare dispensers located on top of the wings. The aircraft is configured with RD-33 engines and the K-36DM/2-06 zero-zero ejection system.
ˆ The RLPK-29 (radiolokatsyonnyi pritselnyi kompleks) radar attack system includes the coherent Pulse-Doppler S-29 (N-019, NATO Slot Back ) look-down/shoot-down radar and its Ts100.02-02 digitial computer. Search Range, fighter-to-target, is of the 70 km (38 nm) class in the front hemisphere and 35 km (19 nm) in the rear hemisphere. Bomber sized targets are expected to be seen at twice the fighter ranges. The radar can show up to ten targets in search and can lock-on to the one of highest priority assigned by the computer. The radar search volume covers a cone ±67° in azimuth and +60°/-38° in elevation. The MiG-29S is equipped with a more jam-resistent N-019M "Topaz" radar with an improved computer for tracking through the beam area and capable of firing on two simultaneously tracked targets with the AA-12.
ˆ The RLPK-29 radar supported by the OEPrNK-29 (optiko-elektronnyi pritselno-navigatsyonnyi kompleks) optical-electronic navigation-attack system, which comprises the OEPS-29 sighting system, SN-29 navigation system, Ts100.02-02 digitial computer, SUO-29M2 weapons control system, and the SYel-31E2 data presentation system with ILS-31 Head-Up Display. The OEPS-29 (optiko-elektronnaya pritselnaya sistema) comprises the KOLS-29 Infra-Red / laser-ranger and track system. Nominal IR tracking range of 18km (10 nm) in the rear-hemisphere with a range resolution of 3 meters (10 ft). The Shchel-3UM helmet mounted sighting and target designator is available for use with the R-60 and R-73 missiles. The SN-29 (sistema navigats) includes the ARK-19 radio compass, the A037/06 radar altimeter, A-611 marker beacon receiver, and the A-323 short-range navigation and instrument landing system. The E502-20/04 Turkus ground-to-air and air-to-ground data link for target indication from land-based radars is joined by the R-862 communication radio, SO-69M IFF transponder and the SRO-2 Parol IFF transponder with its SRZ-15 interrogator.
ˆ The SPO-15 (L006-LM/101) Beryoza radar warning receiver and the 20SP passive countermeasures system with 2 x BVP-30-26M (blok vybrosa pomekh) chaff / flare dispensors built into the upper surfaces of the main wing. Each dispensor contains 30 x 26 mm PPI-26 flares or PPR-26 chaff cartridges.
Fulcrum B: MiG-29UB (Variant 2, Product 9-03) combat dedicated dual-seat trainer without radar and with continuous canopy, but has imbedded training system and functioning IRST/helmet sighting system, weapons capability underwing stores pylons retained, but no chaff/flares, with approximately 70 delivered to VVS and a similar number to export customers. Still in limited rate production for (Variant 3, Product 9-51) the advanced jet trainer first flown on 29Apr81. Production began in 1982 at Gorkiy (Sokol). The airframe is 100 mm longer with the instructor's cockpit taking up a small amount of the number one tank capacity. Total internal fuel changes to 7000 lbs. (3175 kg, 1076 US Gal, or 4077 liters) with a 2610 lbs. (1184 kg, 402 US Gal, or 1520 liter) Centerline tank while some have been made capable of accepting 2 x 1130 liter Wing Tanks (3949 lbs, 1792 kg, or 608 US Gal) external wing tanks.
Fulcrum A: MiG-29SD (Variant 4, Product 9-12S) with "fatback" modification to the basic "A" model incorporating avionics modules for the Gardenyia-1 system. Total internal fuel continues to be 7384 lbs. (3200 kg, 1136 US Gal, or 4300 liters) which includes a 2610 lbs. (1184 kg, 402 US Gal, or 1520 liter) Centerline tank while most of the Variant 3 fleet have been made capable of 2 x 1130 liter Tanks (3949 lbs, 1792 kg, or 608 US Gal) external wing tanks. It has been rumored that this mod for the Variant 4 actually started the 20 US gallon more internal fuel argument due to the redesign of the number one fuel cell and reduced gun ammo from 150 to 120 rounds. This variant continues with the same basic NO-193A weapon system with minor improvements that included an improved new sighting system (IRST) combined with a better imbedded training system that allows for IR and radar target simulation. More built-in-test (BIT) functions, especially for the radar, was included in the EKRAN to reduce dependence on ground support equipment.
Fulcrum A: MiG-29S (Variant 5, Product 9-12S) that continued with production "fat-back" fuselage, small internal fuel increase of 20 US Gal. (76 liters) to 4376 liters (7514 lbs, 3408 kg, or 1156 US Gal) and provisions for two 1150 liter (304 US Gal or 1975 lbs) wing tanks. Total max fuel capacity of 8196 liters (2165 US Gal or 14,074 lbs) with centerline tank included. Possible 4,000 kg. (8,020 lbs.) of stores. Max Takeoff Weight increased to 19,700 kg. (43,340 lbs.). Published max range of 1,565 nm (2862 km). Configured with the improved N-019M "Slot Back" Radar capable of ten TWS target files with two simultaneous engagement tracks the AVV-AE (R-77) "Adder" missile. The first prototype was flown on 3Dec80 by V.M. Gorbunov. The four-section leading edge flap was changed to a five section construction. The improved N-019M "TOPAZ" radar enabled the R-27ER radar and the R-27ET IR missiles which are larger varieties of the R-27R and R-27T original design.
Fulcrum A: MiG-29SE (Variant 6, Product 9-12SE) unique production models of the MiG-29S for the VVS and export with or without "fat-back" structural mod, additional fuel, and specific weapon system configurations with the N-019M/ME improved radar design with 10 target track and two target engagement capability with AA-12 missiles. Malaysia received the MiG-29SE version without the "fatback" extended dorsal spine. The single-seatm version has a KCA-3 accessory to the electrical system, improved environmental control system (ECS), and a new active jammer linked to the radar warning receiver. Single and dual-seat aircraft have provisions for underwing fuel tanks, a new western IFF system, new tandem bomb racks for bigger air-to-ground loads, improved flight control system with roll limiter and greater rudder authority for higher AOA stability. Malaysia has asked for and received the AA-12 (R-77) missile software and suspension hardware. Provisions to incorporate the R-77 (AA-12 "Adder") missile are being worked out. Internal fuel capacity appears not to be upgrade by 20 US gallons but remains at the Fulcrum A basic total internal fuel of 7384 lbs. (3200 kg, 1136 US Gal, or 4300 liters) with a 2610 lbs. (1184 kg, 402 US Gal, or 1520 liter) Centerline tank while all have been made capable of 2 x 1150 liter Wing Tanks (3949 lbs, 1792 kg, or 608 US Gal) external wing tanks. Also, max gross weight appears to also remain at the Fulcrum A level of 36,800 lbs. but could be upgraded. The SD variant has an internal active electronic warfare jamming system.
Note what MAPO-MiG stateed in their literature presented to the Philippine Air Force visiting delegation headed by LtGen Arnulfo G. Acedera, Jr., the Commanding General, who made several flights in the aircraft.
"Today, the MIG MAPO produces in quantity two up-to-date fighter versions, the MiG-29SE and MiG-29SM. The MiG-29SE is a light multi-role fighter optimized for gaining air superiority and for destroying ground (sea) targets with unguided air-to-surface missiles. This aircraft is equipped with an active jamming station providing facilities for self-defense against radar detection and heat-seeking weapons."
"The MiG-29SM is additionally armed with high-accuracy air-to-surface weapons enhance significantly its effectiveness and add to its multirole capability: the Kh-29T with a TV-Homing head and the KAB-500KR TV guided aerial bomb. Now the fighter is being tailored to the Kh-31A anti-ship missile with an active radar homing head and the Kh-31P antiradar missile with a passive radar homing head."
Basic aircraft weapons being offered:
ˆ 9A-4071K (GS-301) 30mm aircraft gun
ˆ suspension system for bombs and rockets
- BDZ-UMK2B girder holders
- APU-470, APU-73-1D, and APU-68-85E launching devices
- B-8M1 rocket pods
ˆ ammunition types that are utilized by the MiG-29
- R-27R1 and R-27E guided missiles
- S-8 (80 mm) and S-24B (240 mm) unguided
rockets
- 250 kg and 500 kg aerial bombs (maximum bomb load of 2000 kg)
- 30 mm aircraft gun rounds (HE and tracer) 150 per loadWith these aircraft the following weapons were noted as being made available for their configurations to be delivered as options in accordance with the customer's request and a modernization schedule on the customer's territory.
ˆ H-29T air-to-surface TV-guided missile with an effective launch range of 30 km.
ˆ KAB-500KR TV-guided 500 kg aerial bomb with hitting accuracy 50 cm.
ˆ R-27T1, R-27ET,and R-27ER medium range air-to-air missiles
ˆ R-27TE1 and R-27RE1 air-to-air BVR missile with effective range from 60 to 120 km.
ˆ H-31P air-to-radar missile with effective launch range above 100 km.
ˆ H-31A air-to-ship missile with effective launch range up to 50 km.
ˆ RVV-AE active air-to-air missile known as the Russian version of the AMRAAM mechanized to engage two-targets at the same time
ˆ Cruise Missile with effective launch distance up to 200 km.
ˆ increasing the effective bomb load carrying capability from 2 to 4 tons
Main aircraft systems and subassemblies are identified as:
ˆ engine RD-33
ˆ ejection seat K-36DM/2-06
ˆ ventral fuel tank 1500 litre (1 pcs)
ˆ underwing fuel tanks 1150 litre (2 pcs)
ˆ radar aiming complex NO19E
ˆ optical & electronic aiming and navigational complex S-31E2
ˆ Friend-or-Foe Identification System
- radar transponder SRO-2
- radar interrogator SRZ-15
ˆ automatic control system SAU-451-04
ˆ airborne guidance system equipment E502-20/04
ˆ communications radio station R-862
ˆ marker radio receiver A-611
ˆ radio altimeter A-037/06
ˆ aircraft ATC responder (with UNN block/K-42E) SO-69
ˆ automatic radio compass ARK-19
ˆ information reporting system ALMAZ-UP
ˆ aircraft flight data recording system TESTER-UZ/LK
ˆ integrated system of built-in control ECRAN 03ME01
ˆ illumination warning system L006-LM/101
ˆ passive jamming dissapation canisters BVP-30-26M (2 pcs)Equipment avaiable that operates in accordance with international standards that can be installed in these MiG-29's:
ˆ flight and navigation deck instruments with indications in the Anglo- Saxon measuring system
ˆ TACAN-AN/APN-118 tactical navigation system
ˆ GPS satellite navigation system
ˆ additional R-800L1 communication radio station with continuous tuning which ensures simultaneous radio communication (in combination with the R-862 radio station) using two independent frequencies and ensures emergency reception at 243
MgHz (GUARD Channel)
ˆ SO-69M aircraft responder
ˆ friend-or-foe identification system used in the purchaser's countryFulcrum C: MiG-29S (Variants 8/9) production "fatback" with new radar and weapon system, improved flight control system, and room for further enhancements. The new upgraded radar is the NO-019M that could grow to a two simultaneous target engagement capability. There is also a gross weight beef-up with R-77 (AA-12) compatibility, or 8,820 lbs ordnance and ext stores, with less than 50 aircraft produced for VVS and no known exports yet an upgrade kit is available. Sub-block of Fulcrum C is the MiG-29SM aircraft with the SM being optimized for precision air-to-ground weapons. There is an additional 240 liters of internal fuel together with the 76 liters gained in the first re-arrangement of the LEX-fuselage volume bringing the total internal fuel to 7926 lbs (3595 kg, 1219 US Gal, and 4616 liters).
Fulcrum A: MiG-29 TVK (Variant 10), specially modified as carrier trainer with arresting hook, naval landing gear, refueling probe, but retained non-folding wings.
Fulcrum D: MiG-29K (variant 11 with "korabelnyy" = ship-based) naval development prototype, for ski-jump takeoff and arrested landings aboard the carrier Kuznetsov (former Tbilisi) that began development on 01Nov89. Two converted Fulcrum A's with folding outer wing panels, ESM wing tip antennas, sharp-edge slightly raised LEX, enlarged dorsal spine, increased chord-length horizontal tails with dogtooth edges, new RD-33K turbofans with 19,400 lbs. (86.3 kNt.) thrust, and new N-010 radar with single-curvature profile radome, eight underwing hardpoints, FOD doors replaced with retractable grids, and removal of overwing lourves. Increased internal fuel capacity to 6419 liters (1696 US Gal or 11023 lbs.), maintains two 1150 liter (304 US Gallon) wing drop tanks and centerline tank, equipped with retractable inflight refueling probe, strengthened landing gear, arresting hook, single larger over fuselage speed brake, no APU airscoop on rear fuselage, improved IRST with TV. Possible 4,000 kg. (8,020 lbs.) of stores. Max Takeoff Weight at 19,700 kg. (43,340 lbs.). First exhibited at Machulishche airfield at Minsk configured with air-to-air and air-to-ground weapons.
Fulcrum E: MiG-29M / ME (Variants 12/13/13S) greatly redesigned with quadruplex electronic fly-by-wire flight control system, "glass" HOTAS cockpit features, numerous airframe, weapons system and subsystem improvements featuring N0-10 "Zhuk" radar and a 1500 kg internal fuel increase combined with a max gross takeoff weight of 46,300 lbs. Total internal fuel is 10,979 lbs (4980 kg, 1689 US Gal, or 6394 liters). The "ME" represents a potential export model. The program was canceled after six produced, first prototype flown in late 1989. In 1995, the Russian Air Force agreed to complete the MiG-29M development phase and evaluate production for the VVS. Same airframe improvements of MiG-29K with RD-33K uprated turbofans but without folding wings and arresting hook. Zhuk Radar with doubled processing power for simultaneous engagement of 4 tgt's in TWS with R-77 (AA-12), raid sort function, new terrain following and synthetic aperture ground map radar, autonomous laser guiding of ASM's, improved cooling of IRST gives 30 km range with TV tracker. The MiG-29M has become known as the MiG-33. The 9-13 and 9-13S variants have the Gardenia-1 active electronic jammer system built into the airframe.
Additional Variants: (Variants 14/15/16) (1) fibre-optics testbed, (1) variable two-axis nozzle thrust vectoring prototype, and (1) one advanced STOVL development aircraft. Kits exit for retractable and fixed refueling probes, advanced weapon system mods, and airframe growth. Note that the MiG-35 vectored thrust variant has suddenly surfaced and taken precedence over all other advanced design activities. The MiG-35 derives from the MiG-29M (MiG-33). The MiG-35 will also utilized the Zhuk-PH advanced electronically scanned radar that can track 24 targets and engage eight simultaneously. The MiG-35 could qualifuy as the Fulcrum F.
In the past, the Mikoyan OKB has produced several twin-engine fighter models with the MiG-19 perhaps the most famous and having the largest production run that included the PRC produced F-6 Series and Czech co-production. The F-6 remains operational in the Pakistan and Bangladesh Air Forces. Also the MiG-25 Foxbat and the Flipper, a twin-engine testbed that became the Chinese F-8 Finback. All with production runs in the hundreds. Therefore, many people ask why Mikoyan moved to twin-engine designs after the successful legacy of the single engine MiG-15, MiG-17, MiG-21, and MiG-23/27 type fighters?
Simply stated, the twin-engine idea was fathered by the failure to achieve adequate thrust growth in single engine motors to carry the increased avionics loads being asked for by the military. There were claims of a new single engine MiG-33 or 35 design being offered to India, but Belyakov flatly denied there was ever such an aircraft when visiting the GDFW plant in 1989. However, new models, such as the naval MiG-29K and the advanced MiG-29M, were again expected to be re-designated the MiG-33 if they went into series production.
There have been some single engine derivative swaps in existing fighters utilizing MiG-23 and MiG-29 engines. One of the earliest attempts being the replacement of a Lyulka engine in the Su-17M Fitter, being exported to Peru in 1980, with the MiG-23's RD-29B engine. The result being a Su-22 Fitter F. Recently there has bee a successful adaptation of the RD-33 to South African Mirage F-1's. But on top of this, Russian designers have always been confident that enough reliability could be designed into a single engine fighter.
Working from Bill Gunston's excellent encyclopedia again (page 224), the MiG-29 design specifics are defined for 40% aerodynamic lift from the central structure component comprising fuselage and inner wing between fins with initial wing leading edge at 73.5°. Outer wings with symmetric 4% profile, leading edge 42°, aspect ratio 3:5, tip chord 1270 mm, and a -2° anhedral. Hydraulic leading-edge maneuvering flaps computer-linked with plain trailing-edge flaps to vary wing camber throughout the flight envelope. Outboard hydraulic-powered ailerons with ground-adjustable trailing-edge strips. Twin vertical tails, 1690 mm from centerline, canted outboard at 6° with leading-edges at 47°50', with inset powered rudders that were extended in size beyond the flush trailing edge line of the tail after the first 100 aircraft. Also, the vertical tail structure was extended at its base to carry across the top of the wing and join the BVP-30-26M chaff/flare dispensers which also increased the effective keel-area that aided in spin recovery. The horizontal differential taileron/stabilator have a 50° leading edge, 7.78 meter span, and deflection limits of +15°/-35°.
The three-section, full-span (except tips) maneuvering flaps (20°) are assisted by the slotted trailing-edge flaps (25°), and ailerons (+25°, -15°, neutral, and +5°) with tabs. The vortex generators on the forward fuselage prevents aileron reversal at maximum angle-of-attack. The horizontal tail surfaces deflect +5°45' to -17°45' evenly or differentially. The twin vertical fins are canted 6° outward and the rudders deflect ±25°.
The flight control system uses mechanical links to power surfaces and computer driven tailoring for carefree handling in symmetric maneuvers. In rolling flight, there is an angle-of-attack limit of 26° with aileron authority progressively phased out, but in combat the pilot can physically override pitch and G-limiter. A typical sustained turn radius (at sea level) of 225 meters (738 feet) at 450 kph (246 kts) and 350 meters (1148 feet) at 800 kph (437 kts) can be achieved. Horizontal accelerations at Mach 0.85 of 11 m/sec2 (36 ft/sec2) at sea level and 6.5 m/sec2 (21.3 ft/sec2) at 6,000 meters (20,000 feet).
The MiG-29 is composed mainly of aluminum alloys with Al-Li skins over three spar wing boxes. The Number 1 fuel cell (2550 liter/674 US Gal) is located just ahead of the front spar which is an aluminum welded single component forming at the top of the inlet duct behind the lourves and forms a major part of the blended inboard wing. The door-type speed-brakes are located above and below the rear fuselage between the engines. There are four keel-beams, two between the engines and two outboard of which the latter are cantilevered at the rear to carry the vertical tails. There is overall 7° composite airframe structure with CFRP skins over the vertical tails, ailerons, flaps, rudders, and CRFP honey-comb on the aft part of the stabilator. Small specific areas utilize steel or titanium to meet strength and temperature demands.
Engines are separated leaving a deep and wide centerline channel. Rectangular inlets, 8° canted to match the taper of wing thickness, have fixed sharp 60° sloping lips which are well back under the wing for good recovery at extreme AOA. 100 mm gap for boundary layer and three upper hinged ramps to vary angle and throat area. The hinged front ramp, with 887 perforations, rotates fully down during engine start to completely close the inlet duct when aircraft weight is still on the nose gear oleo. Inlet air is obtained through five spring-loaded transverse lourves on the top of the inlet. During flight the front ramp could fail closed after a hydraulic failure, but up to Mach 0.85 required engine air could be obtained via the lourves.
Because of the Cold War "push and recover" logistics system, the Soviet war machine provided forward area support on a continual wartime basis. New aircraft and/or depot refurbished aircraft were programmed into the forward areas at a replacement rate consistent with a strict utilization-replacement cycle. Just about the time the aircraft would reach a minimum point in flight hours remaining, that is, the hours just above the required amount needed to actually fight a war (which was always kept on the aircraft), they would pull it out and send it back to the factory for a total refurbishment. This process was logical to the Russian military mind, both as a convenience and a safety factor, since combat generally afforded the same results and it guaranteed maximum production rates back home with adequate spare airframes. Spare aircraft were actually stockpiled at bases to ensure no problems in the readiness of the units by unforeseen losses. This type of replenishment assumed that almost all single engine failures would result in the loss of the aircraft. In fact, many single engine failures in the MiG-29, did end in the ejection of the pilot and not in the recovering the aircraft. This is one of the reasons why such careful engineering was put into the ejection systems. Redundancy of systems, focused on survival not just the completion of the mission, was only recently incorporated into Russian primarily because of the requirements that accompanied the export of their MiG-29's and Su-27's.
Brassey's reports that the MiG-29 airframe service life is 2500 hours which could represent a 10 year lifespan at 250 hours per yer (20.8 hrs/month).
MiG-29 Flight Hours and Numbers:
Flying data for the Russian Air Force has been almost impossible to get. However, in August 1992, Colonel General Deinekin, CinC Russian Air Forces, presented a sortie summary (in hours) of one day's flying. The totals are broken out by each branch of service.
Russian Air Forces (VVS) 6798 (78.9%)
Russian Air Defense Forces (VPVO) 980 (11.4%)
Russian Naval Aviation (SNA) 432 (05.0%)
Strategic Rocket Forces (SRF) 409 (04.7%)---------------------------
8619 hours
At there peak employment, there were less than 450 x MiG-29's operating in the Soviet Tactical Air Force (VVS) service. No MiG-29's were assigned to the National Air Defense Forces (Voyska-PVO). Considering what we know about their readiness, we can assume that on a daily basis the fleet was maintained at around 81% mission capable rate, which is an average of the Indian Air Force poor figures and Mikoyan's marketing promises.
Russian Conventional Forces Europe (CFE) data says that there are 372 x MiG-29's in the inventory of the Russian Air Forces today. If the VVS was maintained at its 3450 published inventory of combat aircraft, the 372 x MiG-29's represent 11% of the force structure. At 81% availability, we are looking at 301 x MiG-29's sharing 884 flight hours, or 2.94 hours per aircraft per flying day or about three sorties. Note that we are being optimistic because the Luftwaffe MiG-29 fleet in 1992, was recorded a 50% mission readiness rates per month for the year.
General Deinekin's numbers, represent one flying day's total. Let's face it, it may have been one of last real flying periods for the VVS considering how things are going now. It is clear that we are not sure about the total flight hours for a year or any period of time, but in our analysis of this one day's total, the 2.94 hours flown by a single MiG-29 equates to three 1.0 hrs. sorties. Average Luftwaffe MiG-29 sorties have been characterized by pilots as being no more than 1.0 to 1.2 hours long. An average Russian flying week is at least two days per week throughout an operational year of something less than 52 weeks, even considering cutbacks.
Russian aviation authority, Air Vice Marshal Tony Mason, mentioned in his paper The Soviet Air Forces: For Better or For Worse (CSRC, Nov 1990), that Air Defense units were restricted to 100 flying days per year and ammunition rationed. This is consistent with traditional VVS habits and serves our purposes. It takes at least one day of planning and scheduled maintenance to precede each flying day. It is because of this difference in the style of flying and maintaining the aircraft, that we do not have a clear apples-to-apples comparison of support activity numbers.
Therefore, we can conservatively estimate that a 52 week period, would net 104 flying days and a MiG-29 fleet of 301 machines could fly as much as 306 hours per year per aircraft. Also note here, that Indian Air Force literature mentions that they utilized their MiG-29's at about 100 flight hours per year, so that tells us our estimates are more than adequate to assume a adequately utilized Russian aircraft. We also assume that the MiG-29 fleet has been in place and flying in the VVS since 1985. Therefore, during the 10 years of flying operations, the MiG-29 fleet (in Russia) should have experienced no more than 921,060 flight hours.
The Indian Air Force reported that in 1992, they suffered a peak accident rate for the MiG-29 of 24 losses per 100,000 hours. When accidents increased, they appeared to follow a typical Russian solution method which was to stop flying for extended periods of time, all of which found the aircraft sitting on the ramp in full-up status benefiting the statistics but pilot proficiency continued to drop, placing them in a deadly accident prone spiral.
If the Russian Air Force was capable of cutting the Indian accident rate in half, that is to 12 aircraft per 100,000 hours (there is some verbal confirmation from sources on that range of numbers), then over the ten year period they would still have lost at least 110 airframes. Now with Belyakov's revelation that nearly 100 x MiG-29's were in storage all around the MiG plants, we can assume that the VVS had adequate replacement resources, but in the force structure downsizing many lost MiG's may have not been replaced or the units consolidated aircraft as they were disbanded.
Have the sortie and accidents rates remained the same or have they gotten worse..... or have they just quit flying.... which has been suggested by many western experts. Note that Peter Dye mentioned in his article on "Soviet Aircraft Maintenance" in Jane's Intelligence Review (April 1990, pg. 160-165) that the Russian Air Force, in general, was having one accident every 5,000 flight hours, which translates to 20 accidents per 100,000 hours, and still well above our speculated 12 per 100,000. Therefore, we assume that the Russians could have realistically lost anywhere between 100 to 200 MiG-29's in accidents since 1985.
MilTech (6/95, pg 16) reported that.... "By 01Jan95, MAPO - the only manufacturer of the MiG-29 in the CIS States - had built 1,216 aircraft of the series. Over 300 of them are in service with the air forces of 14 countries outside the former Soviet Union." The article goes on to explain that "...upgrades have been so extensive, that it could be said that the current version retains nothing more then the airframe and the name of the original model." Now that is not completely true, because the Sokol facility in Nizhny Novgorod, is presently producing the MiG-29UB dual-seat trainer aircraft.
So now we can again ask, what is the total number of MiG-29's produced? The following summary is presented that identifies over 1,500 total airframes of all types and functions produced by MAPO-MiG and the SOKOL Production Facility. Compared with MilTech's 1,216 number, it might be reasonable. After the first 18 aircraft order to Malaysia were delivered and their 18 additional aircraft were ordered, there appeared to be around 80 more potential deliveries to India and Iran with attrition spares for other customers. The debt-for-aircraft programs in Eastern Europe would be directed at stored aircraft first, then production if the money was there. In some of the transfer deals, Moldova gave aircraft to Yeman, the Belarus provided aircraft to Peru, and the Russian Air Force gave Slovakia 26 machines right off their flight lines.
Today the listing includes 28 nations that includes South Africa with just engines (used in F-1 Mirages), the Czech Republic who has turned theirs over to the Polish Air Force, Moldova who has supplied Yeman, and Belarus who has supplied Peru. All combinations are possible.
Table 1: Total Mikoyan MiG-29 Production as of January 1997
Total MiG-29 Production Experience...... 1632
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Export Production Inventory: 936
Developmental Prototypes 20 (14 +6C)
Surplus Aircraft in Flyable Storage 84
Present Russian Air Force Inventory 334 (304A/B + 30C)
Total "Fatback" Mod 1 Production 48
Total "Fatback" Mod 1 Kit Upgrades undetermined
Unreplaced Losses (est) 210Belarus BeAF 045remain of 071 aircraft delivered
60 x single-seat
11 x dual-seat
26 x to be or were transferred to Peru
00 x want to sell more
Bulgaria BuAF 034 aircraft delivered
18 x single seat
04 x dual-seat
12 x more a/c offer by Russia for debt repayment 3/96
Croatia CrAF 004 aircraft promised but not delivered
02 x single-seat from Russian AF
02 x dual-seat
Cuba CuAF 006 aircraft delivered
03 x remain operational
03 x used as spares
20 x ordered (18 + 2)
Czech Rep CzAF 000 aircraft remain of 17 delivered
09 x single-seat
01 x dual-seat
10 x a/c stored 01Jul94
20 x more were on order (18 + 2)
06 x single-seat received Dec95
01 x dual-seat received Jan95
10 x transferred to Poland 2/96
Germany Luftwaffe 024 aircraft delivered
20 x single-seat
04 x dual seat
08 x spares under consideration
Hungary HuAF 062 aircraft delivered
28 x single-seat
06 x original dual-seat
22 x Russian debt single-seat '94
06 x Russian debt dual-seat '94
26 x more debt payments under consideration
India InAF 110 aircraft ordered and delivered
65 x single-seat
59 x remaining with 6 accidents
05 x dual-seat
10 x attrition a/c by Dec 95
30 x more new a/c in 1996
Iraq IqAF 041 aircraft delivered
41 x delivered from 48 ordered
35 x single-seat
06 x dual-seat
25 x attrition
16 x remaining a/c in 1994
13 x single/3 dual-seat
08 x remain serviceable 2/96
all x reported being dismantled
07 x accidents
04 x downed by USAF missiles
02 x crashed during combat
07 x destroyed on the ground
04 x defected to Iran
01 x crash trying to defect in '95
Iran IrAF 034 aircraft delivered/annexed
14 x delivered from 14 ordered
12 x Single-seaters
02 x Dual-seaters
04 x Iraqi war escape a/c
16 x being delivered (14 + 2)
Kazakhstan KzAF 036 aircraft delivered
24 x single seat
04 x dual-seat
08 x delivered from Russian AF
14 x remain in service 1996
all flew 03Apr96 with 715th IAP @ Lugovoj
Korea DRP NKAF 014 aircraft delivered
11 x single-seat
03 x dual-seat
(more expected from VVS)
Malaysia RMAF 038 aircraft (36 + 02 static)
16 x single-seat
02 x dual-seat
02 x no-fly maintenance trainers
18 x new a/c with air-ref cap
Moldova MoAF 018 aircraft remain of 030 delivered
22 x single seat
08 x dual-seat
12 x transferred to Yeman
Myanmar/Burma MyAF 010 aircraft under consideration
04 x dual-seat trainers
06 x single-seat
Peru PuAF 026 aircraft ordered from Belarus
04 x delivered in '96, then hold on program
04 x dual-seat trainers
22 x single-seat
Poland PoAF 021 aircraft remain of 022 delivered
08 x single-seat
03 x dual-seat
01 x loss replacement
10 x Czech a/c delivered by 1/96
21 x total in service 3/96
Romania RoAF 018 aircraft delivered
16 x single-seat
02 x dual-seat
Russia VVS 334 aircraft remain active after 768 produced
704 x for the Air Force (VVS)
064 x for the NAVY (SNA)
601 x Fulcrum A & B
167 x dual-seat Fulcrum C
250 x remained in the Far East Districts
236 x remained in the Ukraine
030 x transferred to Moldova
030 x transferred to Uzbekistan
030 x transferred to Turkmenistan
036 x transferred to Kazakhstan
071 x transferred to Belarus
026 x given to Slovakia in '96
Slovakia SlAF 016 aircraft remain after 26 delivered
12 x single-seat
06 x from Russia in '93 for debts
05 x single-seat
01 x dual-seat
15 x remain in service by Jan95
07 x single seat on order Nov95
01 x dual-seat on order Nov95
26 x a/c received from VVS
South Africa SAAF 000 aircraft delivered, none ordered
40 x RD-33 engines for Mirage F1
Syria SyAF 048 aircraft delivered out of 120 desired
90 x ordered
30 x more under consideration
01 x Regiment / 3 x Squadrons
Turkmenistan TrAF 30 aircraft delivered
024 x single-seat
006 x dual-seat
Ukraine UkAF 180 remain from 236 aircraft delivered
158 x single-seat
014 x dual-seat
008 x dual-seat in May96 deal
Uzbekistan UzAF 30 aircraft delivered
024 x single-seat
006 x dual-seat
Yeman YeAF 012 transferred from Moldova
10 x single-seat
02 x dual-seat
05 x remain after civil war
Yugoslavia SbAF 016 aircraft delivered
14 x single-seat
01 x single-seat loss
01 x dual-seat
Total 1270 total 936 non-Russian & export aircraft
334 Russian aircraft
Go to MiG-29/3
Go to other parts of the MiG-29 study:
Part 1 | Part 2 | Part 3 | Part 4 | Part 5 | Part 6 | Part 7
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