Mikoyan-Gurevich MiG-25

Mikoyan-Gurevich MiG-25
MiG-25

MiG-25PU two-seat trainer Role Manufacturer First flight Introduction Status Primaryusers Interceptor and reconnaissance aircraft Mikoyan-Gurevich OKB 6 March 1964 1970 Limited service Russian Air Force Algerian Air Force Syrian Air Force Military of Turkmenistan 1,186
[1]

Number built Developed into

Mikoyan MiG-31

The Mikoyan-Gurevich MiG-25 (Russian: -25) (NATO reporting name: Foxbat) is a supersonic interceptor and reconnaissance aircraft that was among the fastest military aircraft to enter service. Designed by the Soviet Union's Mikoyan-Gurevich bureau the first prototype flew in 1964 with entry into service in 1970. It has a top speed of Mach2.83+ (as high as Mach 3.2, but at risk of significant damage to the engines), and features a powerful radar and four air-to-air missiles. When first seen in reconnaissance photography, the large wing planform suggested an enormous and highly maneuverable fighter. This was during a period of time when U.S. design theories were also evolving towards higher maneuverability due to combat performance in the Vietnam War. The appearance of the MiG-25 sparked off serious concern in the West, and prompted dramatic increases in performance for the McDonnell Douglas F-15 Eagle in late 1960s. The capabilities of the MiG-25 were better understood in 1976 when Soviet pilot Viktor Belenko defected in a MiG-25 to the United States via Japan. The large wing turned out to be due to the aircraft's very heavy weight. Production of the MiG-25 series ended in 1984 after completion of 1,190 aircraft. A symbol of the Cold War, the MiG-25 flew with a number of Soviet allies and former Soviet republics, remaining in limited service in Russia and several other nations. It is the second fastest and second highest-flying military aircraft ever fielded after the SR-71

Mikoyan-Gurevich MiG-25 reconnaissance aircraft.[2]

Design and development

Background
During the Cold War, Soviet Air Defence Forces, PVO (not to be confused with Soviet Air Force, VVS) was tasked with the strategic air defense of the USSR. In the decades after World War II, this meant not only dealing with accidental border violations, but more importantly defending the vast airspace of the USSR against US reconnaissance aircraft and strategic bombers carrying free-fall nuclear bombs. The performance of these types of aircraft was steadily improved. Overflights by the very high altitude American Lockheed U-2 in the late 1950s revealed a need for higher altitude interceptor aircraft than currently available.[3] The subsonic Boeing B-47 Stratojet and Boeing B-52 Stratofortress strategic bombers were followed by the Mach2-capable Convair B-58 Hustler, with the even faster North American B-70 Valkyrie on the drawing board. A major upgrade in the PVO defence system was required, and at the start of 1958 a requirement was issued for manned interceptors capable of reaching 3,000km/h and heights of up to 27km (88,583ft). Mikoyan and Sukhoi responded.[4] The Mikoyan-Gurevich OKB had been working on a series of interceptors during the second half of the 1950s: the I-1, I-3U, I-7U, I-75, Ye-150, Ye-150A, Ye-152, Ye-152A, Ye-152P, and Ye-152M. The Ye-150 was noteworthy because it was built specifically to test the Tumansky R-15 engine, two of which would later be used for the MiG-25. This led to Ye-152, alternatively known as Ye-166, which set several world records.[5] The Ye-152M (converted from one of the two Ye-152 aircraft) was intended to be the definite heavy interceptor design. But before it was finished, the PVO had selected the Tupolev Tu-128. As the work on the MiG-25 was well under way, the single-engine Ye-152M was abandoned.

Designing a new interceptor

Work on the new Soviet interceptor that would become the MiG-25 started in mid-1959,[6] a year before Soviet intelligence learned of the American Mach 3 A-12 reconnaissance aircraft.[7] It is not clear if the design was influenced by the American A-5 Vigilante.[6] Requirements could easily have led the design team to use a similar layout. The promise of the new design roused the military's interest in both VVS and PVO. In February 1961 the Central Committee of the Communist Party of the Soviet Union issued a joint directive with the Council of Ministers of the USSR, tasking the Mikoyan OKB with the development of an aircraft designated Ye-155, the interceptor and reconnaissance versions of which were designated Ye-155P (Perekhvatchik - radar-directed, all weather interceptor) and Ye-155R (Razvedchik-reconnaissance) respectively. On 10 March 1961, Mikoyan signed a formal order to start design work on the Ye-155. The design bureau studied several possible layouts for the new aircraft. One had the engines located side-by-side, as on the MiG-19. The second had a stepped arrangement with one engine amidships, with exhaust under the fuselage, and another in the aft fuselage. The third project had an engine arrangement similar to that of the English Electric Lightning, with two engines stacked vertically. Option two and three were both rejected because the size of the engines meant any of them would result in a very tall aircraft which would complicate maintenance.[6]
YE-152 and YE-152M experimental interceptor

Mikoyan-Gurevich MiG-25 The idea of placing the engines in underwing nacelles was also rejected because of the dangers of any thrust asymmetry during flight. Having decided on engine configuration, there was thought of giving the machine variable-sweep wings and a second crew member, a navigator. Variable geometry would improve maneuverability at subsonic speed, but at the cost of decreased fuel tank capacity. Because the reconnaissance aircraft would operate at high speed and high altitude the idea was soon dropped. Another interesting but impractical idea was to improve the field performance using two RD36-35 lift-jets. Vertical takeoff and landing would allow for use of damaged runways during wartime and was studied on both sides of the Iron Curtain. The problem has always been that engines dedicated to vertical lift do not contribute with any power in horizontal flight, and occupy space in the airframe needed for fuel. The MiG interceptor would need all the fuel it could get, so the idea was abandoned.[8] A variety of other roles were considered for the aircraft, including cruise missile carrier, and even a small five to seven-passenger supersonic transport, but none of these notions bore any fruit, and only the main directive of a high-altitude reconnaissance aircraft for the VVS' Frontal Aviation and heavy interceptor for PVO was ever realized. The first prototype was a reconnaissance variant, designated "Ye-155-R1", that made its first flight on 6 March 1964.[9] It had some characteristics that were unique to that prototype, and some of these were visually very evident: the wings had fixed wingtip tanks (600 litre Ye-155R3 Reconnaissance prototype with a 5,280 litre drop tank under the belly, 1964 capacity) to which small winglets were attached for stability purposes, but when it was found fuel sloshing around in the tanks caused vibrations they were eliminated. The aircraft also had attachments for movable foreplanes, canards, to help with pitch control at high speed (provisions for canards had previously been installed, but not used, on the Ye-152P.)[8][10] The first flight of the interceptor prototype, "Ye-155-P1", took place on 9 September 1964.[11] Development of the MiG-25, which represented a major step forward in Soviet aerodynamics, engineering and metallurgy, took several more years to complete.[11][12] On 9 July 1967, the new aircraft was first shown to the public at the Domodedovo air show, with four prototypes (three fighters and a reconnaissance aircraft) making a flypast.[13] Record breaker The Mikoyan-Gurevich design bureau soon realized that the performance of the new aircraft gave it great potential to set new flight records. In addition to their normal duties, the prototypes Ye-155-P1, Ye-155-R1, Ye-155-R3 were made lighter by removing some unneeded equipment, and were used for these attempts. Under Federation Aeronautique Internationale (FAI) classification the Ye-155 type belonged to class C1 (III), which specifies jet-powered land planes with unlimited maximum take-off weight. Records set included: The first claim was for world speed records with no payload and payloads of 1,000 and 2,000 kilograms. Test pilot Alexander Fedotov reached an average speed of 2,319.12km/h over a 1,000km circuit in 16 March 1965.[11] For pure speed, with no payload, test pilot Mikhail M. Komarov averaged 2,981.5km/h over a 500km closed circuit on 5 October 1967.[11] On the same day A. Fedotov reached an altitude of 29,977 metres (98,350ft) with a 1,000 kilogram payload.[14] But the MiG could go higher and eventually it became the first aircraft to go higher than 35,000 metres (115,000ft).[14] Time to height records were recorded on 4 June 1973 when Boris A. Orlov climbed to 20,000 m in 2 min 49.8 sec. The same day, Pyotr M. Ostapenko reached 25,000 in 3 min 12.6 sec and 30,000 m in 4 min 3.86 sec.[14] On 25 July 1973, A. Fedotov reached 35,230m with 1,000kg payload, and 36,240 m with no load (an absolute world record).[14] In the thin air, the engines flamed out and the aircraft coasted on in a ballistic trajectory by inertia alone. At the apex the speed had dropped to 75km/h. A few years later, on 31 August 1977, "Ye-266M" flown by MiG OKB Chief Test Pilot Alexander V. Fedotov, set the recognized absolute altitude record for a jet aircraft under its own power.[15] He reached 37,650 metres

Mikoyan-Gurevich MiG-25 (123,520ft) at Podmoskovnoye, USSR in zoom climb (the absolute altitude is a different record than the sustained altitude in horizontal flight). The aircraft was actually a MiG-25RB re-engined with the powerful R15BF2-300. It had earlier been part of the program to improve the aircraft's top speed that resulted in the MiG-25M prototype.[6] In all 29 records were claimed, of which seven were all-time world records for time to height, altitudes of 20,000 m and higher, and speed. Several records still stand.[6] Technical description Because of the thermal stresses incurred in flight above Mach 2, the Mikoyan-Gurevich OKB had difficulties choosing what materials to use for the aircraft. They had to use E-2 heat-resistant plexiglass for the canopy, and high-strength stainless steel for the wings and fuselage. Using titanium rather than steel would have been ideal, but it was expensive and difficult to work. The problem of cracks in welded titanium structures with thin walls could not be solved, so the heavier nickel steel was used instead. It cost far less than titanium and allowed for welding, along with heat resistant seals.[6] The MiG-25 was constructed from 80% nickel steel alloy, 11% aluminium, and 9% titanium.[16] The steel components were formed by a combination of spot-welding, automatic machine welding and hand arc welding methods. The MiG-25 was theoretically capable of a maximum speed of Mach 3+ and a ceiling of 90,000ft (27,000 m). Its high speed was problematic: although sufficient thrust was available to reach Mach 3.2, a limit of Mach 2.8 had to be imposed as the turbines tended to overspeed and overheat at higher speeds, possibly damaging them beyond repair.[17][18]

Into production
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. A non-combat trainer variant ("Foxbat-C") was also developed for each version, the MiG-25PU and MiG-25RU, respectively. The Cameras of the MiG-25RB MiG-25R evolved several subsequent derivatives, including the MiG-25RB reconnaissance-bomber, the MiG-25RBS ("Foxbat-D") with side-looking airborne radar (SLAR), the MiG-25RBK ELINT aircraft, and the MiG-25BM ("Foxbat-F") SEAD variant, carrying four Raduga Kh-58 (NATO reporting name AS-11 'Kilter') anti-radiation missiles. The BM variant was introduced late into service, in 1988.

Mikoyan-Gurevich MiG-25

Western intelligence and the MiG-25

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.[19] 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.[20] The pilot overshot the runway on landing, damaging the landing gear MiG-25RBSh with markings of 2nd Sqn/47th and making the MiG-25 un-airworthy. It was carefully dismantled and GvORAP (Guards independent recce Regiment) analyzed by the Foreign Technology Division (now the National Air and Space Intelligence Center) of the United States Air Force, at the Wright-Patterson Air Force Base. After 67 days, the aircraft was returned to the Soviets in pieces. 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 very latest Soviet technology. The aircraft was assembled very 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.[21] 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 64,000lb (29,000kg) unarmed weight. Maximum acceleration (g-load) rating was just 2.2g (21.6m/s) with full fuel tanks, with an absolute limit of 4.5g (44.1m/s). One MiG-25 withstood an inadvertent 11.5g (112.8m/s) pull during low-altitude dogfight training, but the resulting deformation damaged the airframe beyond repair.[22] Combat radius was 186 miles (299km), and maximum range on internal fuel (at subsonic speeds) was only 744 miles (1,197km) at low altitude (< 1000 meter).[6] The airspeed indicator was redlined at Mach 2.8, with typical intercept speeds near Mach 2.5 in order to extend the service life of the engines.[20] A MiG-25 was tracked flying over Sinai at Mach 3.2 in the early 1970s, but the flight led to the destruction of its engines.[21] The majority of the on-board avionics were based on vacuum-tube technology, not solid-state electronics. Although they represented aging technology, vacuum tubes were more tolerant of temperature extremes, thereby removing the need for providing complex environmental controls inside the avionics bays. In addition, the vacuum tubes were easy to replace in remote northern airfields where sophisticated transistor parts might not have been readily available. With the use of vacuum tubes, the MiG-25P's original Smerch-A (Tornado, NATO reporting name "Foxfire") radar had enormous power about 600 kilowatts. As with most Soviet aircraft, the MiG-25 was designed to be as rugged as possible. The use of vacuum tubes also makes the aircraft's systems resistant to an electromagnetic pulse, for example after a nuclear blast.[23]

Later versions
As the result of Belenko's defection and the compromise of the MiG-25P's radar and missile systems, beginning in 1976, the Soviets started to develop an advanced version, the MiG-25PD ("Foxbat-E").[6] This upgrade consisted of new RP-25 Sapfir (Sapphire) look-down/shoot-down radar (the same radar as used in the MiG-23 fighter), infrared search and track (IRST) system, other electronic improvements and more powerful R15B-300 engines. About 370 earlier MiG-25Ps were converted to this standard and redesignated MiG-25PDS. Plans for a new aircraft to develop the Foxbat's potential to go faster than the in-service limit of Mach 2.8 were designed as a flying prototype. Unofficially designated MiG-25M, it had new powerful engines R15BF2-300,

Mikoyan-Gurevich MiG-25 improved radar, and missiles. This work never resulted in a machine for series production, as the coming MiG-31 showed more promise.[6]

Operational history
Over Israel and Iran
The unarmed 'B' version had greater impact than the interceptor when the USSR sent two MiG-25R, and two MiG-25RB to Egypt in March 1971 and stayed until July 1972. They were operated by the Soviet 63rd Independent Air Detachment (Det 63) set up specially for this mission. Det 63 flew over Israeli held territory in Sinai on reconnaissance missions roughly 20 times. The flights were in pairs at maximum speed and high altitude (between 17,00023,000 m).[6] On 6 November 1971, an Egyptian MiG-25 flying at Mach 2.5 was met by Israeli F-4Es and fired upon unsuccessfully.[24] A MiG-25 was tracked flying over Sinai at Mach 3.2 during this period. The MiG-25 engines went into overspeed, which led to their later destruction.[7] Unit Det 63 was sent back home in 1972, though reconnaissance Foxbats were sent back to Egypt in 1920 October 1973 during the Yom Kippur War.[24] Unit Det 154 remained there until late 1974. On 13 February 1981, the Israeli Air Force sent two RF-4Es over Lebanon as decoys for Syrian MiG-25 interceptors. As the MiGs scrambled, the RF-4Es turned back delivering chaff and using ECM pods. Two IDF/AF F-15As were waiting for the MiGs and shot one of them down with AIM-7F missiles. The other MiG was able to escape.[25] The trap was repeated on 29 July 1981, when another Syrian MiG-25 was downed by an IDF/AF F-15A.[26] Finally, on 31 August 1983, a third Syrian MiG-25 was damaged by an Israeli Hawk SAM and then dispatched by an IDF/AF F-15.[27] During the 1970s, the Soviet air force conducted reconnaissance overflights across Iran using its MiG-25RBSh aircraft in response to joint US-Iran recon operations.[28]

Iran-Iraq War
The MiG-25 was in service with the Iraqi Air Force during the IranIraq War, but its success against Iranian fighters is largely unknown. Research by journalist Tom Cooper shows that at least 9 MiG-25s have been shot down by Iranian F-14s during the Iran-Iraq war.[29] Iraqi MiG-25s made their first kill against Iran in February 1983, when an Iraqi MiG-25PD shot down an Iranian C-130. On 21 March 1984, an Iraqi MiG-25PD shot down an Iranian F-4E and on 5 June 1985 an Iraqi MiG-25PD shot down a second Iranian F-4E. On 23 February 1986 an Iraqi MiG-25PD shot down an Iranian EC-130E and on 10 June an RF-4E, later in October 1986, an Iraqi MiG-25PDS shot down a second RF-4E.[30] The most successful Iraqi MiG-25 pilot of the war was Colonel Mohommed "Sky Falcon" Rayyan, who was credited with 10 kills. Eight of these were while flying the MiG-25P from 1981 to 1986. In 1986, after attaining the rank of Colonel, Rayyan was shot down and killed by Iranian F-14s.[31]

Mikoyan-Gurevich MiG-25

Persian Gulf War

During the Persian Gulf War, a US Navy F/A-18, piloted by Lt Cdr Scott Speicher, was shot down on the first night of the war by a missile[32] possibly fired by a MiG-25.[33] The kill was reportedly made with a Bisnovat R-40TD missile fired from a MiG-25PDS flown by Lt. Zuhair Dawood of the 84th squadron of the IrAF.[34] In another incident, an Iraqi MiG-25PD, after eluding eight U.S. Air Force F-15s, fired three missiles at General Dynamics EF-111A Raven electronic warfare aircraft, forcing them to abort their mission and leave attacking aircraft without electronic jamming support.[35][36]

Post Operation Desert Storm assessment

photograph of an Iraqi aircraft bunker with the In yet another incident, two MiG-25s approached a pair of F-15s, fired remains of a MIG-25 Foxbat after being attacked missiles (which were evaded by the F-15s), and then outran the with a 2,000 pound laser guided bomb. American fighters. Two more F-15s joined the pursuit, and a total of 10 air-to-air missiles were fired at the MiG-25s, although none reached them.[37] According to the same sources, at least one F-111 was also forced to abort its mission by a MiG-25 on the first 24 hours of hostilities, during an air raid over Tikrit.[38]

Two MiG-25s were shot down by USAF F-15Cs during the Gulf War, both using AIM-7s.[39][40] After the war, on 27 December 1992, a U.S. F-16D downed a MiG-25 that violated the no-fly zone in southern Iraq with an AMRAAM missile. It was the first USAF F-16 air to air victory and the first AMRAAM kill.[41] On 23 December 2002, an Iraqi MiG-25 shot down a U.S. Air Force unmanned MQ-1 Predator drone, which was performing armed reconnaissance over Iraq. This was the first time in history that an aircraft and an unmanned drone had engaged in combat. Predators had been armed with AIM-92 Stinger air-to-air missiles, and were being used to "bait" Iraqi fighter aircraft, then run. In this incident, the Predator did not run, but instead fired one of the Stingers, which missed, while the MiG's missile did not.[42][43] No Iraqi aircraft were deployed in the U.S. invasion of Iraq in 2003, with most Iraqi aircraft being hidden or destroyed on the ground. In August 2003, several dozen Iraqi aircraft were discovered buried in the sand.

India
The MiG-25 was kept a guarded secret in India, and was nicknamed Garuda, after the large mythical bird-like creature from Hindu and Buddhist mythology.[44] It was used extensively in the Kargil War and Operation Parakram, conducting aerial reconnaissance sorties of Pakistan.[45][46] In May 1997, an Indian Air Force Mikoyan MiG-25RB reconnaissance aircraft created a furor when the pilot flew faster than Mach 2 over Pakistani territory following a reconnaissance mission into Pakistan airspace. The MiG-25 broke the sound barrier while flying at an MiG-25R of No. 102 Squadron IAF on display at altitude of around 65,000 feet, otherwise the mission would have the Indian Air Force Museum, Palam remained covert, at least to the general public. The Pakistan Government considered the breaking of the sound barrier was deliberate to make the point that the Pakistan Air Force (PAF) had no aircraft in its inventory which can come close to the MiG-25's cruising altitude (up to 74,000 feet). India denied the incident but Pakistan's Foreign Minister, Gohar Ayub Khan, believed that the Foxbat photographed strategic installations near the capital, Islamabad.[47]

Mikoyan-Gurevich MiG-25 Lack of spare parts and India's acquiring of unmanned aerial vehicles and satellite imagery eventually led to its retirement in 2006.[48][44][46]

Variants
Prototypes
Ye-155R Reconnaissance prototypes. Two prototypes (Ye-155R-1 and Ye-155R-2) followed by four pre-production aircraft fitted with reconnaissance equipment.[49] Ye-155P Interceptor fighter prototypes. Two prototypes (Ye-155P-1 and Ye-155P02) followed by nine pre-production aircraft.[50] Ye-266 Designation applied to prototypes and pre-production aircraft (Ye-155R-1, Ye-155R-3 and Ye-155P-1) used for record breaking purposes in official documentation supplied to the Fdration Aronautique Internationale.[51]

Interceptors
MiG-25P Single-seat all-weather interceptor fighter aircraft, powered by two Tumansky R-15B-300 turbojet engines, fitted with RP-25 Smerch-A1 radar and armed with four R-40 air-to-air missiles. NATO designation Foxbat-A.[52] MiG-25PD Improved single-seat all-weather interceptor fighter aircraft, which entered service from 1979. Fitted with R-15BD-300 engines and new N-005 Saphir-25 (RP-25M) Pulse-Doppler radar with look-down/shoot down capability, based on the radar of the MiG-23ML. Could be fitted with four R-60 air-to-air missiles replacing outermost two R-40 missiles. Late examples fitted with an undernose IR search and track system. NATO designation Foxbat-E.[53] MiG-25PDS Upgrade of surviving MiG-25Ps to MiG-25PD standard from 1979. NATO designation Foxbat-E.[54] MiG-25PDSL Single MiG-25PD modified by addition of electronic countermeasures (ECM) equipment.[54] MiG-25PDZ Single MiG-25PD modified with retractable in-flight refuelling probe.[54] MiG-25M Two testbeds (one converted from a MiG-25RB and one from a MiG-25PD) for more powerful (98.04 kN (22,045 lbf) dry, 129.71 kN (29,166 lbf) with afterburner) engines.[55] Ye-266M Designation applied to MiG-25M when used for record breaking in 1975 and 1977, including setting an absolute altitude record of 37,650 m (123,524ft) on 31 August 1977.[55] Izdelye 99 Two aircraft used as testbeds for Soloviev D-30F turbofan as later used in MiG-31.[53]

Mikoyan-Gurevich MiG-25

Reconnaissance and strike versions

MiG-25R Single-seat high-altitude daylight reconnaissance aircraft, fitted with cameras, and ELINT equipment. NATO codename Foxbat-B.[56] MiG-25RB Single-seat reconnaissance-bomber derivative of MiG-25R, fitted with improved reconnaissance systems and a Peleng automatic bombing system. The aircraft can carry a bombload of eight 500kg (1,102lb) bombs. Entered service in 1970. NATO codename Foxbat-B.[56] MiG-25RBV Modernised single-seat reconnaissance-bomber with revised Elint equipment (SRS-9 Vraz). NATO codename Foxbat-B.[57] MiG-25RBT Further improved reconnaissance-bomber, with Tangaz Elint equipment. NATO codename Foxbat-B.[58] MiG-25RBN
Russian Air Force MiG-25RBS

Russian Air Force MiG-25RB

Dedicated night reconnaissance aircraft, carrying 10 photoflash bombs under the fuselage. Only single prototype built. NATO codename Foxbat-B.[58] MiG-25RR Conversion of eight reconnaissance aircraft for high-altitude radiation sampling role. Used to monitor Chinese nuclear tests between 1970 and 1980. NATO codename Foxbat-B.[58] MiG-25RBK Single-seat dedicated Elint aircraft, with Kub-3K Elint system. Bombing capability retained but cameras not fitted. NATO codename Foxbat-D.[58] MiG-25RBF Conversion of MiG-25RBK with new Shar-25 Elint equipment. NATO codename Foxbat-D.[59] MiG-25RBS Single-seat radar-reconnaissance aircraft, with Sabla-E side looking airborne radar (SLAR). Cameras not fitted but bombing capability retained. NATO codename Foxbat-D.[59] MiG-25RBSh MiG-25RBS fitted with more capable Shompol SLAR. NATO codename Foxbat-D.[59] MiG-25BM "Foxbat-F" Single-seat defence-suppression aircraft, armed with Kh-58 or Kh-31 air-to-surface missiles.<ref name="[60]

Mikoyan-Gurevich MiG-25

10

Conversion trainers
MiG-25PU Two-seat conversion trainer for MiG-25P interceptors. Fitted with a new nose section with two separate cockpits. It has no radar and no combat capability. NATO codename Foxbat-C.[55] MiG-25RU Two-seat conversion trainer for reconnaissance versions. Fitted with MiG-25R navigation system. NATO codename Foxbat-C.[59] Ye-133 Designation given to single MiG-25PU used by Svetlana Savitskaya to establish a number of women's speed and height records, starting with speed over a 1525 km course of 2,683.45 km/h (1.667.47mph) on 22 June 1975.[55][61]

MiG-25RU trainer in September 2008

Operators
Current operators
Algeria Algerian Air Force 48 MiG-25s purchased from Ukrainian stocks. These included MiG-25PDS, RBV, PU, and RU types.[6] 11 were in service in January 2010, including five MiG-25Ps, three MiG-25PDs, and three MiG-25RBSHs.[62] Armenia Armenian Air Force one in inventory as of November 2008.[63] One MiG-25PD based at Gyumri.[6] Azerbaijan Azerbaijan Air Force received eight MiG-25PDs, 14 MiG-25RBs and six MiG-25 trainers.[6] Five of these aircraft were in use in November 2008.[63] Kazakhstan Military of Kazakhstan 16 in inventory as of November 2008.[63] Russia Russian Air Force 42 MiG-25RBs are in service as of January 2010.[62] Syria Syrian Air Force received 16 MiG-25PDs, 8 MiG-25RBs and 2 MiG-25PUs trainers;[6] 40 were in use as of November 2008.[63] Turkmenistan Military of Turkmenistan 24 (MiG-25PD/MiG-25PUs[6]) in inventory as of November 2008.[63]
Russian MiG-25BM.

MiG-25 Operators 2010 (former operators in red)

Mikoyan-Gurevich MiG-25

11

Former operators
Bulgaria Bulgarian Air Force Three MiG-25RBTs (#731, #736 and #754) and one MiG-25RU (#51) aircraft were delivered in 1982. On 12 April 1984, #736 crashed near Balchik. The pilot ejected successfully. They were operated by 26th RAB at Dobrich until their withdrawal. In May 1991, the surviving MiG-25s were returned to the USSR in exchange for five MiG-23MLDs. Belarus Belarus Air Force Had up to 50 MiG-25s, including 13 MiG-25PDs; by 1995 the type had been withdrawn.[6] India Indian Air Force Took delivery of six MiG-25RBKs and two MiG-25RUs in 1981. They were operated by No. 102 Squadron "Trisonics" based at Bakshi-ka-talab AB in Bareilly, Uttar Pradesh. One RBK crashed on 3 August 1994.[6] Retired from service in May 2006.[44] The Trishul air-base in Bareilly had Foxbats capable of flying up to 80,000ft. Iraq Iraqi Air Force Had seven MiG-25PUs, nine MiG-25Rs, and 19 MiG-25PD/PDSs as of January 1991. During Operation Desert Storm most of them were destroyed on the ground,[64] Two were shot down during and seven were flown over to Iran.[65] Georgia Georgian Air Force Libya
MiG-25RBS at the Ukrainian Air Force Museum in Vinnitsa

Iraqi MiG-25RB at the National Museum of the United States Air Force in Dayton, Ohio. October 2007. Found buried in Iraq in 2003.

MiG-25RB of the Libyan Air Force

Libyan Air Force Operated a large number of MiG-25s, some sources say more than 60 were delivered. Types were of the MiG-25PD, MiG-25RBK, MiG-25PU and MiG-25RU variants. They were operated by No.1025 Squadron at Jufra-Hun, No.1055 Squadron at Ghardabiya and an unidentified squadron at Sabha Air Base. Current status of the force is unknown.[6] Soviet Union The largest operator historically, Soviet aircraft were passed on to its successor states in 1991. Soviet Air Force Soviet Anti-Air Defence Ukraine Ukrainian Air Force Took over 79 aircraft after the breakup of the USSR.[6] They have been withdrawn from service. It is reported some have been sold to countries in the third-world.

Mikoyan-Gurevich MiG-25

12

Survivors
MiG-25RB (s/n 25105) is in the restoration facility at the National Museum of the United States Air Force in Dayton, Ohio. This aircraft was found in 2003 during the opening months of Operation Iraqi Freedom by American forces, buried in the sand near Al Taqaddum Airbase, about 250km west of Baghdad. The aircraft had been buried to prevent its destruction on the ground by coalition aircraft. When uncovered, the MiG-25RB was incomplete, as the wings could not be located. This aircraft was one of two MiG-25s transported by a Lockheed C-5A Galaxy from Iraq to Wright-Patterson Air Force Base for examination. It was donated to the National Museum of the United States Air Force in December 2006. The museum's restoration staff is currently attempting to locate a set of wings to complete the aircraft for display.[66] MIG-25R (s/n KP355) is on display at the Indian Air Force Museum at Palam, New Delhi.

Specifications (MiG-25P 'Foxbat-A')

Data from The Great Book of Fighters, International Aircraft
[68] [67]

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Combat Aircraft since 1945

General characteristics
Crew: One Length: 19.75 m (64 ft 10 in) Wingspan: 14.01 m (45 ft 11.5 in) Height: 6.10 m (20 ft 0.25 in) Wing area: 61.40 m (660.93 ft) Empty weight: 20,000 kg (44,080 lb) Loaded weight: 36,720 kg (80,952 lb) Powerplant: 2 Tumansky R-15B-300 afterburning turbojets Dry thrust: 73.5 kN (16,524 lbf) each Thrust with afterburner: 100.1 kN (22,494 lbf) each

Performance
Maximum speed: High altitude: Mach 3.2[7] (3,600 km/h, 2,170 mph); Mach 2.83 (3,200 km/h, 1,920 mph) continuous engine limit[7] Low altitude: 1,200km/h (648 knots, 746 mph)[68] Range: 1,730km (935 nmi, 1,075 mi) with internal fuel Ferry range: 2,575km (1,390 nmi) Service ceiling: 20,700 m (with four missiles) (67,915 ft; over 80,000 ft (24.4km) for RB models) Rate of climb: 208 m/s (40,950 ft/min) Wing loading: 598 kg/m (122.5 lb/ft) Thrust/weight: 0.41 Time to altitude: 8.9 min to 20,000 m (65,615 ft)

Armament
2x radar-guided R-40R (AA-6 "Acrid") air-to-air missiles, and 2x infrared-guided R-40T missiles

Avionics
RP-25 Smerch radar

Mikoyan-Gurevich MiG-25 A RV-UM or a RV-4 radar altimeter

13

References
Notes
[1] Wilson 2000, p.103. [2] "Global Aircraft Top 50 Fastest Aircraft." (http:/ / www. globalaircraft. org/ top50. htm) The Global Aircraft Organization, 24 April 2007. Retrieved: 30 June 2011. [3] Rich and Janos 1994, p. 15. [4] Gordon and Gunston 2000, p. 166. [5] Gordon and Gunston 2000, p. 106. [6] Gordon 2008 [7] Spick 2000 [8] Lake 1998, p. 108. [9] Belyakov and Marmain 1994, p. 398. [10] Belyakov and Marmain 1994, pp. 272274. [11] Belyakov and Marmain 1994, p. 391. [12] Belyakov and Marmain 1994, pp. 387388. [13] Lake 1998, p. 109. [14] Belyakov and Marmain 1994, p. 392. [15] Belyakov and Marmain 1994, pp. 406407. [16] Eden 2004, p. 308. [17] "Intelligence: Big-Mouth Belenko." (http:/ / www. time. com/ time/ magazine/ article/ 0,9171,946651,00. html) Time, 11 October 1976. Retrieved: 12 May 2010. [18] Gunston and Spick pp. 132133. [19] Jenkins 1998, pp. 67. [20] Barron 1980, p. 15. [21] Barron 1980, pp. 169171. [22] "MiG-25." (http:/ / www. globalaircraft. org/ planes/ mig-25_foxbat. pl) globalaircraft.org. Retrieved: 5 September 2010. [23] Broad, William J. "Nuclear Pulse (I): Awakening to the Chaos Factor." Science, Volume 212, 29 May 1981, pp. 10091012. [24] "Foxbats over Sinai." (http:/ / www. spyflight. co. uk/ foxbats. htm) spyflight.co.uk. Retrieved: 5 September 2010. [25] Aloni 2006, p. 33. [26] Aloni 2006, pp. 37-38. [27] Aloni 2006, p. 64. [28] http:/ / www. spyflight. co. uk/ darkgene. htm [29] Cooper, Tom and Farzad Bishop. Iranian F-14 Tomcat Units in Combat, pp. 85-88. Oxford: Osprey Publishing, 2004. [30] Mevlutoglu, Arda. "Airshow Turkiye 2011." (http:/ / s188567700. online. de/ CMS/ index2. php?option=com_content& do_pdf=1& id=37) ACIG, 11 June 2011. Retrieved; 30 June 2011. [31] Nicolle and Cooper 2004, pp. 82, 86. [32] "Intelligence Community Assessment of the Lieutenant Commander Speicher Case". (http:/ / www. foia. cia. gov/ docs/ DOC_0000588922/ 0000588922_0001. gif) CIA, FOIA Electronic Reading Room, 27 March 2001. Retrieved: 10 September 2006. [33] Weiner, Tim. "With Iraq's O.K., a U.S. Team Seeks War Pilot's Body." (http:/ / query. nytimes. com/ gst/ fullpage. html?res=9800E6DF1739F937A25751C1A963958260& sec=& spon=& pagewanted=1) The New York Times, 14 December 1995, p. A1. [34] Sadik, A. and D. Zampini. "Tretij Den' (i posledujuschie...)" ["The Third Day (and beyond...)."] Aviacija i vremja (Aviation and Time), No. 6, 2005. [35] Quote: "But as the Ravens began their second orbit in a counterclockwise turn toward the Syrian border (over Al-Qaim), a MiG-25 suddenly darted toward them at high speed. The Iraqi fired one air-to-air missile at the lead Raven and two at his wingman. The missiles flew wide, but the Ravens dived to escape and then, uncertain where the MiG was lurking, turned back to Saudi Arabia." [36] Atkinson 1993, pp. 125126. [37] Atkinson 1993, pp. 230231. [38] Atkinson 1993, p. 75. [39] http:/ / www. youtube. com/ watch?v=OZ5N58z9UUM [40] http:/ / www. rjlee. org/ air/ ds-aakill/ [41] http:/ / www. youtube. com/ watch?v=UrYcxXIg5fI& NR=1 [42] Krane, Jim. "Pilotless Warriors Soar To Success." (http:/ / www. cbsnews. com/ stories/ 2003/ 04/ 25/ tech/ main551126. shtml) CBS News, 25 April 2003. [43] "Video of Shoot-Down." (http:/ / www. atwar. net/ download. php?view. 174) CBS. Retrieved: 5 September 2010.

Mikoyan-Gurevich MiG-25
[44] "India retires Cold War spy MiGs." (http:/ / news. bbc. co. uk/ 2/ hi/ south_asia/ 4892524. stm) BBC News. 9 April 2006. Retrieved: 30 June 2011. [45] Quote: "The MIG 25 was extensively used in the Kargil conflict in 1999 and also during Operation Parakram 2001." [46] Bhonsle 2006, p. 256. [47] Steinemann, Peter. "VayuSena: Recce Incursion." (http:/ / vayu-sena. tripod. com/ other-1997mig25-1. html) Air Power International. Retrieved: 5 September 2010. [48] Quote: "UAVs and Satellite Imagery have made these aircraft obsolete to an extent, however these are still useful for strategic reconnaissance. Spares are a major problem as per Air Marshal A K Singh, C in C Western Air Command." [49] Lake 1998, pp. 108109. [50] Lake 1998, pp. 109110. [51] Lake 1998, p. 110. [52] Lake 1998, pp. 110111. [53] Lake 1998, p. 112. [54] Lake 1998, p. 113. [55] Lake 1998, p. 114. [56] Lake 1998, p. 115. [57] Lake 1998, p. 116. [58] Lake 1998, p. 117. [59] Lake 1998, p. 118. [60] Gunston and Spick 1983, pp. 132133. [61] Belyakov and Marmain 1994, p. 404. [62] "World Military Aircraft Inventory". 2010 Aerospace, Aviation Week and Space Technology, January 2010. [63] "Directory: World Air Forces." (http:/ / www. flightglobal. com/ assets/ getasset. aspx?ItemID=26061) Flight International, 1117 November 2008. [64] "Iraqi Perspectives Project Phase II. Um Al-Ma'arik (The Mother of All Battles): Operational and Strategic Insights from an Iraqi Perspective, Volume 1 (Revised May 2008)." (http:/ / oai. dtic. mil/ oai/ oai?verb=getRecord& metadataPrefix=html& identifier=ADA484530) Institute for Defense Analysis, May 2008. [65] "Iraqi Air Force Equipment - Introduction." (http:/ / www. globalsecurity. org/ military/ world/ iraq/ air-force-equipment-intro. htm) globalsecurity.org. Retrieved: 26 July 2011. [66] "MiG-25 fact sheet." (http:/ / www. nationalmuseum. af. mil/ factsheets/ factsheet. asp?id=8752) nationalmuseum.af.mil. Retrieved: 27 October 2010. [67] Green and Swanborough 2001 [68] Frawley 2002, p. 123.

14

Citations Bibliography Aloni, Shlomo. Israeli F-15 Eagle Units in Combat. Oxford: Osprey Publishing, 2006. ISBN 978-1-84603-047-5. Atkinson, Rick. Crusade: The Untold History of the Persian Gulf War. New York: Houghton Mifflin Company, 1993. ISBN 978-0-395-71083-8. Barron, John. MiG Pilot: The Final Escape of Lt. Belenko. New York: McGraw-Hill, 1980. ISBN 0-380-53868-7. Belyakov, R.A. and J. Marmain. MiG: Fifty Years of Secret Aircraft Design. Shrewsbury, UK: Airlife Publishing, 1994. ISBN 1-85310-488-4. Bhonsle, Brig. Rahul K. India: Security Scope 2006 The New Great Game". Delhi, India: Kalpaz Publications, 2006. ISBN 81-7835-512-4. Cooper, Tom and Farzad Bishop. Iranian F-14 Units in Combat. London: Osprey Publishing, 2004. ISBN 978-1-84176-787-1. Davies, Steve. Combat Legend, F-15 Eagle and Strike Eagle. London: Airlife Publishing, Ltd., 2002. ISBN 1-84037-377-6. Eden, Paul, ed. "Mikoyan MiG-25 'Foxbat'". "Mikoyan MiG-31 'Foxhound'". Encyclopedia of Modern Military Aircraft. London: Amber Books, 2004. ISBN 1-904687-84-9. Frawley, Gerald. "Mikoyan MiG-25." The International Directory of Military Aircraft, 2002/2003. Fyshwick, ACT, Australia: Aerospace Publications, 2002. ISBN 1-875671-55-2. Gordon, Yefim. Mikoyan MiG-25 Foxbat: Guardian of the Soviet Borders (Red Star Vol. 34). Hinckley, UK: Midland Publishing Ltd., 2008. ISBN 978-1-85780-259-7.

Mikoyan-Gurevich MiG-25 Gordon, Yefim and Bill Gunston. Soviet X-Planes. Earl Shilton, Leicester, UK: Midland Publishing Ltd., 2000. ISBN 978-1-85780-099-9. Green, William and Gordon Swanborough. The Great Book of Fighters. St. Paul, Minnesota: Motorbooks International Publishing, 2001. ISBN 0-7603-1194-3. Gunston, Bill. An Illustrated Guide to Modern Fighters and Attack Aircraft. London: Salamander Books, 1980. ISBN 0-668-04964-2. Gunston, Bill and Mike Spick. "Mikoyan/Gurevich MiG-25." Modern Air Combat: The Aircraft, Tactics and Weapons Employed in Aerial Combat Today. New York: Crescent Books, 1983. ISBN 978-0-517-41265-7. Jenkins, Dennis R. McDonnell Douglas F-15 Eagle: Supreme Heavy-Weight Fighter. Hinckley, UK: Midland Publishing, 1998. ISBN 1-85780-081-8. Lake, Jon. "Variant Briefing: MiG-25 'Foxbat' and MiG-31 'Foxhound'". World Air Power Journal, Volume 34, Autumn/Fall 1998, pp.98123. London: Aerospace Publishing. ISBN 1-86184-019-5. ISSN 0959-7050. Nicolle, David and Tom Cooper. Arab MiG-19 and MiG-21 Units in Combat (Osprey Combat Aircraft 044). Oxford, UK: Osprey Publishing, 2004. ISBN 978-1-84176-655-3. Rich, Ben and Leo Janos. Skunk Works: A Personal Memoir of My Years of Lockheed. New York: Little, Brown & Company, 1994. ISBN 0-316-74300-3. Spick, Mike. The Great Book of Modern Warplanes. St. Paul, Minnesota: Motorbooks International Publishing, 2000. ISBN 0-7603-0893-4. Wilson, Stewart. Combat Aircraft since 1945. Fyshwick, Australia: Aerospace Publications, 2000. ISBN 1-875671-50-1.

15

External links
MiG-25 page on Milavia.net (http://www.milavia.net/aircraft/mig-25/mig-25.htm) MiG-25 page on GlobalSecurity.org (http://www.globalsecurity.org/military/world/russia/mig-25.htm) MiG-25/31 at Greg Goebel's Air Vectors site (http://www.vectorsite.net/avmig25_1.html) MiG-25 Foxbat at Russian Military Analysis (http://www.warfare.ru/?lang=&catid=255&linkid=1599) MiG-25 vs. SR-71 Blackbird discussion (http://www.wvi.com/~sr71webmaster/mig25.html) Foxbat and Foxhound - Australian Aviation (http://www.ausairpower.net/TE-Foxbat-Foxhound-92.html) Recce Incursion - Famous incident of IAF MiG-25 intruding into Pakistan airspace (http://vayu-sena.tripod. com/other-1997mig25-1.html) Photo Russian MiG-25 in flight - 2007 (http://www.airliners.net/photo/Russia-Air/ Mikoyan-Gurevich-MiG-25RBSh/1429206/L/) Photo Russian MiG-25 in flight - 2011 (http://www.airliners.net/open.file/1961082/L/) MiG-25 Foxbat on hronotop2012.narod.ru (http://hronotop2012.narod.ru/ mig-25_samii_bistrii_samolyot_xx_veka/)

Article Sources and Contributors

16

Article Sources and Contributors

Mikoyan-Gurevich MiG-25 Source: http://en.wikipedia.org/w/index.php?oldid=524040593 Contributors: *drew, -js-, A75, Aashaa, Adamrush, Adityagupta101, Adrian M. H., Aerobird, Akradecki, Alarob, Aldis90, Alexius08, Alexkvaskov, Alvis, Andres, Anyeverybody, Anynobody, Aquesenb, Arabani, Aragorn2, ArgentLA, Arius1996, Arz1969, Ashley Pomeroy, Askari Mark, Atropos235, Avmarle, Axlq, Bassbonerocks, Berean Hunter, BigBen212, BilCat, Bobblewik, Bogdan, Bogdanb, Bongomaster, Borism, Brainhell, Brianski, Buckshot06, Bullzeye, Bwithh, Bzuk, CCHIPSS, Camcandco, CaptRik, Chris the speller, Chrislk02, Chuck Sirloin, ClamDip, Clawson, Coastside, Colombos, Colonies Chris, CommonsDelinker, Coso, Crwesq@gmail.com, DAJF, DagosNavy, Darios, Darklilac, Darthveda, Darwinek, Deltadagger, DexDor, Diako1971, Djamie, Djmckee1, Dmottl, DragonFury, Drbreznjev, Driftkingz109, EZ1234, Eagle07, EconomistBR, Editore99, ElectricalTill, Eleuther, Elfalem, Emt147, Eschbaumer, EugeneKay, Eurocopter, Fayenatic london, Fedayee, Fireaxe888, Flux123, Fnlayson, Fredmdbud, Fro112, GCarty, GRAHAMUK, Gene Nygaard, Gentgeen, Get It, Girish Darkmatter, Gooberliberation, Grant65, Greglocock, GregorB, Greyengine5, Grunherz, Gyrofrog, H1523702, HDP, Harald Hansen, Hayderaziz, Heroeswithmetaphors, Homan05, Hgsippe Cormier, Ingolfson, Insomniacpuppy, Irancanada, IronGargoyle, Jakopal, Jamesontai, Jazyru, Jcarkeys, Jennavecia, Jerryobject, JetLover, Jkp1187, Jno, Joel7687, Joep01, John, John of Reading, Joostueffing, Joshbaumgartner, Jpk, Jrkarp, Jusdafax, KGyST, KNHaw, Kakonator, Kamransj, Karrath, Ken keisel, Kermanshahi, Kieff, Kos93, Kuban kazak, Kubanczyk, Kunal Biswas 5487, Kwiki, Kyteto, L1A1 FAL, LWF, Lahiru k, Lan Di, Landlord92, LeCaire, Leandrod, LeonardoRob0t, Lucinos, MBK004, MIDR, Makkara, Marek37, Maury Markowitz, McSly, Mcpusc, Mgiganteus1, Michael Denmark, MilborneOne, Miti gta, Mkdw, Mmx1, Mooner72, Mormegil, Mothmolevna, Mt hg, Muad, Mugs2109, N328KF, Naddy, NathanJunyk, Nem1yan, Neutrino 1, Nigel Ish, Nobody of Consequence, Noclador, Nukes4Tots, Nuno Tavares, Ojigiri, Oldmountains, Ospalh, OuroborosCobra, PPGMD, Palamabron, Paul Richter, Petri Krohn, Piano non troppo, Pilot850, Piotr Mikoajski, Plasma east, Pmsyyz, Pocketpencil, Posix memalign, RadicalBender, Ralhazzaa, Rejectwater, Rich Farmbrough, Rlandmann, Rmhermen, Russavia, Rwendland, SVTStingRay, Scombs, Search4Lancer, Shaq 1k, Skcpublic, Snagglepuss, Snoyes, Socrates2008, Sp33dyphil, Spellmaster, Spreefan, Stahlkocher1, Starcraftmazter, Steven Kevil, Stilist, Sukhoi.pakfa, Sum0, SuperDeng, Tarek, Tavrian, Template namespace initialisation script, The Bushranger, The Gnome, The PIPE, The lost library, TheGerm, Thenoflyzone, Thingg, Thorrune, TomKat222, Tomcat7, Tono Fonseca, Trust Is All You Need, USMA, Vankrugermeer, Vedant, Vendrizi, Wangfoo, Wik, Wikinegern, Wikirichie, WikiuserNI, Woelper, Wolcott, Wolfkeeper, Woohookitty, Wurblzap, XavierGreen, YMB29, Yogi de, Yooden, Youngjim, Zachjeli, Zastavafan76, Zeberwood, Zeno Gantner, , iedas, , 536 anonymous edits

Image Sources, Licenses and Contributors

File:Russian Air Force MiG-25.jpg Source: http://en.wikipedia.org/w/index.php?title=File:Russian_Air_Force_MiG-25.jpg License: unknown Contributors: Leonid Faerberg (transport-photo.com) File:YE-152 & YE-152M.jpg Source: http://en.wikipedia.org/w/index.php?title=File:YE-152_&_YE-152M.jpg License: Public Domain Contributors: Greg Goebel File:Ye-155.png Source: http://en.wikipedia.org/w/index.php?title=File:Ye-155.png License: Public Domain Contributors: Original uploader was Grunherz at en.wikipedia File:MiG-25RB cams.jpg Source: http://en.wikipedia.org/w/index.php?title=File:MiG-25RB_cams.jpg License: Creative Commons Attribution-ShareAlike 3.0 Unported Contributors: Erik Warmelink, Hohum, Jno, Ysangkok File:Mig-25.jpg Source: http://en.wikipedia.org/w/index.php?title=File:Mig-25.jpg License: GNU Free Documentation License Contributors: Dmitry A. Mottl File:Defense.gov News Photo 990528-O-9999M-011.jpg Source: http://en.wikipedia.org/w/index.php?title=File:Defense.gov_News_Photo_990528-O-9999M-011.jpg License: Public Domain Contributors: Articseahorse, Chesipiero File:Ex IAF Mig-25.jpg Source: http://en.wikipedia.org/w/index.php?title=File:Ex_IAF_Mig-25.jpg License: Creative Commons Attribution 2.0 Contributors: Himmat Rathore File:Russian Air Force Mikoyan-Gurevich MiG-25RB Pichugin-1.jpg Source: http://en.wikipedia.org/w/index.php?title=File:Russian_Air_Force_Mikoyan-Gurevich_MiG-25RB_Pichugin-1.jpg License: unknown Contributors: Dmitriy Pichugin File:MiG-25RBS Pichugin-1.jpg Source: http://en.wikipedia.org/w/index.php?title=File:MiG-25RBS_Pichugin-1.jpg License: unknown Contributors: Dmitriy Pichugin File:Russian Air Force Mikoyan-Gurevich MiG-25RU Pichugin-1.jpg Source: http://en.wikipedia.org/w/index.php?title=File:Russian_Air_Force_Mikoyan-Gurevich_MiG-25RU_Pichugin-1.jpg License: unknown Contributors: Dmitriy Pichugin File:MiG-25 Operators.png Source: http://en.wikipedia.org/w/index.php?title=File:MiG-25_Operators.png License: Public Domain Contributors: Noclador File:Flag of Algeria.svg Source: http://en.wikipedia.org/w/index.php?title=File:Flag_of_Algeria.svg License: Public Domain Contributors: This graphic was originaly drawn by User:SKopp. File:Flag of Armenia.svg Source: http://en.wikipedia.org/w/index.php?title=File:Flag_of_Armenia.svg License: Public Domain Contributors: User:SKopp File:Flag of Azerbaijan.svg Source: http://en.wikipedia.org/w/index.php?title=File:Flag_of_Azerbaijan.svg License: Public Domain Contributors: SKopp and others File:Flag of Kazakhstan.svg Source: http://en.wikipedia.org/w/index.php?title=File:Flag_of_Kazakhstan.svg License: unknown Contributors: -xfiFile:Flag of Russia.svg Source: http://en.wikipedia.org/w/index.php?title=File:Flag_of_Russia.svg License: Public Domain Contributors: Anomie, Zscout370 File:MiG-25 fig2agrau USAF.jpg Source: http://en.wikipedia.org/w/index.php?title=File:MiG-25_fig2agrau_USAF.jpg License: Public Domain Contributors: Ain92, BLueFiSH.as, Denniss, Henristosch, Stahlkocher File:Flag of Syria.svg Source: http://en.wikipedia.org/w/index.php?title=File:Flag_of_Syria.svg License: Public Domain Contributors: see below File:Flag of Turkmenistan.svg Source: http://en.wikipedia.org/w/index.php?title=File:Flag_of_Turkmenistan.svg License: Public Domain Contributors: User:Vzb83 File:Iraqi MiG-25.jpg Source: http://en.wikipedia.org/w/index.php?title=File:Iraqi_MiG-25.jpg License: Public Domain Contributors: US Air Force File:Mikoyan-Gurevich MiG-25.jpg Source: http://en.wikipedia.org/w/index.php?title=File:Mikoyan-Gurevich_MiG-25.jpg License: Creative Commons Attribution 2.0 Contributors: Tarek Siala from Tripoli, Libya File:MiG-25RBS 2007 G1.jpg Source: http://en.wikipedia.org/w/index.php?title=File:MiG-25RBS_2007_G1.jpg License: Creative Commons Attribution-Sharealike 3.0 Contributors: George Chernilevsky File:Flag of Bulgaria.svg Source: http://en.wikipedia.org/w/index.php?title=File:Flag_of_Bulgaria.svg License: Public Domain Contributors: SKopp File:Flag of Belarus.svg Source: http://en.wikipedia.org/w/index.php?title=File:Flag_of_Belarus.svg License: Public Domain Contributors: Zscout370 File:Flag of India.svg Source: http://en.wikipedia.org/w/index.php?title=File:Flag_of_India.svg License: Public Domain Contributors: Anomie, Mifter File:Flag of Iraq.svg Source: http://en.wikipedia.org/w/index.php?title=File:Flag_of_Iraq.svg License: Public Domain Contributors: Unknown, published by Iraqi governemt, vectorized by User:Militaryace based on the work of User:Hoshie File:Flag of Georgia.svg Source: http://en.wikipedia.org/w/index.php?title=File:Flag_of_Georgia.svg License: Public Domain Contributors: User:SKopp File:Flag of Libya (1977).svg Source: http://en.wikipedia.org/w/index.php?title=File:Flag_of_Libya_(1977).svg License: Public Domain Contributors: User:Zscout370 File:Flag of the Soviet Union.svg Source: http://en.wikipedia.org/w/index.php?title=File:Flag_of_the_Soviet_Union.svg License: Public Domain Contributors: A1, Ahmadi, Alex Smotrov, Alvis Jean, Art-top, BagnoHax, Brandmeister, Counny, Denniss, Dynamicwork, ELeschev, Endless-tripper, Ericmetro, EugeneZelenko, F l a n k e r, Fred J, Fry1989, G.dallorto, Garynysmon, Herbythyme, Homo lupus, Jake Wartenberg, MaggotMaster, Ms2ger, Nightstallion, Palosirkka, Patrickpedia, PeaceKeeper97, Pianist, R-41, Rainforest tropicana, Sebyugez, Skeezix1000, Solbris, Storkk, Str4nd, Tabasco, ThomasPusch, Toben, Twilight Chill, Xgeorg, Zscout370, , 4, 63 anonymous edits File:Flag of Ukraine.svg Source: http://en.wikipedia.org/w/index.php?title=File:Flag_of_Ukraine.svg License: Public Domain Contributors: Created by: Jon Harald Sby, colors by Zscout370 File:Foxbt d1.gif Source: http://en.wikipedia.org/w/index.php?title=File:Foxbt_d1.gif License: unknown Contributors: Cobatfor, Denniss, Henristosch, Stahlkocher

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