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MIG-29SMT FOR THE RUSSIAN AIR FORCE

Since the German Air Force has inherited two dozen MiG-29s of the former NVA, one is well informed on the strengths and shortcomings of the Russian top-fighter. One of its undisputed advantages is surprising agility in close combat, the simple, but effective helmet-mounted display and the R-73- (AA-11-Archer-) air-to-air missiles, which are able to see and fly much further "round the corner" than today's Sidewinders. The R-27 (AA-10-Alamo-) guided weapons for medium ranges are said to be not bad either.

However, the navigation system has many faults, the radar does not allow attacks on more than one target at a time and the layout of the cockpit does not comply with modern standards. Apart from this, the basic MiG-29 has no air-ground capability. The most important drawback is range, or rather the lack of it. Additionally as with all Russian planes of this kind, there are the usual disadvantages of short life span and extremely short maintenance intervals.

Naturally these weak points are also known to the designers at Mikojan. This is why as early as in the mid 80s an improved version with scope for more weapons and laser/TV-Pod for use in the attack of ground targets was being tested under the internal name Product 9-14.

A much more thoroughly revised design was the MiG-29M (Product 9-15), which was fitted with a completely redesigned airframe, a new radar and new armaments as well as a fly-by-wire-system. Since 1986 six trial aircraft have been built and thoroughly tested. However, when funds were cut more and more after the Soviet Union collapsed in the 90s, the chances to complete the program successfully diminished. Since 1992 Russia has not bought another MiG-29, and the last export contract was clinched in 1995.

Under these circumstances the MIG-MAPO company, the Mikojan design bureau and the production factory in Moscow as part of this company, have had to lower their sights. Currently they are concentrating on modernising existing aircraft, resulting in the Product 9-17 alias MiG-29SMT. Among the main improvements are:

• More fuel in an enormous tank attached to the back of the fuselage. The capacity will rise to 4,775 kg. Depending on the basic aircraft (Product 9-12 or 9-13), this is an increase of 1,585 or 1,295 kg. Added are 1,150 litre tanks underneath the wings and a 1,520 litre tank under the fuselage, which will ensure a ferry range of 2,900 km. Even more fuel could be stored in the wing roots, which extend to the front of the aircraft, if the vents for the additional air intake were removed.
• a refuelling probe, which is installed on the left hand side next to the cockpit. It was already tested in late '95 /early '96 and has been fitted to the Malaysian MiG-29s.
• modern avionics with a databus, which is compatible with the Mil-Std-1553B. It enables the simple integration of new devices, of various manufacturers, including some from the West. By installing Intel-486DX33 processors the computing capacity was increased 70-fold. The new equipment was developed by the Russkaya Avionika Company, whose boss Michail Korzujew is now the Secretary General of the MiG design bureau
• an improved navigation system which combines laser gyroscopes with a GPS-receiver.
• a modern cockpit with two colour liquid crystal displays (15 x 20 cm each), a new input device for EloKa, communication and navigation, as well as an upgraded Head-up-Display. The screens have been programmed to show only relevant information. Radar and TV pictures will also be displayed on these screens. Adhering consistently to the HOTAS philosophy eases the pilot's work (all the important switches are placed on the gear stick or the thrust lever).
• an improved Topaz-Radar. The NO19MP now has an additional mode, for generating radar maps (resolution 15 meters) and is also able to detect ships more easily. Performance against slow flying helicopters was also improved as well as resistance to jamming. The range against fighter jets is said to be 80 km. In a second development stage the Zemschug radar might be installed. It has a range of 130 km, is able to track ten targets at once and can fight four simultaneously.
• new weapons like the R-77 (AAM-AE) with active radar and R-27E. The maximum payload is 4,000 kg, which makes the transportation of bombs and air-to-ground-guided weapons easier. In the long run air-to-air-guided weapons will be made available. Weapons under consideration are the K-37M (developed from the R-37 for the MiG-31), the K-77 (R-77 with new seeker) or the K-30 (extremely agile for short distance targets).
• Thrust vector control, which will be introduced in a second stage. The Klimow RD-133 with a nozzle, that can be swivelled by 15 degrees in all directions has already been tested. In contrast with Sukhoi, Mikoyan does not champion the thrust vector steering, which is only advantageous in a small area of the flight envelope. Since the MiG-29SMT is heavier, more thrust would be desirable. An improved version of the RD-33, which is now called RD-43, is said to be available from the year 2000. It will deliver 98.1 kN thrust instead of the current 81.4 kN. Additionally the airflow will be increased from 77 to 85 kg/s, and the turbine inlet temperatures will be 120 degrees Kelvin higher, (1,800 instead of 1,680).
• radar absorbent coating. To-date the Russians had given little attention to this problem. However, new types of varnish will be used to lower the radar reflection area by a factor of ten.
• new maintenance procedures. Since the aircraft will be in service for longer, it is planned to change to on-condition maintenance. The manufacturers intend to lengthen the life expectancy of the aircraft from 2,500 to 4,000 hours. RD-33-Engines are supposed to withstand 2,000 hours of service.

A mock-up of the MiG-29SMT was shown for the first time during the Aviation Exhibition in Zhukovsky in August 1997. The maiden flight of a partly refurbished aircraft, (number 331) followed on 29 November 1997 piloted by Marat Alyukov. The same plane was then modified and the back of the fuselage was enlarged for the additional fuel. It flew for the first time in this new shape on 22 April 1998. The pilot was Vladimir Gorbunov. A few weeks later this aircraft was one of the exhibits at the ILA in Berlin.

In the meantime a definite prototype has started its certification program. The "917" has been flying since 14 July, with the program intended to be completed by the end of August. An appearance in Farnborough is planned afterwards.

A start on re-equipping the Russian Air Force is planned before the end of this year. General Anatoly Sytnov, who is in charge of acquisitions, stated this in spring. The Air Force wants to bring 150 to 180 of its MiG-29 up to the new SMT standard. Selected aircraft, which have completed relatively few flying hours, are overhauled accordingly in the repair works 121 in Kubinka near Moscow. The costs for this are around 20 to 25 per cent of the price of a new aircraft.

According to General Sitnow, the MiG-29SMT program has a high priority. It will serve to improve the Air Force's air-ground capability after the Su-17 and MiG-27 have been retired. It is expected that the MiG-29 will stay in service as a multi-purpose fighter until around the year 2020.

Naturally the improvements to the MiG-29SMT are not only meant for Russia, they are also of interest to numerous export customers. However, convincing them to buy will not be all that easy. Countries like Poland or Hungary seem to be more interested in Western aircraft.

From page 44 of FLUG REVUE 10/98

MIG MAPO, MAPO MiG and ANPK MiG?

• MIG MAPO (Wojenno-Promyschlennij Komlex MAPO = Military Industry Complex) is a state holding, which was formed in January 1996 by decree of President Yelzin. At the moment thirteen firms belong to it: MAPO MiG (aircraft), Kamov (Helicopters), Klimov Corp., TMKB Soyuz, the Tschernyschow-Engineering Works and Krasni Oktjabr (engines), the Ryazan-Radar-Factory, the Perm-Instruments-Factory, the Elektroavtomatika-Constructions Office, Pribor and Aviatest (Avionik/Systems) as well as the Maintenance Factory No. 121 in Kubinka and the Aviabank. Some of these firms are owned by the state, some are privately owned. The President of MIG MAPO is Vladimir Kuzmin.
• The MAPO MiG (Moskowskoje Awiazionnoje Promyschlennoje Objedinenije = Moskow Aircraft Factory) was established in May 1995 by combining the Production Works with the design bureau, which is situated in the Leningradsky Avenue and had severe financial difficulties at that time. The MAPO MiG is still state property and is currently lead by Grigori Nemov.
• ANPK MiG (Awiatsionni Nauchno-Promyschlennij Komplex = Complex for Aviation Technology) is nowadays a development and flight test department within MAPO MiG. It corresponds with the Mikojan/Gurewitsch OKB (Design Bureau), as it existed since 1939. After Rostislav Belyakov retired, Michail Kortschujew became General Director and General Designer. The Development Department is lead by Andrey Gorlov. For each program there are Chief Designers, e.g. Waleri Novikov (MiG-29), Anatoli Beloswet (MiG-31) or Jurij Suschkow (MiG-AT).