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MiG-25 FOXBAT - Variants

The Mig-25 aircraft was originally designed for the sole task of high-altitude interception of enemy aircraft - without a look-down radar, high-turning rate or the heavy ordnance of multi-mission planes. Uncomplicated designs maximize standardization opportunities, enhance reliability, cost less and reduce maintenance training and logistics. There are several versions of this aircraft: A--basic interceptor; B--reconnaissance; C--two-seat trainer; D--reconnaissance with a modified radar; and E. The FOXBAT A aircraft, originally designed to counter high-altitude threats, was converted to FOXBAT E, providing a limited low-altitude look-down and shoot-down capabilities somewhat comparable to FLOGGER.

• Ye-155R-1 - Reconnaissance Prototype Designation
• Ye-166P-1 - Interceptor Prototype Designation
• Ye-266 - Reconnaissance Prototype Designation
• Ye-266M - Interceptor Prototype Designation
• MiG-25P - Initial Production Interceptor Model
• MiG-25R "Foxbat-A" - tactical Reconnaissance Production Variant. The FOXBAT A aircraft, originally designed to counter high-altitude threats, was also deployed in a high-altitude reconnaissance variant. This MiG-25RB variant can be fitted with reconnaissance/elint packs or airborne side-looking radar.
• The MiG-25RB "Foxbat-B" - Operational-Level Reconnaissance Bomber for bombing area and large targets. The aircraft is fitted with a reconnaissance station, aerial camera, topographic aerial camera, the Peteng sighting and navigation system to bomb programmed targets, and electronic countermeasures (ECM) equipment, which includes active jamming and electronic reconnaissance systems. The aircraft was equipped with four under-fuselage stations for mounting four FAB-500M62 high explosive bombs. Later on, the bombload of the MiG-25RB was beefed up to 5,000 kg (four under-wing bombs and six underbelly bombs). The MiG-25RB was also armed with custom-made heat-resistant versions of the FAB-500T bomb designed to withstand heavy thermodynamic heat loads they were subjected to during supersonic speed missions. An experimental model of this recon/bomber was derived from the E-155R4 fighter in February 1970 and designated E-155R4B. Federal acceptance procedures were finished in December 1970 and in the same year the Gorky aircraft production plant started series production of the aircraft. I
• MiG-25PU "Foxbat-C" - Two-seat Conversion Trainer. Series production of the two initial variants, designated MiG-25P ('Foxbat-A') (interceptor) and MiG-25R ('Foxbat-B') (reconnaissance), began in 1969. The MiG-25R entered VVS service almost immediately, but the service entry of the MiG-25P with the PVO was delayed until 1972. The non-combat trainer was also developed for each version, the MiG-25PU ('Foxbat-C') and MiG-25RU, respectively.
• MiG-25 "Foxbat-D" - Improved Reconnaissance Aircraft Variant.
• MiG-25PD "Foxbat-E" - Improved radar capability; Some were converted and upgraded Foxbat-A models.
• The MiG-25BM "Foxbat-F" - Air-Defense Suppression Model featuring improved radar functionality and provisions for AS-11 Kilter anti-radiation missiles. The aircraft has the capability to launch guided missiles against ground targets, and to destroy area targets, targets with known co-ordinates, and enemy radars. The airborne anti-radar Kh-58 (Nato codename AS-11 Kilter) missiles are capable of destroying enemy radars, such as the targeting radars of Hawk-type air defence missile systems, at stand-off ranges. The launch range of the Kh-58 is from 40-300km. The Kh-58U missile is developed and manufactured by the Raduga Engineering Design Bureau, Moscow.
• MiG-31 "Foxhound" - Based on MiG-25 capabilities but with improved radar systems, improved weaponry and multi-targeting capability.

And on September 6, 1976, an event occurred that significantly affected the fate of the interceptor: the pilot, Senior Lieutenant Viktor Belenko, flew a MiG-25P to Japan, landing at the airfield of Hokkaido Island, thereby making the secret aircraft the property of the US intelligence services. Despite the fact that the car was soon returned to the Soviet Union, the Americans managed to thoroughly familiarize themselves with the design and avionics of the interceptor, as a result of which a government decree soon followed on the urgent revision of the aircraft, primarily related to the fundamental modernization of its weapons and electronics system. A new radar sight "Sapphire-25" with an antenna of increased diameter was installed on it. Its great advantage was the ability to detect targets against the background of the earth. Rockets have been modified

Work on the creation of a new modification of the fighter-interceptor was completed by domestic specialists in the shortest possible time, and already in 1977 a modified MiG-25PD interceptor was produced, and the following year the Gorky Aviation Plant began its serial production. In less than three years, all MiG-25Ps of the Soviet Air Force were re-equipped at repair plants into the MiG-25PDS variant, corresponding to the modifications made.

Some sources report the development of a cargo-passenger administrative airliner based on the MiG-25 began in the USSR in 1963. Its creation started at the height of the Cold War even before the design of the legendary Tu-144. The aircraft, according to the project, had a wingspan of 14 m, and the crew consisted of two people (the original MiG-25 was piloted by one person). It was planned to equip it with two R-15B-300 turbojet installations with a total thrust of 22 tons. The liner was intended for flights at a supersonic speed of 2500 km / h over distances of up to 3.5 thousand kilometers. He had to take up to one ton of payload or 7 passengers.

It was planned to unify the aircraft as much as possible with the MiG-25 in order to reduce the cost of development and production. However, it was decided to lengthen the front of the device to accommodate passenger seats. In addition, the takeoff weight of the vehicle increased, and it was planned to further strengthen its load-bearing structure.

Unfortunately, the project did not receive funding and was closed before it could be embodied in metal. Among the many reasons for abandoning the project were the high cost of development and the complexity of operation, because such an aircraft could not be operated everywhere. All work on the aircraft ceased in 1965. Three years later, the first flight of the Tu-144 took place, thus obtaining the status of the world's first supersonic airliner.