Mikoyan-Gurevich MiG-25 1

Mikoyan-Gurevich MiG-25

MiG-25

MiG-25PU two-seat trainer

Role Interceptor and reconnaissance aircraft

Manufacturer Mikoyan-Gurevich OKB

First flight 6 March 1964

Introduction 1970

Status Limited service

Primary users Russian Air ForceAlgerian Air ForceSyrian Air ForceMilitary of Turkmenistan

Number built 1,186[1]

Developed into Mikoyan MiG-31

The Mikoyan-Gurevich MiG-25 (Russian: Микоян и Гуревич МиГ-25) (NATO reporting name: Foxbat) is asupersonic 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 in1970. It has a top speed of Mach 2.83+ (as high as Mach 3.2, but at risk of significant damage to the engines), andfeatures a powerful radar and four air-to-air missiles.When first seen in reconnaissance photography, the large wing planform suggested an enormous and highlymaneuverable fighter. This was during a period of time when U.S. design theories were also evolving towards highermaneuverability due to combat performance in the Vietnam War. The appearance of the MiG-25 sparked off seriousconcern in the West, and prompted dramatic increases in performance for the McDonnell Douglas F-15 Eagle in late1960s. The capabilities of the MiG-25 were better understood in 1976 when Soviet pilot Viktor Belenko defected ina 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 2

reconnaissance aircraft.[2]

Design and development

BackgroundDuring the Cold War, Soviet Air Defence Forces, PVO (not to be confused with Soviet Air Force, VVS) was taskedwith the strategic air defense of the USSR. In the decades after World War II, this meant not only dealing withaccidental border violations, but more importantly defending the vast airspace of the USSR against USreconnaissance aircraft and strategic bombers carrying free-fall nuclear bombs. The performance of these types ofaircraft was steadily improved. Overflights by the very high altitude American Lockheed U-2 in the late 1950srevealed 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 theMach 2-capable Convair B-58 Hustler, with the even faster North American B-70 Valkyrie on the drawing board. Amajor upgrade in the PVO defence system was required, and at the start of 1958 a requirement was issued formanned interceptors capable of reaching 3,000 km/h and heights of up to 27 km (88,583 ft). Mikoyan and Sukhoiresponded.[4]

YE-152 and YE-152M experimental interceptor

The Mikoyan-Gurevich OKB had been working on a series ofinterceptors 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 theTumansky R-15 engine, two of which would later be used for theMiG-25. This led to Ye-152, alternatively known as Ye-166, which setseveral world records.[5] The Ye-152M (converted from one of the twoYe-152 aircraft) was intended to be the definite heavy interceptordesign. But before it was finished, the PVO had selected the TupolevTu-128. As the work on the MiG-25 was well under way, thesingle-engine Ye-152M was abandoned.

Designing a new interceptor

Work on the new Soviet interceptor that would become the MiG-25started in mid-1959,[6] a year before Soviet intelligence learned of theAmerican Mach 3 A-12 reconnaissance aircraft.[7] It is not clear if the design was influenced by the American A-5Vigilante.[6] Requirements could easily have led the design team to use a similar layout. The promise of the newdesign roused the military's interest in both VVS and PVO. In February 1961 the Central Committee of theCommunist Party of the Soviet Union issued a joint directive with the Council of Ministers of the USSR, tasking theMikoyan OKB with the development of an aircraft designated Ye-155, the interceptor and reconnaissance versionsof 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 workon the Ye-155.

The design bureau studied several possible layouts for the new aircraft. One had the engines located side-by-side, ason 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 ElectricLightning, with two engines stacked vertically. Option two and three were both rejected because the size of theengines meant any of them would result in a very tall aircraft which would complicate maintenance.[6]

Mikoyan-Gurevich MiG-25 3

The idea of placing the engines in underwing nacelles was also rejected because of the dangers of any thrustasymmetry during flight. Having decided on engine configuration, there was thought of giving the machinevariable-sweep wings and a second crew member, a navigator. Variable geometry would improve maneuverability atsubsonic speed, but at the cost of decreased fuel tank capacity. Because the reconnaissance aircraft would operate athigh speed and high altitude the idea was soon dropped. Another interesting but impractical idea was to improve thefield performance using two RD36-35 lift-jets. Vertical takeoff and landing would allow for use of damaged runwaysduring wartime and was studied on both sides of the Iron Curtain. The problem has always been that enginesdedicated to vertical lift do not contribute with any power in horizontal flight, and occupy space in the airframeneeded 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 toseven-passenger supersonic transport, but none of these notions bore any fruit, and only the main directive of ahigh-altitude reconnaissance aircraft for the VVS' Frontal Aviation and heavy interceptor for PVO was ever realized.

Ye-155R3 Reconnaissance prototype with a5,280 litre drop tank under the belly, 1964

The first prototype was a reconnaissance variant, designated"Ye-155-R1", that made its first flight on 6 March 1964.[9] It had somecharacteristics that were unique to that prototype, and some of thesewere visually very evident: the wings had fixed wingtip tanks (600 litrecapacity) 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 withpitch 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 theMiG-25, which represented a major step forward in Soviet aerodynamics, engineering and metallurgy, took severalmore 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 toset new flight records. In addition to their normal duties, the prototypes Ye-155-P1, Ye-155-R1, Ye-155-R3 weremade lighter by removing some unneeded equipment, and were used for these attempts. Under FederationAeronautique Internationale (FAI) classification the Ye-155 type belonged to class C1 (III), which specifiesjet-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 2,319.12 km/h over a 1,000 km circuit in 16 March1965.[11]

• For pure speed, with no payload, test pilot Mikhail M. Komarov averaged 2,981.5 km/h over a 500 km closedcircuit on 5 October 1967.[11] On the same day A. Fedotov reached an altitude of 29,977 metres (98,350 ft) with a1,000 kilogram payload.[14] But the MiG could go higher and eventually it became the first aircraft to go higherthan 35,000 metres (115,000 ft).[14]

• Time to height records were recorded on 4 June 1973 when Boris A. Orlov climbed to 20,000 m in 2 min 49.8sec. 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 1,000 kg payload, and 36,240 m with no load (an absoluteworld record).[14] In the thin air, the engines flamed out and the aircraft coasted on in a ballistic trajectory byinertia alone. At the apex the speed had dropped to 75 km/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 4

(123,520 ft) at Podmoskovnoye, USSR in zoom climb (the absolute altitude is a different record than thesustained altitude in horizontal flight). The aircraft was actually a MiG-25RB re-engined with the powerfulR15BF2-300. It had earlier been part of the program to improve the aircraft's top speed that resulted in theMiG-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 mand 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 difficultieschoosing what materials to use for the aircraft. They had to use E-2 heat-resistant plexiglass for the canopy, andhigh-strength stainless steel for the wings and fuselage. Using titanium rather than steel would have been ideal, but itwas expensive and difficult to work. The problem of cracks in welded titanium structures with thin walls could notbe solved, so the heavier nickel steel was used instead. It cost far less than titanium and allowed for welding, alongwith 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 andhand arc welding methods.The MiG-25 was theoretically capable of a maximum speed of Mach 3+ and a ceiling of 90,000 ft (27,000 m). Itshigh speed was problematic: although sufficient thrust was available to reach Mach 3.2, a limit of Mach 2.8 had to beimposed as the turbines tended to overspeed and overheat at higher speeds, possibly damaging them beyondrepair.[17][18]

Into production

Cameras of the MiG-25RB

Full scale production of the MiG-25R ('Foxbat-B') began in 1969 at theGorkii aircraft factory (Plant No.21). The MiG-25P ("Foxbat-A")followed in 1971, and 460 of this variant was built until productionended in 1982. The improved PD variant that replaced it was built from1978 till 1984 with 104 aircraft completed.[6] But from then on theGorkii factory switched over production to the new MiG-31.

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

Mikoyan-Gurevich MiG-25 5

Western intelligence and the MiG-25

MiG-25RBSh with markings of 2nd Sqn/47thGvORAP (Guards independent recce Regiment)

Inaccurate intelligence analysis caused the West initially to believe theMiG-25 was an agile air-combat fighter rather than an interceptor. Inresponse, the United States started a new program which resulted in theMcDonnell Douglas F-15 Eagle.[19] NATO obtained a betterunderstanding of the MiG-25's capabilities on 6 September 1976, whena 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 gearand making the MiG-25 un-airworthy. It was carefully dismantled andanalyzed by the Foreign Technology Division (now the National Airand 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 ofengines 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 inheat-critical areas). The steel construction contributed to the craft's 64,000 lb (29,000 kg) unarmed weight.

• Maximum acceleration (g-load) rating was just 2.2 g (21.6 m/s²) with full fuel tanks, with an absolute limit of4.5 g (44.1 m/s²). One MiG-25 withstood an inadvertent 11.5 g (112.8 m/s²) pull during low-altitude dogfighttraining, but the resulting deformation damaged the airframe beyond repair.[22]

• Combat radius was 186 miles (299 km), and maximum range on internal fuel (at subsonic speeds) was only 744miles (1,197 km) 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 extendthe service life of the engines.[20] A MiG-25 was tracked flying over Sinai at Mach 3.2 in the early 1970s, but theflight 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, therebyremoving the need for providing complex environmental controls inside the avionics bays. In addition, thevacuum tubes were easy to replace in remote northern airfields where sophisticated transistor parts might not havebeen readily available. With the use of vacuum tubes, the MiG-25P's original Smerch-A (Tornado, NATOreporting name "Foxfire") radar had enormous power – about 600 kilowatts. As with most Soviet aircraft, theMiG-25 was designed to be as rugged as possible. The use of vacuum tubes also makes the aircraft's systemsresistant to an electromagnetic pulse, for example after a nuclear blast.[23]

Later versionsAs the result of Belenko's defection and the compromise of the MiG-25P's radar and missile systems, beginning in1976, the Soviets started to develop an advanced version, the MiG-25PD ("Foxbat-E").[6] This upgrade consisted ofnew RP-25 Sapfir (Sapphire) look-down/shoot-down radar (the same radar as used in the MiG-23 fighter), infraredsearch and track (IRST) system, other electronic improvements and more powerful R15B-300 engines. About 370earlier 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 6

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

Operational history

Over Israel and IranThe unarmed 'B' version had greater impact than the interceptor when the USSR sent two MiG-25R, and twoMiG-25RB to Egypt in March 1971 and stayed until July 1972. They were operated by the Soviet 63rd IndependentAir Detachment (Det 63) set up specially for this mission. Det 63 flew over Israeli held territory in Sinai onreconnaissance missions roughly 20 times. The flights were in pairs at maximum speed and high altitude (between17,000–23,000 m).[6]

On 6 November 1971, an Egyptian MiG-25 flying at Mach 2.5 was met by Israeli F-4Es and fired uponunsuccessfully.[24] A MiG-25 was tracked flying over Sinai at Mach 3.2 during this period. The MiG-25 engineswent into overspeed, which led to their later destruction.[7] Unit Det 63 was sent back home in 1972, thoughreconnaissance Foxbats were sent back to Egypt in 19–20 October 1973 during the Yom Kippur War.[24] Unit Det154 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 werewaiting for the MiGs and shot one of them down with AIM-7F missiles. The other MiG was able to escape.[25] Thetrap was repeated on 29 July 1981, when another Syrian MiG-25 was downed by an IDF/AF F-15A.[26] Finally, on31 August 1983, a third Syrian MiG-25 was damaged by an Israeli Hawk SAM and then dispatched by an IDF/AFF-15.[27]

During the 1970s, the Soviet air force conducted reconnaissance overflights across Iran using its MiG-25RBShaircraft in response to joint US-Iran recon operations.[28]

Iran-Iraq WarThe MiG-25 was in service with the Iraqi Air Force during the Iran–Iraq War, but its success against Iranian fightersis largely unknown. Research by journalist Tom Cooper shows that at least 9 MiG-25s have been shot down byIranian 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 IranianC-130. On 21 March 1984, an Iraqi MiG-25PD shot down an Iranian F-4E and on 5 June 1985 an Iraqi MiG-25PDshot down a second Iranian F-4E. On 23 February 1986 an Iraqi MiG-25PD shot down an Iranian EC-130E and on10 June an RF-4E, later in October 1986, an Iraqi MiG-25PDS shot down a second RF-4E.[30] The most successfulIraqi MiG-25 pilot of the war was Colonel Mohommed "Sky Falcon" Rayyan, who was credited with 10 kills. Eightof these were while flying the MiG-25P from 1981 to 1986. In 1986, after attaining the rank of Colonel, Rayyan wasshot down and killed by Iranian F-14s.[31]

Mikoyan-Gurevich MiG-25 7

Persian Gulf War

Post Operation Desert Storm assessmentphotograph of an Iraqi aircraft bunker with the

remains of a MIG-25 Foxbat after being attackedwith a 2,000 pound laser guided bomb.

During the Persian Gulf War, a US Navy F/A-18, piloted by Lt CdrScott Speicher, was shot down on the first night of the war by amissile[32] possibly fired by a MiG-25.[33] The kill was reportedlymade with a Bisnovat R-40TD missile fired from a MiG-25PDS flownby Lt. Zuhair Dawood of the 84th squadron of the IrAF.[34]

In another incident, an Iraqi MiG-25PD, after eluding eight U.S. AirForce F-15s, fired three missiles at General Dynamics EF-111A Ravenelectronic warfare aircraft, forcing them to abort their mission andleave attacking aircraft without electronic jamming support.[35][36]

In yet another incident, two MiG-25s approached a pair of F-15s, firedmissiles (which were evaded by the F-15s), and then outran theAmerican fighters. Two more F-15s joined the pursuit, and a total of10 air-to-air missiles were fired at the MiG-25s, although none reachedthem.[37] According to the same sources, at least one F-111 was also forced to abort its mission by a MiG-25 on thefirst 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, on27 December 1992, a U.S. F-16D downed a MiG-25 that violated the no-fly zone in southern Iraq with anAMRAAM 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 wasperforming armed reconnaissance over Iraq. This was the first time in history that an aircraft and an unmanned dronehad 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 ordestroyed on the ground. In August 2003, several dozen Iraqi aircraft were discovered buried in the sand.

India

MiG-25R of No. 102 Squadron IAF on display atthe Indian Air Force Museum, Palam

The MiG-25 was kept a guarded secret in India, and was nicknamedGaruda, after the large mythical bird-like creature from Hindu andBuddhist mythology.[44] It was used extensively in the Kargil War andOperation Parakram, conducting aerial reconnaissance sorties ofPakistan.[45][46]

In May 1997, an Indian Air Force Mikoyan MiG-25RB reconnaissanceaircraft created a furor when the pilot flew faster than Mach 2 overPakistani territory following a reconnaissance mission into Pakistanairspace. The MiG-25 broke the sound barrier while flying at analtitude of around 65,000 feet, otherwise the mission would haveremained covert, at least to the general public. The PakistanGovernment considered the breaking of the sound barrier was deliberate to make the point that the Pakistan AirForce (PAF) had no aircraft in its inventory which can come close to the MiG-25's cruising altitude (up to 74,000feet). India denied the incident but Pakistan's Foreign Minister, Gohar Ayub Khan, believed that the Foxbatphotographed strategic installations near the capital, Islamabad.[47]

Mikoyan-Gurevich MiG-25 8

Lack of spare parts and India's acquiring of unmanned aerial vehicles and satellite imagery eventually led to itsretirement in 2006.[48][44][46]

Variants

PrototypesYe-155R

Reconnaissance prototypes. Two prototypes (Ye-155R-1 and Ye-155R-2) followed by four pre-productionaircraft fitted with reconnaissance equipment.[49]

Ye-155PInterceptor fighter prototypes. Two prototypes (Ye-155P-1 and Ye-155P02) followed by nine pre-productionaircraft.[50]

Ye-266Designation applied to prototypes and pre-production aircraft (Ye-155R-1, Ye-155R-3 and Ye-155P-1) used forrecord breaking purposes in official documentation supplied to the Fédération Aéronautique Internationale.[51]

InterceptorsMiG-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 designationFoxbat-A.[52]

MiG-25PDImproved single-seat all-weather interceptor fighter aircraft, which entered service from 1979. Fitted withR-15BD-300 engines and new N-005 Saphir-25 (RP-25M) Pulse-Doppler radar with look-down/shoot downcapability, based on the radar of the MiG-23ML. Could be fitted with four R-60 air-to-air missiles replacingoutermost two R-40 missiles. Late examples fitted with an undernose IR search and track system. NATOdesignation Foxbat-E.[53]

MiG-25PDSUpgrade of surviving MiG-25Ps to MiG-25PD standard from 1979. NATO designation Foxbat-E.[54]

MiG-25PDSLSingle MiG-25PD modified by addition of electronic countermeasures (ECM) equipment.[54]

MiG-25PDZSingle MiG-25PD modified with retractable in-flight refuelling probe.[54]

MiG-25MTwo 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-266MDesignation applied to MiG-25M when used for record breaking in 1975 and 1977, including setting anabsolute altitude record of 37,650 m (123,524 ft) on 31 August 1977.[55]

Izdelye 99Two aircraft used as testbeds for Soloviev D-30F turbofan as later used in MiG-31.[53]

Mikoyan-Gurevich MiG-25 9

Reconnaissance and strike versions

Russian Air Force MiG-25RB

Russian Air Force MiG-25RBS

MiG-25RSingle-seat high-altitude daylight reconnaissance aircraft, fittedwith cameras, and ELINT equipment. NATO codenameFoxbat-B.[56]

MiG-25RBSingle-seat reconnaissance-bomber derivative of MiG-25R,fitted with improved reconnaissance systems and a Pelengautomatic bombing system. The aircraft can carry a bombload ofeight 500 kg (1,102 lb) bombs. Entered service in 1970. NATOcodename Foxbat-B.[56]

MiG-25RBVModernised single-seat reconnaissance-bomber with revisedElint equipment (SRS-9 Vraz). NATO codename Foxbat-B.[57]

MiG-25RBTFurther improved reconnaissance-bomber, with Tangaz Elintequipment. NATO codename Foxbat-B.[58]

MiG-25RBNDedicated night reconnaissance aircraft, carrying 10 photoflashbombs under the fuselage. Only single prototype built. NATO codename Foxbat-B.[58]

MiG-25RRConversion of eight reconnaissance aircraft for high-altitude radiation sampling role. Used to monitor Chinesenuclear tests between 1970 and 1980. NATO codename Foxbat-B.[58]

MiG-25RBKSingle-seat dedicated Elint aircraft, with Kub-3K Elint system. Bombing capability retained but cameras notfitted. NATO codename Foxbat-D.[58]

MiG-25RBFConversion of MiG-25RBK with new Shar-25 Elint equipment. NATO codename Foxbat-D.[59]

MiG-25RBSSingle-seat radar-reconnaissance aircraft, with Sabla-E side looking airborne radar (SLAR). Cameras not fittedbut bombing capability retained. NATO codename Foxbat-D.[59]

MiG-25RBShMiG-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-25RU trainer in September 2008

MiG-25PUTwo-seat conversion trainer for MiG-25P interceptors. Fittedwith a new nose section with two separate cockpits. It has noradar and no combat capability. NATO codename Foxbat-C.[55]

MiG-25RUTwo-seat conversion trainer for reconnaissance versions. Fittedwith MiG-25R navigation system. NATO codenameFoxbat-C.[59]

Ye-133

Designation given to single MiG-25PU used by Svetlana Savitskaya to establish a number of women's speedand height records, starting with speed over a 15–25 km course of 2,683.45 km/h (1.667.47 mph) on 22 June1975.[55][61]

Operators

MiG-25 Operators 2010 (former operators in red)

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 inservice in January 2010, includingfive 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 MiG-25BM.

• Russian Air Force – 42 MiG-25RBs are in service as of January2010.[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]

Mikoyan-Gurevich MiG-25 11

Former operators

Iraqi MiG-25RB at the National Museum of theUnited States Air Force in Dayton, Ohio. October

2007. Found buried in Iraq in 2003.

MiG-25RB of the Libyan Air Force

MiG-25RBS at the Ukrainian Air Force Museumin Vinnitsa

 Bulgaria• Bulgarian Air Force – Three MiG-25RBTs (#731, #736 and #754)

and one MiG-25RU (#51) aircraft were delivered in 1982. On 12April 1984, #736 crashed near Balchik. The pilot ejectedsuccessfully. They were operated by 26th RAB at Dobrich untiltheir withdrawal. In May 1991, the surviving MiG-25s werereturned 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 May2006.[44] The Trishul air-base in Bareilly had Foxbats capable offlying up to 80,000 ft.

 Iraq• Iraqi Air Force – Had seven MiG-25PUs, nine MiG-25Rs, and 19

MiG-25PD/PDSs as of January 1991. During Operation DesertStorm most of them were destroyed on the ground,[64] Two wereshot down during and seven were flown over to Iran.[65]

 Georgia•• Georgian Air Force

 Libya• 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.1025Squadron 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 byAmerican forces, buried in the sand near Al Taqaddum Airbase, about 250 km west of Baghdad. The aircraft hadbeen buried to prevent its destruction on the ground by coalition aircraft. When uncovered, the MiG-25RB wasincomplete, as the wings could not be located. This aircraft was one of two MiG-25s transported by a LockheedC-5A Galaxy from Iraq to Wright-Patterson Air Force Base for examination. It was donated to the NationalMuseum of the United States Air Force in December 2006. The museum's restoration staff is currently attemptingto 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,[67]

International Directory of MilitaryAircraft[68]Combat Aircraft since 1945 [1]

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 m² (660.93 ft²)• 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 enginelimit[7]

• Low altitude: 1,200 km/h (648 knots, 746 mph)[68]

• Range: 1,730 km (935 nmi, 1,075 mi) with internal fuel• Ferry range: 2,575 km (1,390 nmi)• Service ceiling: 20,700 m (with four missiles) (67,915 ft; over 80,000 ft (24.4 km) for RB models)• Rate of climb: 208 m/s (40,950 ft/min)• Wing loading: 598 kg/m² (122.5 lb/ft²)• 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 13

• A RV-UM or a RV-4 radar altimeter

ReferencesNotes[1][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][3] Rich and Janos 1994, p. 15.[4][4] Gordon and Gunston 2000, p. 166.[5][5] Gordon and Gunston 2000, p. 106.[6][6] Gordon 2008[7][7] Spick 2000[8][8] Lake 1998, p. 108.[9][9] Belyakov and Marmain 1994, p. 398.[10] Belyakov and Marmain 1994, pp. 272–274.[11][11] Belyakov and Marmain 1994, p. 391.[12] Belyakov and Marmain 1994, pp. 387–388.[13][13] Lake 1998, p. 109.[14][14] Belyakov and Marmain 1994, p. 392.[15] Belyakov and Marmain 1994, pp. 406–407.[16][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. 132–133.[19] Jenkins 1998, pp. 6–7.[20][20] Barron 1980, p. 15.[21] Barron 1980, pp. 169–171.[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. 1009–1012.[24] "Foxbats over Sinai." (http:/ / www. spyflight. co. uk/ foxbats. htm) spyflight.co.uk. Retrieved: 5 September 2010.[25][25] Aloni 2006, p. 33.[26][26] Aloni 2006, pp. 37-38.[27][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][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, butthe Ravens dived to escape and then, uncertain where the MiG was lurking, turned back to Saudi Arabia."

[36] Atkinson 1993, pp. 125–126.[37] Atkinson 1993, pp. 230–231.[38][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 14

[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 June2011.

[45][45] Quote: "The MIG 25 was extensively used in the Kargil conflict in 1999 and also during Operation Parakram 2001."[46][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][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. 108–109.[50] Lake 1998, pp. 109–110.[51][51] Lake 1998, p. 110.[52] Lake 1998, pp. 110–111.[53][53] Lake 1998, p. 112.[54][54] Lake 1998, p. 113.[55][55] Lake 1998, p. 114.[56][56] Lake 1998, p. 115.[57][57] Lake 1998, p. 116.[58][58] Lake 1998, p. 117.[59][59] Lake 1998, p. 118.[60] Gunston and Spick 1983, pp. 132–133.[61][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, 11–17

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: 27October 2010.

[67][67] Green and Swanborough 2001[68][68] Frawley 2002, p. 123.

CitationsBibliography• 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 15

• 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: MotorbooksInternational 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 andWeapons 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: MidlandPublishing, 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. 98–123. 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. ISBN1-875671-50-1.

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 ContributorsMikoyan-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, Hégésippe 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 Mikołajski, 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, TheGnome, 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, ²¹², Žiedas, Саша Стефановић, 536 anonymous edits

Image Sources, Licenses and ContributorsFile: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 GoebelFile: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.wikipediaFile: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: ErikWarmelink, Hohum, Jno, YsangkokFile:Mig-25.jpg  Source: http://en.wikipedia.org/w/index.php?title=File:Mig-25.jpg  License: GNU Free Documentation License  Contributors: Dmitry A. 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