Kraków 2007-11-24
History
288 Section 1989-07-31
OKB Mikoyan and Gurevich MiG-29, version 9.12, UB
The concept of a fighter.
In 1969, the Mikoyan-Gurevich OKB Design Bureau, on its own initiative, began to implement the project of a light front-line fighter, as a complement to the heavier fighter from the Sukhoi OKB, the future Su-27. The Air Force Command accepted the proposal to create an aircraft capable of air operations over its own territory and military groupings. Already at that time, the Mikoyan OKB project adopted the name MiG-29, later accepted by the military.
It should be noted that the important competition for Soviet aviation, Perspektivnyi Frontovoi Istrebittiel (PFI), aimed at obtaining a fighter equal to the American F-15, was won by Sukhoi with its T-10, but at the same time a request was submitted to the Mikoyan OKB for the Liogkii Frontovoi Istrebittiel (LFI), sanctioning the simultaneous development of two types of fighter aircraft. The basis for the creation of the new fighter was the 9.12 project developed for the PFI competition. Initially, the aircraft’s chief designer was A. A. Chumachenko, who was replaced after the launch of serial production by Mikhail Waldenberg. Since 1993, the chief designer has been Valery Novikov.
The first prototype – MiG-29 (9.01). October 6, 1977.
The first prototype of the new aircraft, designated 9.01, was completed in the summer of 1977 at the OKB Mikoyan experimental design plant, from where it was transported to the Zhukovsky airport near Moscow. It was there that on October 6, 1977, the chief test pilot of the OKB Mikoyan, Alexander Fedotov, made his first flight. The MiG-29 9.01 aircraft was not equipped with many elements of equipment or had temporary equipment (for example, the KM-1M ejection seat), and its armament was a 23 mm GSh-23 cannon from the MiG-23. The aircraft was basically a base for testing the airframe, drive system and controls. The first prototype performed over 200 test flights.
The museum in Monino exhibits the MiG-29 nb 01. This is the first example of this fighter. It differs from the well-known MiG-29 (9.12) in the following elements; it has small aerodynamic guides under the vertical tail, the front landing gear is placed closer to the front of the aircraft, the front wheels have fenders, and there are no aerodynamic guides on the wings, which are an extension of the vertical tail.
The second prototype – MiG-29 (9.02). 1978.
The next prototype marked 9.02 was flown in early 1978. However, on June 16, 1978, the aircraft was crashed. During the flight at an altitude of about 1,000 m, the right engine exploded in the aircraft piloted by Walery Miennicki, forcing the pilot to eject.
Subsequent prototypes. 1979.
It was not until 1979 that the only prototype 9.01 was joined by other machines. As a result of the research conducted up to that point and the results obtained, certain changes were introduced. First of all, the front landing gear leg was moved back by about 1.5 meters towards the engines. This was due to the desire to protect the engine inlets from dirt entering from the wheels, which could damage the machine’s drive unit. In flights with large angles of attack, problems with the aircraft’s directional stability were noticed. In an attempt to solve the problem, additional aerodynamic combs were used under the tail beams. However, this did not completely solve the problem. Therefore, small turbulators were introduced at the transition between the pitot tube and the fuselage cone, while the control system was simultaneously refined and its subsequent versions were created. Ultimately, only 30 machines of the first production series (actually the third, taking into account the two pre-production series) had aerodynamic combs. As time passed, the aircraft were stripped of them and modernized to their final form: modernized control system and turbulators.
The prototypes were used for various tests; 9.05 mainly for performance and controllability tests, 9.06 for radar tests, 9.07, 9.09, 9.11 for electronic equipment and its magnetic compatibility tests, 9.08 for structural strength analyses and 9.10 for further aerodynamic and armament tests.
On October 31, 1980, another prototype (probably 9.04) piloted by Alexander Fedotov was lost, who was also forced to eject. A total of 11 prototypes (9.01-9.11) and 8 pre-series machines in two production series were used for testing. Not a single pilot died during the prototype flights. The 9.12 aircraft became the model for serial production. This version entered service with the Soviet army and in the mid-1980s was offered to some potential foreign customers.
Purchase of 12 MiG-29 aircraft (9.12 A) for Poland.
The second half of the 1980s was the beginning of a major crisis in the air force, the end of which was not in sight in 2000. While the fighter-bomber aviation was relatively modern and quantitatively strong, the fighter aviation was clearly starting to lag behind and lose its combat value on the battlefield at that time. In these conditions, it was decided to improve this state of affairs, at least slightly, and Poland decided to purchase the minimum number of the only available MiG-29 battlefield (frontline) fighters.
By purchasing MiG-29 aircraft, Poland became the tenth country in the world to operate this type of fighter. The first 4 MiG-29 (9.12) and 3 MiG-29 UB machines appeared in Poland at the turn of July/August 1989. (July 31, 1989). The aircraft were placed in Mińsk Mazowiecki in the 1st PLM “Warszawa”. Serial numbers MiG-29 (9.12) no.; 35070, 35111, 35114, 35115, MiG-29 UB no.; 14615, 14664, 14670.
Another 5 MiG-29s version 9.12 A flew to Poland on October 2, 1990. Serial numbers; 26365, 26367, 26383, 26389, (?). They were piloted by Soviet pilots. They were accompanied by an An-12 aircraft with a technical crew. Only this crew had the right to service the aircraft until their official handover to the Polish side on October 30, 1990. The aircraft were brand new and equipped with an RS-2 M radar station.
In total, these 12 aircraft allowed the re-equipment of the 1st squadron, but they were a symbolic force and could not re-evaluate the military potential. The 2nd squadron was equipped with MiG-21 M aircraft relocated from Goleniów to replace MiG-21 PF. Further purchases were halted by the socio-political changes in Poland.
Polish pilots about the MiG-29 aircraft.
The first Polish instructor pilots were trained as usual at CCCP. The first included; Capt. Pilot Eng. Marian Zięba, Lt. Pilot Eng. Jacek Wojtaszczyk, Lt. Pilot Eng. Wiesław Rec, Lt. Pilot Eng. Waldemar Łobowski.
In 1989, Polish pilots of the new fighters said that switching from MiG-21 to MiG-29 was like switching from a small Fiat to Alfa Romeo. For the first time, they received a fighter with such excess thrust. Possibility of interception from a distance of 100 km. The aircraft is very difficult to enter a spin (it was even claimed that it was impossible), but also very difficult to recover from it. Excellent visibility from the cockpit. The pilot receives more precise information. The crew’s safety increased dramatically.
On January 13, 1992, after almost 3 years of basic and tactical training, the 1st Squadron of the 1st Fighter Aviation Regiment “Warszawa” from Mińsk Mazowiecki began duty in the Polish air defense system. During the 3-year period, several exercises in live shooting from cannons and missiles were carried out at the Ustka naval training ground.
Due to the sensitive location of Mińsk Mazowiecki, as the closest base to the eastern border and the lack of warning means over the eastern border, the MiG-29s were put on duty in a way that is unusual for Polish Air Force regiments, meaning they are ready to take off 24 hours a day. This decision was demanded by the Polish Sejm.
What is the MiG-29 really like? 1991.
At the end of the 80s, an atmosphere of great admiration was created around the fighter. It was said that this aircraft was superior to Western fighters, and even those still under development, which was an obvious exaggeration. However, at the beginning of the 90s, a whole series of opinions appeared that did not leave a dry thread on the aircraft. This was related to the change in the political orientation of our country. What is worse, there were cases when the same people were able to express extremely different opinions after years. Having collected all the opinions, we made a selection.
What the MiG-29 is really like, we as Poles, could only see for ourselves when it was accepted into service. At the end of the 80s, it was certainly not the most modern combat aircraft in the world. It never was, in fact, even when it was being developed. The delay in the field of electronics of the Soviets in relation to the West should be estimated at 2 generations. This is not a revelation, because the Soviets themselves admitted to delays of 8-12 years.
The Soviet monopoly attitude, supplying the final product, took its revenge on the MiG-29 and the leading fighters. Cooperation in the field of modern avionics production never came into being in the Eastern Bloc. The production monopoly, lack of competition and quantity, not quality, translate into the happiness or misfortune of the buyer of a new fighter. Just like with Soviet watches. We could come across a perfect copy or a scrap one. In the MiG-29, you can come across a copy with crookedly closing slots.
The aerodynamic system of the MiG-29 is generally considered to be one of its strongest points. Without a doubt, it is an aircraft in which the proportions between controllability and stability are perfectly balanced. In the opinion of MiG-29 pilots, including Western ones, the aircraft is very pleasant to fly and it is difficult to “break the streams” on it. Pleasant flying is a mental and physical comfort for the pilot, giving a sense of security. Visibility from the cockpit is much better than in previous fighters, but not perfect. The fairing frame is at the height of the pilot’s shoulder. In the Su-27 it is better, because the frame is at the height of the elbow. In an encounter with the enemy, the most important thing is the moment of detection, i.e. the range of the radar station. It is satisfactory. The station detects targets against the background of the ground, but it does not have a mapping function. Its design causes high exposure to interference.
The MiG-29 has a powerplant that provides a huge reserve of thrust. Even from 400 km/h with the afterburner on, it can freely perform a loop or Imelmann without fear of a sudden loss of speed. The excess thrust is so excellent that its pilot wins air combat at close range with most fighters used so far. However, the engines have a short service life of 350 hours and are fuel-hungry, which translates into a shorter range.
As for the remaining equipment, as usual, the Soviets provided us with machines that were more poorly equipped. For example, without a helmet-mounted sight. The same happened with the missile armament. The aircraft has low requirements for a runway, which is a huge plus. Using DOL is the norm for it. The MiG-29 has been adapted to operate over its own terrain and effectively attacks targets flying low against the background of the ground. The MiG-29 is a soldier’s aircraft.
Czechoslovakian MiG-29.
Deliveries to Czechoslovakia were made between June 1989 and April 1990. 18 MiG-29s and 2 MiG-29 UBs were delivered. After the dissolution of Czechoslovakia, the aircraft were divided equally between the Czech Republic and Slovakia in 1993. The Czechs were grouped in České Budějovice, but on 1 June 1994, the unit was disbanded and the aircraft were put up for sale.
Between December 1995 and January 1996, Poland received 9 MiG-29s (9.12) and 1 MiG-29 UB from the Czech Republic, in exchange for 11 new PZL W-3 Sokół helicopters. Serial numbers include; 32040, 32354, 32356, 32359. The symbolic transfer of the fighters took place on February 19, 1996, in Mińsk Mazowiecki. The 2nd Squadron in Mińsk Mazowiecki was equipped with the newly acquired machines. From that moment on, there were 22 MiG-29s in Poland. This state lasted until the acquisition of further MiG-29s from the Federal Republic of Germany.
Poland’s accession to NATO.
At the end of the 90s, several Polish MiG-29s were equipped with navigation and communication systems enabling them to operate within the NATO system. The Polish fighters were retrofitted at Wojskowe Zakłady Lotnicze No. 2 in Bydgoszcz; GPS, TACAN, R VOR/ILS, integrated with the aircraft navigation system via the TGR-29A interface, into the “digital” R-862 radio control panel, and anti-collision lights.
Installation of the GPS Trimble 2101AP satellite navigation system enables the aircraft to navigate satellites independently of the ground resources available in a given area, which enables piloting and orientation in unknown terrain. Installation of the TACAN TCN 500 base navigation system enables the aircraft to cooperate with NATO aviation in the performance of joint combat tasks. Installation of the VOR/ILS ANV-241 MMR area navigation and landing system enables aircraft to use generally available civilian navigation resources and approach to landing according to instruments. The new “digital” R-862 radio control panel enables the pilot to read the operating frequency and change the frequency of a given channel during flight.
RFN MiG-29.
The GDR entered into negotiations regarding the acquisition of new fighters in 1987. Initially, there was talk of acquiring 32 units, with an option for another 20 units. Ultimately, the agreement was finalized on the first batch of 24 fighters. Deliveries of MiG-29s to the GDR were made in the period March 1988 – May 1989 and included 20 MiG-29s and 4 MiG-29s UB.
When the GDR was liquidated in 1990, all MiG-29s were taken over by the Federal Republic of Germany and incorporated into the Luftwaffe. The aircraft were subjected to comprehensive tests in Preshen in East Germany and the USA. MiG-29s were always treated specially in Germany. Once awe-inspiring, they were now without secrets. Their advantages and disadvantages were discovered. The aircraft were appreciated by NATO staff officers. The high assessment given to the aircraft resulted in a decision to incorporate them into the first line on 25 July 1991. A new unit was established in June 1993. The unit was largely funded by the USAF to gather as much information as possible. In 1996, a unit was formed that began operating in a mixed combat group with the modernized F-4 F. The F-4 F aircraft fulfilled the role of long-range missile combat, and the MiG-29 maneuver combat. In June 1996, one aircraft was lost.
In 1993, the German-Soviet MAPS company was established to carry out modernization. The aircraft were redesignated MiG-29 G and MiG-29 GT. They were planned to operate until 2006-2008. It turned out that the German modernization was chaotic. The aircraft were initially divided into two groups; 13 aircraft with up to 2,500 flight hours, 11 with 1,600 flight hours, with the end of all fighters planned for 2008 anyway. Then the aircraft were divided into new groups again; 14 aircraft for active service, 10 for training. Work had not even begun, and a new division had already been introduced; 17 aircraft were included in the ICAO-1 program, and 7 in the ICAO-II program.
First program; Dismantling; 6201 Parol Friend-Foe system, 035 M interrogator, SO-69 transponder, 502-20 telemetry device. Installation; TACAN AN/AR-118, STR-700 transponder with CPU-46 altitude encoder, XT-2000 radio station, anti-collision lights. Modernized; R-862 radio station by adding a new panel with display and adding a 243 MHz frequency block, SPU-9 internal intercom (in two-seaters), descriptions in English, completely different commands were recorded in the voice information system and in English, all indicators were replaced with those calibrated in the English system of measurements (feet, knots, nautical miles), the Sjel-31-E1 information display system was reprogrammed, some blocks of the A-323 close navigation and landing system were replaced.
Second program; Dismantled; 6201 Friend or Foe system, 035 M interrogator, SO-69 transponder, FKP-JeU photocamera, PION-NM-02 antenna-transmission system, A-323 close-range instrument navigation and landing system. Installed; TACAN AN/AR-118 system, STR-700 transponder with CPU-46 altitude encoder, XT-2000 radio station, anti-collision lights, MAGR 59 P-1 GPS system with AE-4 amplifier, 9 RB control panel and MIL-STD 1553 B data bus, video system, LSU simulator, new blocks for the R-862 radio station with a smooth tuning panel, additional fuel tanks 2 x 1,150 litres. Installed; descriptions in English, completely new commands in English were recorded in the voice information system, all indicators calibrated in the English system were replaced, the power unit, the fuel system (service tank) were rebuilt, the ARK-19 radio compass panel was replaced.
From 1995, another modernization was started, consisting of equipping the aircraft. And again, in different ways. It was carried out on some aircraft, mainly after the ICAO-I modernization; dismantled; remaining blocks of Parol, 035 M, SO-69 devices, part of the TACAN (?) system and the PION-NM-02 system. Installed; GPS system Trimble 2101 AP, VOR/ILS system, SB 14 E/A interregator. Once again, the dashboard was modernized for new devices. The modified aircraft entered service at the beginning of 1997. Another third stage of modification was planned. This did not happen.
The era of Germanic MiG-29s ended for several reasons. The argument of high operating costs was put to the fore. In 1997, an hour of flight was 25,000 euros, while for Tornado this figure was 9,000 euros. This is not entirely true, because the price included the costs of modernization and maintenance by the Soviet-German company, which was earning good money. Another reason was the long-awaited introduction of the Eurofighter Typhoon aircraft. Interestingly, the first to be withdrawn, in 2002, were the F-4 F Phantom II fighters. However, the main reason was the West’s in-depth knowledge of the MiG-29 aircraft, learning its strengths and weaknesses, and developing methods of combating it.
Germanic MiG-29s for Poland. 2003.
We paid a symbolic 1 euro per aircraft for the aircraft. However, anyone who thought that the Germans earned nothing would be mistaken. The sale was associated with our purchase of 128 Leopard 2A 4 tanks for a specific amount of money, 25 million euros (120 million zlotys). Let us recall that the Germans had a total of 24 MiG-29 aircraft, one machine was lost and the other one, due to significant wear and tear, was immediately taken to a museum. Moreover, the agreement concluded between Poland and the Federal Republic of Germany states that after their use in Poland ends, 5 machines will be taken to Germanic museums.
Ultimately, we received 18 MiG-29 G and 4 MiG-29 GT from the NRF. All of them flew to Bydgoszcz from Lange in succession; on September 30, 2003, 5 machines, including 1 two-seater, on December 11, 2003, 4 machines, including 1 two-seater, on April 14, 2004, 4 machines, on August 4, 2004, 9 machines, including 2 two-seaters. Together with the planes, we received a lot of parts and 78 engines, 740 guided missiles (R-27, R-60, R-73) and ammunition for 30 mm cannons.
The planes were placed in WZL Nr.2 in Bydgoszcz. The general overhaul and retrofitting of one plane cost about PLN 8-11.5 million. After the overhaul, the planes were introduced to the unit in Malbork. The first aircraft in the summer of 2005, the last in 2007. Also in 2007, the first Malbork MiG-29s will reach combat readiness. Unfortunately, pilots flying these aircraft in Malbork cannot fly aircraft from Mińsk Mazowiecki, due to different equipment and a different dashboard. These aircraft, in many important details, are significantly different from the MiG-29s used in Poland so far.
Shooting at the Ustka training ground in 2001.
On 25-27 April 2001, exercises in shooting at air targets were held at the Ustka training ground. Pilots and aircraft from Kecskemet in Hungary also took part in them. The guests arrived with 6 MiG-29 aircraft and two transport An-26 aircraft. The aircraft were stationed in Mińsk Mazowiecki. One daytime and one nighttime shooting were conducted. Each sortie in a group of 4 machines, including 2 MiG-29 UB machines. 8 CP-100 air targets were used. 16 R-60 guided missiles were fired. Exercises of the Air Defense Corps and the Navy Squadron were held in parallel. 41 CP-100 targets were used for these tasks. 27 R-60 guided missiles, 19 R-13 M guided missiles, 18 R-3 S guided missiles and 6 RS-2 US guided missiles were fired. A total of 73 pilots performed the shooting.
Written by Karol Placha Hetman