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Mikoyan MiG-23: The VVS' Swing-wing Fighter
Mikoyan MiG-23 "Flogger" was developed in the 1960s to succeed the MiG-21 "Fishbed" as the next-generation air-superiority fighter for Frontal Aviation (FA), the tactical component of the Red Air Force (VVS). The initial requirement calls for a fighter with improved performance and the ability to operate from short airstrips, permitting the fighter forces to be dispersed in time of war to reduce vulnerability to attack.
Development began in 1963, with the STOL requirement addressed in a two-pronged approach - the lift jet equipped Aircraft 23-01 and the variable-geometry Aircraft 23-11. Both prototypes were flown during the 1968 Domodedovo airshow and earned NATO reporting names "Faithless" and "Flogger" respectively. In the end, the 23-01 prototype was dropped due to the inherent limitation of lift jet design: they were just so much dead weight once the machine was flying.
The first production MiG-23S "Flogger-A" took to the air for the first time on 21 May 1969. An interim variant, they were very similar to the Aircraft 23-11 prototypes, but more or less fitted with operational kits. The early machines were powered by an R-27F-300 turbojet fed through "dee"-type inlets with moveable intake ramps, similar to the intakes on the US McDonnell F-4 Phantom, creating 68.0 kN (6,940 kgf / 15,300 lbf) dry thrust and 78.5 kN (8,000 kgf / 17,640 lbf) afterburning thrust. Due to the delay with RP-23 Sapfir radar, it was equipped with the RP-22SM Sapfir radar similar to those used by MiG-21PF.
Early MiG-23 was riddled with aerodynamic problems, most notably is poor yaw stability and handling characteristic at high AoA. In a mock dogfight, MiG-23 fared poorly against MiG-21 in turning fights though its greater power gave it an advantage in the vertical plane, making it more of an interceptor than a dogfighter. The performance of MiG-23 was confirmed by the USAF 4477th Test and Evaluation Squadron that tested the MiG-23MS and MiG-23BN - supplied by Egypt in 1974 - under operation HAVE PAD and HAVE BOXER respectively, but I'm getting ahead of myself here.
Mikoyan's attempt to fix the MiG-23S resulted in MiG-23 "Edition 1971" or MiG-23-1971. To fix the yaw instability problem, the trailing-edge of the tail fin was moved further back to the end of the exhaust, though the tip of the dorsal fillet remained where it was, resulting in a much bigger dorsal fillet and more tailfin area. The poor handling at high AoA was addressed by increasing the wing area by 20%, resulting in "Edition 2" wings with a very noticeable leading-edge dogtooth that snugged up against the wing glove when the wings were fully extended. The Edition 2 wings, however, lacked leading-edge slats to simplify production.
In addition to Aerodynamic fixes, the aircraft also finally refitted with RP-23L Sapfir radar, though it still proved to be unreliable and lacked the look-down/shoot-down capability. Most of the MiG-23-1971 aircraft also had a TP-23 infrared search and track (IRST) sensor under the cockpit, integrated with the radar by the fire-control system
Even with all the aerodynamic modifications of MiG-23-1971, aircraft handling and reliability were still very much unsatisfactory. Under pressure to get their aircraft flying right, Mikoyan's next attempt resulted in MiG-23M (M Stands for "modernizírovanny" or modernized) that took to the air in June 1972. There were two major changes: one was a new Tumanskiy R-29-300 engine, providing 81.8 kN (8,345 kgf / 18,400 lbf) dry thrust and 113.4 kN (11,565 kgf / 25,500 lbf) afterburning thrust; and the other was a new "Edition 3" wing, effectively the same as the Edition 2 wing but with the leading-edge flaps restored, the deletion of the flaps in Edition 2 wings having proven a blunder.
Early production MiG-23M retained the RP-23L radar, but later production went to the RP-23D and finally the definitive RP-23D-III Sapfir radar which provided the much-needed look-down/shoot-down capability for the VVS. The RP-23D also allowed the MiG-23 to carry the new R-23R (NATO "AA-7 Apex") semi-active radar homing (SARH) missile, generally in a class with the US AIM-7 Sparrow AAM and providing the MiG-23 with a beyond visual range interception capability.
Two downgraded variants of MiG-23M were also developed for the export market, designated the MiG-23MF "Flogger-B". The first grade MiG-23MF "Izdeliye-2A" were mainly supplied to Warsaw Pact countries and were very close to VVS MiG-23M standard, with further downgraded MiG-23MF "Izdeliye-2B" featuring downgraded RP-23E Sapfir radar supplied to third-world countries such as Cuba and India.
A still further downgraded variant called the MiG-23MS and MiG-23MP "Flogger-F", lacking IRST and equipped with RP-22SM Sapfir radar similar to very early MiG-23, was supplied to countries that deemed cannot be trusted with the latest Soviet technologies such as Iraq, Algeria, Libya, and Egypt - and for a good reason: in 1974, the now west-leaning Egypt under President Anwar Sadat supplied a number of MiG-23MS and MiG-23BN to the United States and China along with new 2K12 Kub air defence system (NATO "SA-6 Gainful"), the evaluation of which helped gave Israeli Air force an edge during 1982 Lebanon War against PLO and Syria.
By 1975, Mikoyan engineers still struggled to improve the MiG-23. aiming to produce a lighter, stronger, and more reliable machine. This brings us to the MiG-23ML "Flogger-G" (L Stands for "Lyogkiy" or Lightweight). The most important feature of the MiG-23ML was a re-engineered fuselage, with improved aerodynamics and 1,250 kilograms of weight trimmed off, partly achieved by removing a fuselage fuel tank. In addition, the MiG-23ML also featured a new Tumanskiy R-35F-300 turbojet with dry thrust of 83.8 kN (8,550 kgf / 18,850 lbf) and afterburning thrust of 128 kN (13,060 kgf / 28,800 lbf) and an improved RP-23ML "N003" Sapfir Radar
The MiG-23ML could be distinguished from its predecessors by the fact that the dorsal fin fillet on the tailfin had been substantially trimmed back. The length of the nose gear strut was also reduced, resulting in a less prominently nose-up posture on the ground.
The MiG-23MLA was an offshoot of the MiG-23ML variant, which was virtually identical to MiG-23ML in terms of the airframe and engine but featured a better avionics suite. Its centrepiece was a modestly improved RP-23MLA radar, with incremental enhancements in range, reliability, and electronic counter-countermeasures capability.
The air-defense branch of the Red Air Force, the PVO, shows great interest in MiG-23ML for its good performance and BVR look-down/shoot-down missile capability being exactly what the PVO needed, while its deficiencies in maneuverability were not a major concern in the pure interceptor role. The MiG-23P "Flogger-G" (P stands for "Perekhvatchik" or Interceptor) was developed specifically for Ground-Controlled Intercept (GCI) operations and was kitted appropriately. The primary change was the incorporation of an improved RP-23P "N006" Sapfir radar and an SAU-23P autopilot/flight control system, which was integrated with a Lasour-M GCI datalink to permit interception almost completely under ground control. The MiG-23P will form the bulk of PVO interceptor force for the remainder of the Cold War, even outnumbering Sukhoi Su-15 "Flagon" and MiG-25 "Foxbat" interceptors.
Further refining of MiG-23ML design leads to MiG-23's ultimate fighter variant, the MiG-23MLD "Flogger-K" (D stands for "Dorabotanniy" or Upgraded). The main focus of the upgrade was to improve manoeuvrability, especially during high AoA, which was identified as the MiG-23M/ML's chief shortcoming. The pitot boom was equipped with vortex generators, and the wing's notched leading edge roots were 'saw-toothed' to act as vortex generators as well.
In terms of avionics, the MiG-23MLD was equipped with a much improved RP-23MLA-11 Sapfir "N008" radar which featured greater range, reliability, ECM resistance and improved modes for look-down/shoot-down over rough terrain. The flight-control system incorporated the SOS-3-4 synthetic stick-stop device/signals limiter being used on the MiG-29 to improve handling and safety in high-AoA manoeuvres.
Even from the early stage of MiG-23 development, Mikoyan engineers recognized the need for a twin-seat, dual-control trainer variant to train VVS pilots in the arts of flying Variable-Geometry planes. Development started in 1967 with the first prototype, MiG-23U "Flogger-C" (U stands for "Uchebnny" or trainer), which took to the skies on 10 April 1970. Internal systems were been rearranged to accommodate the second seat and some avionics were moved forward of the cockpit, resulting in a longer nose. The trainer was supposed to be combat-capable, not only featuring the GSh-23 cannon but even the Sapfir-21 radar.
Production began in 1970 at the plant in Irkutsk, with the production machine designated the MiG-23UB. The MiG-23UB was quickly updated in 1971 with the "Edition 3" dogtooth wing with leading-edge flaps and the ability to carry ferry tanks. Some early production machines had the Sapfir-21 radar, but most were built with ballast in place of the radar.
A number of MiG-23UBs were upgraded in the 1980s to MiG-23UM standard with improved avionics to reflect the configuration of contemporary MiG-23 fighters. Plans were floated after the fall of the USSR for further upgrades, but little came of them.
In addition to the aforementioned fighter variants, MiG-23 development also branched into a ground-attack variant designated MiG-23B (B stands for "Bombardirovchik" or Bomber). These variants would evolve into a dedicated ground-attack MiG-27 model that will be covered in greater detail at another time.
Summarized from the incredibly comprehensive article on Airvectors.com
Development began in 1963, with the STOL requirement addressed in a two-pronged approach - the lift jet equipped Aircraft 23-01 and the variable-geometry Aircraft 23-11. Both prototypes were flown during the 1968 Domodedovo airshow and earned NATO reporting names "Faithless" and "Flogger" respectively. In the end, the 23-01 prototype was dropped due to the inherent limitation of lift jet design: they were just so much dead weight once the machine was flying.
MiG-23S/1971The first production MiG-23S "Flogger-A" took to the air for the first time on 21 May 1969. An interim variant, they were very similar to the Aircraft 23-11 prototypes, but more or less fitted with operational kits. The early machines were powered by an R-27F-300 turbojet fed through "dee"-type inlets with moveable intake ramps, similar to the intakes on the US McDonnell F-4 Phantom, creating 68.0 kN (6,940 kgf / 15,300 lbf) dry thrust and 78.5 kN (8,000 kgf / 17,640 lbf) afterburning thrust. Due to the delay with RP-23 Sapfir radar, it was equipped with the RP-22SM Sapfir radar similar to those used by MiG-21PF.
Early MiG-23 was riddled with aerodynamic problems, most notably is poor yaw stability and handling characteristic at high AoA. In a mock dogfight, MiG-23 fared poorly against MiG-21 in turning fights though its greater power gave it an advantage in the vertical plane, making it more of an interceptor than a dogfighter. The performance of MiG-23 was confirmed by the USAF 4477th Test and Evaluation Squadron that tested the MiG-23MS and MiG-23BN - supplied by Egypt in 1974 - under operation HAVE PAD and HAVE BOXER respectively, but I'm getting ahead of myself here.
Mikoyan's attempt to fix the MiG-23S resulted in MiG-23 "Edition 1971" or MiG-23-1971. To fix the yaw instability problem, the trailing-edge of the tail fin was moved further back to the end of the exhaust, though the tip of the dorsal fillet remained where it was, resulting in a much bigger dorsal fillet and more tailfin area. The poor handling at high AoA was addressed by increasing the wing area by 20%, resulting in "Edition 2" wings with a very noticeable leading-edge dogtooth that snugged up against the wing glove when the wings were fully extended. The Edition 2 wings, however, lacked leading-edge slats to simplify production.
In addition to Aerodynamic fixes, the aircraft also finally refitted with RP-23L Sapfir radar, though it still proved to be unreliable and lacked the look-down/shoot-down capability. Most of the MiG-23-1971 aircraft also had a TP-23 infrared search and track (IRST) sensor under the cockpit, integrated with the radar by the fire-control system
MiG-23M/MF/MS/MPEven with all the aerodynamic modifications of MiG-23-1971, aircraft handling and reliability were still very much unsatisfactory. Under pressure to get their aircraft flying right, Mikoyan's next attempt resulted in MiG-23M (M Stands for "modernizírovanny" or modernized) that took to the air in June 1972. There were two major changes: one was a new Tumanskiy R-29-300 engine, providing 81.8 kN (8,345 kgf / 18,400 lbf) dry thrust and 113.4 kN (11,565 kgf / 25,500 lbf) afterburning thrust; and the other was a new "Edition 3" wing, effectively the same as the Edition 2 wing but with the leading-edge flaps restored, the deletion of the flaps in Edition 2 wings having proven a blunder.
Early production MiG-23M retained the RP-23L radar, but later production went to the RP-23D and finally the definitive RP-23D-III Sapfir radar which provided the much-needed look-down/shoot-down capability for the VVS. The RP-23D also allowed the MiG-23 to carry the new R-23R (NATO "AA-7 Apex") semi-active radar homing (SARH) missile, generally in a class with the US AIM-7 Sparrow AAM and providing the MiG-23 with a beyond visual range interception capability.
Two downgraded variants of MiG-23M were also developed for the export market, designated the MiG-23MF "Flogger-B". The first grade MiG-23MF "Izdeliye-2A" were mainly supplied to Warsaw Pact countries and were very close to VVS MiG-23M standard, with further downgraded MiG-23MF "Izdeliye-2B" featuring downgraded RP-23E Sapfir radar supplied to third-world countries such as Cuba and India.
A still further downgraded variant called the MiG-23MS and MiG-23MP "Flogger-F", lacking IRST and equipped with RP-22SM Sapfir radar similar to very early MiG-23, was supplied to countries that deemed cannot be trusted with the latest Soviet technologies such as Iraq, Algeria, Libya, and Egypt - and for a good reason: in 1974, the now west-leaning Egypt under President Anwar Sadat supplied a number of MiG-23MS and MiG-23BN to the United States and China along with new 2K12 Kub air defence system (NATO "SA-6 Gainful"), the evaluation of which helped gave Israeli Air force an edge during 1982 Lebanon War against PLO and Syria.
MiG-23ML/MLA/PBy 1975, Mikoyan engineers still struggled to improve the MiG-23. aiming to produce a lighter, stronger, and more reliable machine. This brings us to the MiG-23ML "Flogger-G" (L Stands for "Lyogkiy" or Lightweight). The most important feature of the MiG-23ML was a re-engineered fuselage, with improved aerodynamics and 1,250 kilograms of weight trimmed off, partly achieved by removing a fuselage fuel tank. In addition, the MiG-23ML also featured a new Tumanskiy R-35F-300 turbojet with dry thrust of 83.8 kN (8,550 kgf / 18,850 lbf) and afterburning thrust of 128 kN (13,060 kgf / 28,800 lbf) and an improved RP-23ML "N003" Sapfir Radar
The MiG-23ML could be distinguished from its predecessors by the fact that the dorsal fin fillet on the tailfin had been substantially trimmed back. The length of the nose gear strut was also reduced, resulting in a less prominently nose-up posture on the ground.
The MiG-23MLA was an offshoot of the MiG-23ML variant, which was virtually identical to MiG-23ML in terms of the airframe and engine but featured a better avionics suite. Its centrepiece was a modestly improved RP-23MLA radar, with incremental enhancements in range, reliability, and electronic counter-countermeasures capability.
The air-defense branch of the Red Air Force, the PVO, shows great interest in MiG-23ML for its good performance and BVR look-down/shoot-down missile capability being exactly what the PVO needed, while its deficiencies in maneuverability were not a major concern in the pure interceptor role. The MiG-23P "Flogger-G" (P stands for "Perekhvatchik" or Interceptor) was developed specifically for Ground-Controlled Intercept (GCI) operations and was kitted appropriately. The primary change was the incorporation of an improved RP-23P "N006" Sapfir radar and an SAU-23P autopilot/flight control system, which was integrated with a Lasour-M GCI datalink to permit interception almost completely under ground control. The MiG-23P will form the bulk of PVO interceptor force for the remainder of the Cold War, even outnumbering Sukhoi Su-15 "Flagon" and MiG-25 "Foxbat" interceptors.
MiG-23MLDFurther refining of MiG-23ML design leads to MiG-23's ultimate fighter variant, the MiG-23MLD "Flogger-K" (D stands for "Dorabotanniy" or Upgraded). The main focus of the upgrade was to improve manoeuvrability, especially during high AoA, which was identified as the MiG-23M/ML's chief shortcoming. The pitot boom was equipped with vortex generators, and the wing's notched leading edge roots were 'saw-toothed' to act as vortex generators as well.
In terms of avionics, the MiG-23MLD was equipped with a much improved RP-23MLA-11 Sapfir "N008" radar which featured greater range, reliability, ECM resistance and improved modes for look-down/shoot-down over rough terrain. The flight-control system incorporated the SOS-3-4 synthetic stick-stop device/signals limiter being used on the MiG-29 to improve handling and safety in high-AoA manoeuvres.
MiG-23U/UB/UMEven from the early stage of MiG-23 development, Mikoyan engineers recognized the need for a twin-seat, dual-control trainer variant to train VVS pilots in the arts of flying Variable-Geometry planes. Development started in 1967 with the first prototype, MiG-23U "Flogger-C" (U stands for "Uchebnny" or trainer), which took to the skies on 10 April 1970. Internal systems were been rearranged to accommodate the second seat and some avionics were moved forward of the cockpit, resulting in a longer nose. The trainer was supposed to be combat-capable, not only featuring the GSh-23 cannon but even the Sapfir-21 radar.
Production began in 1970 at the plant in Irkutsk, with the production machine designated the MiG-23UB. The MiG-23UB was quickly updated in 1971 with the "Edition 3" dogtooth wing with leading-edge flaps and the ability to carry ferry tanks. Some early production machines had the Sapfir-21 radar, but most were built with ballast in place of the radar.
A number of MiG-23UBs were upgraded in the 1980s to MiG-23UM standard with improved avionics to reflect the configuration of contemporary MiG-23 fighters. Plans were floated after the fall of the USSR for further upgrades, but little came of them.
Ground-Attack FloggersIn addition to the aforementioned fighter variants, MiG-23 development also branched into a ground-attack variant designated MiG-23B (B stands for "Bombardirovchik" or Bomber). These variants would evolve into a dedicated ground-attack MiG-27 model that will be covered in greater detail at another time.
Summarized from the incredibly comprehensive article on Airvectors.com
Category All / All
Species Unspecified / Any
Size 1280 x 736px
File Size 86.3 kB
My uncle flew one in his first tour in Vietnam in 65. Was hoping to scrap with the NVA Migs since he missed out on dogfighting Migs in Korea (He arrived in Korea the day the war ended, spent the next 2 years chasing Chinese Migs back across the border over the Seas of Japan, never allowed to fire a shot!).
Was in a Da Nang officers club bitching about "Bombing Trees and Monkeys was not honorable." when a Army General overheard him complaining and was approached him asking "Colonel , You don't find your position worthy?" My uncle saluted back and said "Sir, I came here to fight Migs, and so far seen none, all I've done is bomb jungle and rice pattys, not very worthy of my training Sir." And with this in 1965, far from a 'war protest'.
The general then paused, thought a minute (I'm quoting my uncle here) then asked "How would you like to actually get into the heat of battle with us instead?" (Army) My uncle replied "Sir, I'm a fighter pilot, not a C-130 or C-123 pilot and flying transport is not my style." The General then asked him if he had any Chopper experience, my uncle said he's got a number of hours in flying various helicopters. The general then offered him "Colonel, I can assure you combat, transfer to us, you'll be flying gunships and maintain your rank."
My uncle jumped on the deal and was flying Huey UH1 gunships the remainder of his tour there. He said in his first week he came the closest to death. After landing back to base after a strike, his co-pilot snapped a photo of him in his seat, my uncle had flashed him the peace sign, then the co-pilot told him to remove his flight helmet. When he did, he was absolutely shocked to see the top of the helmet blown out. Seems a VC .50 round hit the bottom of the Huey, traveled along the back of his seat, striking his helmet just behind his skull and out the top of the glass...and he didn't feel a thing! He kept that helmet and photo on his mantel at home as proof how close to death he had.
Then he was sent stateside to train on a new chopper, the Huey Cobra and started his second tour. As he told me "I went from a armed school bus to a armed Corvette." and he LOVED IT!! They called him "Golden Boy" cause under his command, he didn't have a single man KIA'd, some wounded, but none killed and they loved him for actions. He ended up doing FIVE tours in Vietnam and was in the third to last helicopter off the roof of the US Embassy in 75 pulling off US personnel (he went back the last month to assist evacuations). Plus he was featured in a CBS Documentary "Vietnam, the 10,000 day war" attacking a VC position flying his Cobra as lead gunship.
His favorite story on the war was escorting Marines to attack Charlie. Seems the VC rocketed a Marine base the night before and the Marines wanted payback. They got to their destination, only to find Charles wasn't there to play that day, Coming back his co-pilot spotted a lone VC having a quick bath in a stream, they could see his SKS rifle. And I quote my uncle here "We were lead ship, we had ten slicks fully loaded with pissed Marines between me and my tail gunner and I decided to "make an example" of this lone VC. Just my Cobra alone, we fired 1140 rounds of 7.62, 32 40mm grenades and expended 6 rockets, not counting the 10 slicks with the pissed Marines and my tail gunner additionally . When the dust settled, we could see that everything within 100 feet of where that VC was, was GONE, the stream was diverted even and the boulder the SKS was against, gone and a wounded Charlie, running bare assed naked through the jungle like he had a rocket up his ass. My gunner said "I can drop him!" I said NO! God was watching over him today!"
My uncle actually went back to Vietnam in the late 90s to try and find that guy, he wanted to shake his hand. He never found him.
Was in a Da Nang officers club bitching about "Bombing Trees and Monkeys was not honorable." when a Army General overheard him complaining and was approached him asking "Colonel , You don't find your position worthy?" My uncle saluted back and said "Sir, I came here to fight Migs, and so far seen none, all I've done is bomb jungle and rice pattys, not very worthy of my training Sir." And with this in 1965, far from a 'war protest'.
The general then paused, thought a minute (I'm quoting my uncle here) then asked "How would you like to actually get into the heat of battle with us instead?" (Army) My uncle replied "Sir, I'm a fighter pilot, not a C-130 or C-123 pilot and flying transport is not my style." The General then asked him if he had any Chopper experience, my uncle said he's got a number of hours in flying various helicopters. The general then offered him "Colonel, I can assure you combat, transfer to us, you'll be flying gunships and maintain your rank."
My uncle jumped on the deal and was flying Huey UH1 gunships the remainder of his tour there. He said in his first week he came the closest to death. After landing back to base after a strike, his co-pilot snapped a photo of him in his seat, my uncle had flashed him the peace sign, then the co-pilot told him to remove his flight helmet. When he did, he was absolutely shocked to see the top of the helmet blown out. Seems a VC .50 round hit the bottom of the Huey, traveled along the back of his seat, striking his helmet just behind his skull and out the top of the glass...and he didn't feel a thing! He kept that helmet and photo on his mantel at home as proof how close to death he had.
Then he was sent stateside to train on a new chopper, the Huey Cobra and started his second tour. As he told me "I went from a armed school bus to a armed Corvette." and he LOVED IT!! They called him "Golden Boy" cause under his command, he didn't have a single man KIA'd, some wounded, but none killed and they loved him for actions. He ended up doing FIVE tours in Vietnam and was in the third to last helicopter off the roof of the US Embassy in 75 pulling off US personnel (he went back the last month to assist evacuations). Plus he was featured in a CBS Documentary "Vietnam, the 10,000 day war" attacking a VC position flying his Cobra as lead gunship.
His favorite story on the war was escorting Marines to attack Charlie. Seems the VC rocketed a Marine base the night before and the Marines wanted payback. They got to their destination, only to find Charles wasn't there to play that day, Coming back his co-pilot spotted a lone VC having a quick bath in a stream, they could see his SKS rifle. And I quote my uncle here "We were lead ship, we had ten slicks fully loaded with pissed Marines between me and my tail gunner and I decided to "make an example" of this lone VC. Just my Cobra alone, we fired 1140 rounds of 7.62, 32 40mm grenades and expended 6 rockets, not counting the 10 slicks with the pissed Marines and my tail gunner additionally . When the dust settled, we could see that everything within 100 feet of where that VC was, was GONE, the stream was diverted even and the boulder the SKS was against, gone and a wounded Charlie, running bare assed naked through the jungle like he had a rocket up his ass. My gunner said "I can drop him!" I said NO! God was watching over him today!"
My uncle actually went back to Vietnam in the late 90s to try and find that guy, he wanted to shake his hand. He never found him.
Lol, yes! I was going to mention this, but you already beat me to it!
https://www.youtube.com/watch?v=3yZ0iFJWQ-A
https://www.youtube.com/watch?v=3yZ0iFJWQ-A
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