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MiG - A Canadian Success Story!

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A New Era

At the same time as the MiG-23E/F was being developed, Belyakov (who was just as forward looking as his mentor) started to give thought to it’s eventual successor.
 
Detail design work on what would become the MiG-29 began in 1974.  The first example was flown on the 6th October 1977.  The second prototype flew in June 1978. Eventually the 2nd and 4th prototypes, propulsion test beds, would be lost in accidents due to engine failures.  The third prototype (03) was the first dual-seater MiG-29B trainer and first flew on 28th April 1981.

The new MiG-29 had a mid-mounted swept wing with blended leading-edge root extensions (LERXs) swept at around 40°.  There are swept tailplanes and two vertical fins, mounted on booms outboard of the engines.  Automatic slats are mounted on the leading edges of the wings.  On the trailing edge, there are manoeuvring flaps and wingtip ailerons.

The MiG-29 has a fly-by-wire control system enabling it to be very agile, with excellent instantaneous and sustained turn performance, high alpha capability, and a general resistance to spins.  The airframe is stressed for 9-g (88 m/s²) maneuvers.  The controls have "soft" limiters to prevent the pilot from exceeding the g and alpha limits, but these can be disabled manually.

The MiG-29 was fitted with two widely spaced Orenda Huron turbofan engines, each rated at 50.0 kN dry and 81.3 kN in afterburner.  The space between the engines generates lift, thereby reducing effective wing loading, to improve maneuverability. The engines are fed through wedge-type intakes fitted under the LERXs.  As an adaptation to rough-field operations, they can be closed completely for takeoff, landing and low-speed flying, thereby preventing ingestion of ground debris.  In those cases, the engines receive air through louvers on the LERXs which open automatically when intakes are closed.  This feature was added due to the perceived possibility of main runways being inoperable during war thus necessitating the use of rough semi-prepared runways.  Later variants replace these dorsal louvers with simple mesh screens in the main intakes.

The sensor fit included a Canadian Marconi “MapleFox” radar – this being a development of the development of the AI-24 Foxhunter radar used in the Panavia Tornado F.3.  The APG-65 radar (as was also fitted to its main rival, the F/A-18A) was also offered to potential customers.  An IRST sensor in a ball in front of the cockpit was also fitted.

Armament for the MiG-29 includes a single Mauser Bk-27 27mm cannon in the port wing root.  Three pylons are provided under each wing.  The inboard pylons can carry either a 1,150 liter (300 US gallon) fuel tank, one AIM-7 Sparrow or later AIM-120 AMRAAM medium-range air-to-air missile as well as ground attack ordnance.

As soon as the new MiG-29 was in production, Belyakov started designing an improved variant – this would become known as the MiG-29E/F.  It featured:
•   New Orenda Huron-200  turbofans, providing greater thrust as well as the option of thrust vectoring;
•   Redesigned LERXs, with the intake louvres on top eliminated and FOD protection provided by intake screens; 
•   Removal of the louvres was part of a redesign of the internal fuel tank arrangement, which was enlarged to provide the MiG-29E/F with a third more range.  The larger fuel tanks led to a reduction in size of the ammunition box for the 27 millimetre cannon from 149 to 100 rounds, but this was not felt to be much of a penalty, since the cannon had proven both accurate and hard-hitting in practice, and 100 rounds was felt to be plenty;
•   Modified flight surfaces, with a distinctive small dogtooth between the LERX and the wing, and the top-bottom airbrakes replaced by a single enlarged ventral airbrake.  The result was an aerodynamically cleaner and even more agile aircraft;
•   New airframe assemblies of lithium-aluminium alloy and composite materials to reduce weight, simplify manufacture, and increase the useful internal volume of the aircraft;
•   A new Canadian Marconi “MapleFox II”, Hughes APG-73 or Ferranti "Blue Vixen" multimode radar system; and
•   A total of eight stores pylons, four under each wing, as opposed to the total of six of previous MiG-29 variants.  The wings were strengthened to carry a total warload of 4,500 kilograms (9,920 pounds).  The two inboard pylons on each wing could carry a maximum of 1,000 kilograms (2,200 pounds) each, while the two outboard pylons could carry up to 500 kilograms (1,100 pounds) each.

Operators

Canada:  As with the earlier MiGs, the first customer for the MiG-29 was Canada.  In March of 1977, the Canadian government authorized the Department of National Defense to start looking for a New Fighter Aircraft (NFA) to replace the CF-111s and CF-116s with the Canadian Forces.

Canadian officers looked at several different fighter designs, but very rapidly the primary competitors for the Canadian order narrowed down to the General Dynamics F-16 Fighting Falcon, the McDonnell Douglas F/A-18 Hornet and the MiG-29A.

Maintaining it’s tradition of choosing home grown products, on April 10, 1980, Canada announced that the MiG-29 had been selected as the winner of the contest. The initial order was for 113 MiG-29A single-seaters and 24 MiG-29B two seaters, with options being taken for 20 more.  Later, another 11 single-seaters were ordered.

The aircraft is designated CF-152A (single seat) and CF-152B (two seat) in Canadian Armed Forces service.

The first production CF-152 aircraft for Canada took off on its first flight on July 29, 1982, and was delivered on October 27.  Canada had planned to order 11 of the aircraft on which it had options, but allowed its option to lapse on April 1, 1985.  At the same time, the original contract was modified to 98 single seaters and 40 two-seaters, for a total of 138.

The first Canadian Armed Forces unit to be equipped with the CF-152 was the No 410 "Cougar" Operational Training Squadron based at Cold Lake, Alberta, this unit receiving its first planes on October 30, 1982.  The first year of service was spent training instructors on the new aircraft in preparation for the conversion of other squadrons to the type.

The CF-152 has served with No 416 "Lynx" and No 441 "Silver Fox" Tactical Fighter Squadrons based at Cold Lake, Alberta, with No 425 "Alouettes" and No 433 "Porcupine" Tactical Fighter Squadrons based at Bagotville, Quebec, and with No 409 "Nighthawk", No 421 "Red Indian", and No 439 "Tiger" Tactical Fighter Squadrons stationed at Baden-Sollingen in Germany.

The CF-152s of No 409 Squadron were transferred from Baden-Sollingen to Qatar on October 7, 1990 during the buildup of Coalition forces for Desert Storm - 24 aircraft were involved.  Personnel from No 439 Squadron took over in mid-December.  Concurrent to this, the new Aircraft Carrier HMCS David Hornell also deployed to the region with it’s MiG-29C fighters (discussed further below).

Following the end of the Cold War, Baden-Sollingen closed down in 1994, and all the CF-152s based there were returned to Canada.  Two squadrons however are always on notice for a quick return to Europe if an emergency breaks out.  The primary role of all squadrons, however, will be the aerial defense of Canada.

In 1995, The Canadian Forces Air Command announced that 24 CF-152s would be withdrawn from active service and placed into ready reserve storage these would then be rotated amongst the squadrons to help extend the lifetime of the CF-152 until 2014.  An upgrade program was also initiated and included upgrading the MapleFox radar to MapleFox II standard, modification of the ALR-67 radar warning receiver, and expanded capability for the mission computer and stores management system.  The Loral AN/AAS-38B NITE Hawk pod has been acquired for precision guidance munitions delivery.

In 1982, the decision was made to replace the long-serving HMCS Bonaventure with two new carriers based upon the American CVV design.  The first of these ships, the HMCS Hampton Gray entered service in 1984.  One year later it was joined by the HMCS David Hornell.  Both carriers were able to carry up to 60 aircraft, the largest component of which would consist of a naval version of the MiG-29, the MiG-29C (service designation CF-152C) and it’s associated two seat version, the MiG-29D (CF-152D in Canadian service).


Canadian Armed Forces CF152A (MiG-29A), 427 Sqn, CFB Bagotville 1983

Canadian Armed Forces CF152E (MiG-29E), 409 Sqn. "Nighthawks", CFB Comox, 2001

In 1991, as part of Operation FRICTION (Canada's contribution to the 1991 liberation of Kuwait) the HMCS David Hornell escorted by the destroyers HMCS Terra Nova and HMCS Athabaskan and the supply ship HMCS Protecteur joined the coalition fleet in the Persian Gulf.  In addition No. 433 and No. 434 squadrons were deployed to Saudi Arabia.  When the air war began, both the CF-152As and Cs were integrated into the coalition force and provided air cover and attacked ground targets. This was the first time since the Korean War that Canadian forces had participated in offensive combat operations.  Overall during the operation the CF-152As and Cs flew a total of 3400 hrs.  They also accounted for 3 Iraqi Su-21s plus a single Mirage 2000.

United States of America:  In January of 1985, the US Navy announced that it was going to purchase the MiG-29A as an adversary aircraft for service with dissimilar air combat training (DACT) in a program designed to enhance Navy air combat operations and to emulate Soviet aircraft capabilities and tactics.  The designation applied was MiG-29N.

26 MiG-29N adversary aircraft were built for the US Navy in 1987/88.  The MiG-29N was based on the standard MiG-29A (as opposed to the naval MiG-29C), though was fitted with APG-65 radar.  The MiG-29N did however have a strengthened wing and was capable of carrying an Air Combat Maneuvering Instrumentation (ACMI) pod on the starboard outer wing pylon.  The ACMI pod allows details of air-to-air engagements to be transmitted to a ground station.  In order to save weight, the MiG-29N carried no internal cannon and could not be fitted with air-to-air missiles.  Although the MiG-29N retained the runway arrester hooks of the standard versions, it was not carrier capable.

Deliveries of the MiG-29N to the Navy began in early 1987 and ended in May 1988.  The first Navy squadron to receive the MiG-29N was VF-126 "Bandits", based at NAS Miramar, which is near San Diego in California. IOC at Miramar was achieved in April of 1987.  The squadron's six aircraft carried a Soviet-style red star inside a yellow border painted on the tail.  Next to get the MiG-29N was VF-45 "Blackbirds", based at NAS Key West, which was equipped with MiG-29Ns in October of 1987. They originally flew 12 MiG-29Ns, but six of their planes were later transferred to VF-43.  Like the Miramar MiG-29Ns, the Key West planes carried a Soviet-style red star on their tails.  The third Navy squadron to receive the MiG-29N was VF-43 "Challengers" based at NAS Oceana at Virginia Beach, Virginia, which operated six examples of the type in conjunction with F-5E, F-5F, A-4E and T-2C aircraft.


US Navy F-24 (MiG-29N), VF-126 "Bandits", NAS Miramar, 1988

The MiG-29N also equipped the Naval Fighter Weapons School (better known as Top Gun) based at NAS Miramar, California, which took delivery of its first MiG-29Ns in June 1987.  Eight MiG-29Ns served at Top Gun.  One of them carried the "MARINES" title on its side, which represented that service's participation in the program.

A total of 26 MiG-29Ns were ordered by the Navy.  Because of its lighter weight, the MiG-29N was the best-performing variant of the original MiG-29 series and was reportedly a real pleasure to fly.

In spite of the defense drawdown following the end of the Cold War, the Navy/Marine Corps still succeeded in maintaining a large adversary program for several years thereafter.  In contrast, the USAF all but deactivated its own aggressor units immediately after Desert Storm.  However, the budget cuts did eventually catch up to the Navy's adversary program, and Oceana-based VF-43 was deactivated in July of 1994.

In service, the MiG-29N suffered from fatigue cracks in its wings as a result of its violent maneuvers during training, and the fleet was grounded for a time in 1991 while these problems were attended to.  As a result, the F/A-18 Hornet and the F-14 Tomcat began to take on an increasingly-important role in adversary training.  All the MiG-29Ns were eventually permanently grounded because of the cracks in their wing structures, there being no money available in the budget to fix them.  In 1994, the Navy announced that the MiG-29N fleet would be retired.  The last MiG-29N was retired to AMARC at Davis-Monthan AFB in January of 1995.
 

Australia: After a six-year evaluation period, on October 20, 1981, the Royal Australian Air Force (RAAF) announced that they had selected the MiG-29 as the replacement for the Dassault Mirage IIIO.  The MiG-29 was selected over its chief rivals, the F-16 and the F/A-18. 
The initial order was for 57 MiG-29A single seaters and 18 MiG-29B two-seaters.  As part of the Australian MiG-29 deal, a complex offset arrangement was arranged, with as much as 40 percent of the components being manufactured in Australia.  Mikoyan was to be responsible for the manufacture of the first few examples, with the Government Aircraft Factory (later renamed Aerospace Technologies of Australia, or ASTA) at Avalon, Victoria being responsible for the assembly of the remainder out of parts supplied by both Canadian and Australian factories.  There was to be extensive local input, with ASTA being responsible for final assembly, as well as the manufacture of forward fuselage installations, trailing edge flaps, and shroud assemblies, radome assemblies, and all transparencies.  Dunlop Aviation Australia was to make the wheel and brake assemblies as well as the airspeed indicator.  Software was to be done by Computer Sciences Australia, and electronic components were provided by Morris Productions, Philips, Thorn EMI Electronics Australia, and Standard Telephones and Cables.  The Huron turbofans were to be built under license by the Commonwealth Aircraft Corporation, with the radar (an APG-65) and other avionics being built by British Aerospace Australia, Ltd.

In May of 1984, Mikoyan shipped components for the first two MiG-29As to Avalon.  The first two fully-assembled Hornets for Australia were manufactured by Mikoyan, and were handed over on October 29, 1984. These were both two-seat MiG-29Bs.  They were retained in Canada for training until May 17, 1985, when they were transferred to RAAF Williamtown.  The remaining planes on the order were all assembled in Australia.  The first Australian-assembled MiG-29 was flown on February 26, 1985 and was delivered on May 4.  The first completely all-Australian MiG-29 took off on its maiden flight on June 3, 1985.

The Australian MiG-29 has a conventional ILS/VOR, has landing lights, is equipped with a fatigue recorder, and has an added high-frequency radio for long-range communications, but is otherwise identical to the standard Canadian version. Australian MiG-29s are fully compatible with the AGM-65 Maverick air-to- surface missile and the AGM-84 Harpoon anti-shipping missile. 

The 57 single-seat MiG-29As are assigned RAAF serials A21-1 through A21-57.  The 18 two-seat MiG-29Bs were assigned RAAF serials A21-101 through A21-118.   The last example was delivered by ASTA on May 16, 1990.

First to receive the MiG-29 was No. 2 Operational Conversion Unit based at RAAF Williamtown in New South Wales, which began training MiG-29 pilots in the summer of 1985.  MiG-29s currently serve in the air defense role with No 3 and No 77 Squadrons at RAAF Williamtown in New South Wales and with No 75 Squadron in the ground support role at RAAF Tindal in the Northern Territory near Darwin.
 
In 1985, Australia also placed an order for 60 carrier capable MiG-29Cs plus 20 two-seat MiG-29Ds.  These were to serve aboard the two new CVV carriers - HMAS Kokoda & HMAS Gallipoli – ordered by the RAN.  These carriers were virtually identical to those also entering service with the Canadian MARCOM at the time and carry a similar air wing.  The first 4 MiG-29Cs were built within Canada whilst the remainder were built at Avalon.  They carry service designations N21-150 through to N21-230 and serve with four RAN Squadrons – VF 805, VF 806, VF807 and VF 808.  In addition the Carriers also carry a number of S-3 and KS-3 Vikings as well as E-3 Hawkeye AEW&C aircraft plus Seahawk and Sea King helicopters.




Almost immediately after the delivery of the last Australian MiG-29A, ASTA began an upgrade program for the entire MiG-29A/B/C fleet.  This included provision for carrying the AIM-120 AMRAAM, new mission computers, armament control processor, stick-top controls to enhance HOTAS capabilities, data storage and data transfer equipment, a revised flight management system, improved electronic countermeasures equipment, and target designation capability have all been incorporated.  RAAF/RAN MiG-29s have added the ability to integrate a Northrop AN/ALQ-162 radar jammer and to carry the new Loral AN/AAS-38 Nite Hawk FLIR pod equipped with Laser Target Designator/Ranging equipment that make it possible for the MiG-29 to do its own target marking for precision delivery of laser-guided weapons.

Currently the RAAF/RAN MiG-29s are being further upgraded.  This includes replacing the AN/APG-65 radar by the Ferranti "Blue Vixen" and upgrading of the Huron turbofans.  The navigation system will be upgraded to an EGI INS with embedded GPS.  AN/ARC-210 jam-resistant communications systems will be provided.  Electronic warfare software packages will be fitted and mission computers will be added.  These changes should keep the RAAF/RAN MiG-29s operational until the year 2015.

Spain:  The first European customer for the MiG-29 was the air force of Spain, the Ejercito del Aire Espanol.
In December of 1982, Spain announced that they had selected the MiG-29, and made plans to order 72 MiG-29A single-seaters and 12 MiG-29B two-seat versions.  However, this proved more than the Spanish government could afford, and the order was reduced to only 60 MiG-29As and 12 MiG-29Bs on May 31, 1983.  An option was taken for 12 additional MiG-29s, but due to budgetary restrictions, they were not taken up.

As part of an offset agreement reached with Spain, Construcciones Aeronauticas SA (CASA) at Gefale is responsible for the maintenance of EdA MiG-29s.  CASA is also responsible for major overhauls of Canadian MiG-29s based in Europe.

The Spanish Hornets are sometimes referred to as MiG-29AEs and MiG-29BEs, the "E" standing for "Espana" (Spain).   They have local EdA designations C.15 and CE.15 respectively. Serial numbers are C.15-13 thru C.15-71 and CE.15-1 thru CE.15-12 respectively.

The first EdA MiG-29B, MiG-29BE CE.15-01, was presented in a formal ceremony in Canada on November 22, 1985, and made its initial flight on December 4.  The first two-seater was flown to Spain on July 10, 1986.  By early 1987, all 12 two-seaters had been delivered to Spain, after which the single-seaters were delivered.  A total of 60 MiG-29AEs and 12 MiG-29BEs were delivered to Spain, the last planes being delivered in July of 1990.

The MiG-29 serves with Escuadron 151 and Escuadron 152 of Ala de Caza 15 at Zaragoza-Valenzuela and with Escuadron 121 and Escuadron 122 of Ala de Caza 12 at Torrejon de Ardoz.  First was Escuadron 151, which was declared combat-ready in September of 1988.  In EdA service, the MiG-29 operates as a all-weather interceptor 60 percent of the time and as a fighter bomber attack day and night for the remainder.  In case of war, each of the four front-line squadrons is assigned a primary role--121 is tasked with tactical air support for maritime operations, 151 and 122 are assigned the all-weather interception role, and 152 is assigned the suppression of enemy air defenses (SEAD) mission.


Ejercito del Aire C.15 (MiG-29AE), Ala 15 153 Esc, Zaragoza, 1989

Spain has ordered 80 Texas Instruments AGM-88 HARM anti-radiation missiles and 20 McDonnell Douglas AGM-84 Harpoon anti-shipping missiles.  The Spanish MiG-29s carry the Sanders AN/ALQ-126B deception jammer and on the last 36 aircraft, Northrop AN/ALQ-162(V) systems.  For air-to-ground work, EdA MiG-29s carry low-drag BR and Mk 80 series bombs, Rockeye II cluster bombs, BME-300 anti-airfield cluster bombs, BEAC fuel air explosive bombs, GBU-10 and GBU-16 Paveway II laser bombs, AGM-65G Maverick air-to-surface missiles and AGM-88 HARM anti-radiation missiles.  In the air-to-air mission, EdA MiG-29s carry the 27-mm Bk-27 cannon, AIM-9L/M Sidewinders and AIM-7F/M Sparrows.  The Sparrows were supplemented from late 1995 onward by AIM-120 AMRAAMs.  Spanish MiG-29s can carry AN/ALE-39 chaff/flare dispensers, ALR-167 radar homing and warning systems and ALQ-126B Jammers which have been supplemented in most of the aircraft by the more advanced ALQ-162.  EdA MiG-29s can carry the AN/AAS-38 Nite Hawk FLIR/laser designator pod on the port fuselage stores station.  Air refuelling for the Spanish MiG-29s is provided by KC-130Hs from Group 31 and Boeing 707TTs from Grupo 45.

In 1993, plans were announced for the EdA's fleet of MiG-29s to be upgraded to MiG-29E/F standards.  Mikoyan was to rework 46 of these planes, with the remainder being upgraded by CASA.  Most of the changes involved computer improvements and new software, although some changes were required to the weapons delivery pylons.  Following the rework, the planes were re-designated MiG-29AE+ and MiG-29BE+.

Japan: In 1982, the Japanese government announced that they were seeking a new warplane to succeed the Mitsubishi F-1 fighter support aircraft.  This led to a project known as the Next Fighter Support Aircraft, or FS-X.  The Japanese government contacted several foreign aircraft manufacturers to see if existing types could meet the FS-X requirement.  At the same time, the indigenous Japanese aircraft industry was approached to see if it were practical for them to come up with a solution.  Very rapidly, the contenders narrowed down to the F-16 Fighting Falcon, the F/A-18 Hornet, the Panavia Tornado IDS, the MiG-29 and a possible indigenous aircraft.  An important requirement was the use of a Japanese-built datalink system and the ability to carry the ASM-1 anti-ship missile.

The formal requirement was issued on November 22, 1985.  The aircraft was to have the ability to carry up to four anti-ship missiles.  In addition, the aircraft had to be able to carry 2-4 short-range AAMs and 2-4 medium- range AAMs, although not necessarily at the same time as the anti-ship missiles were being carried.  An important requirement was a minimum combat radius of 450 nautical miles.

After looking over the responses, the Japanese Defense Agency concluded that no existing aircraft was able to meet these requirements.  Only an indigenously-developed aircraft would do.  The four foreign contenders complained bitterly about being ruled out in favor of an as-yet-nonexistent paper design.  In addition, US and European governments became involved because of the large trade inbalances that existed between Japan and the economies of the USA and Europe, and they pressured the Japanese government for a reconsideration.  As a result of the controversy, in April of 1986 the Japanese Defense Agency reissued its request, and all four foreign contenders issued revised proposals.

The question now came down to whether a co-development of an existing foreign aircraft would be selected, or if an entirely indigenous aircraft would have to be developed from scratch.  The choice of an entirely new indigenous design would of course have pleased the Japanese aviation industry, but the cost would have been quite high and the project might be subject to lengthy delays due to the need to start from scratch.  If a foreign design were selected instead, a considerable Japanese contribution to the project would be required.  The Tornado development was eliminated at an early stage because of vague and unspecified concerns about a co-development project with European aircraft industries being somehow incompatible with Japanese security concerns.  The revised F/A-18 and F-16 were dropped soon thereafter because of its high cost.  On September 11, 1987, it was announced that the choice had narrowed down to an indigenous aircraft, or a development of the MiG-29.

On October 21, 1987, the Japanese government announced that it had ruled out the solely indigenous option, and that it had selected a development of the MiG-29 as the choice for the FS-X.  The deal was rather controversial in Canada at the time, with critics charging that the government was giving away too much technology to a potential competitor.  Japanese Air Self Defense Force (JASDF) announced plans to acquire as many as 130 FS-Xs to replace the Mitsubishi F-1 fighter bomber.

The prime contractor for the FS-X was Mitsubishi Heavy Industries, in collaboration with Mikoyan Greater Aircraft.  Fuji Heavy Industries and Kawasaki Heavy Industries were important subcontractors.  It was agreed that 60 percent of the work would be done in Japan, with the remaining 40 percent of the work being done by Canadian industries.

Mitsubishi was assigned the responsibility for the forward fuselage and for all final assembly, with Kawasaki supplying the central fuselage, the landing gear doors, and the engine access doors.  Fuji is responsible for the radome, the air intake, the starboard wing (except for the leading edge flaps), wing root fairings, the starboard wing flaperon, vertical tail surface and horizontal tail surface.  Mikoyan was given the port wing (with the exception of the flaperon), the starboard wing leading edge flaps, and the rear fuselage.

The increased- performance Orenda Huron-200 turbofan was selected as the power plant, which is the engine used by the later MiG-29E/F.  The engine is to be built under license in Japan by Ishikawajima-Harima Heavy Industries.

Originally, the FS-X was to have had a pair of large canard fore planes.  However, these were deleted from the design on December 11, 1991, reducing weight and aerodynamic drag.

The FS-X is quite similar in appearance to the MiG-29E/F.  The new wing makes extensive use of co-cured composite technology to cut down on the weight and to reduce the radar signature.  The FS-X will be able to carry two or four Mitsubishi ASM-2 anti-shipping missiles. 

The primary difference between the FS-X and the MiG-29 is in the use of Japanese domestic technology for much of the avionics, including a new Mitsubishi Electric active phased-array radar, a Yokogawa LCD multi-function display, a Shimadzu holographic display and Mitsubishi Electric integrated electronic warfare system, plus an indigenous inertial reference system and mission computer.

Both single- and two-seat versions were planned.  The two seater has all the capabilities of the single seater but has somewhat less internal fuel (1043 US gallons as opposed to 1225 US gallons.  The rear seat does not have a holographic heads-up display.  The crew members sit on ACES II ejector seats.

The primary weapons of the FS-X were to be the AIM-7F/M Sparrow, the AIM-9L Sidewinder, and the Mitsubishi AAM-3 missiles.  There are as yet no plans to use the AIM-120 AMRAAM or the Mitsubishi AAM-4 that is currently under development.  The primary air-to-ground weapon was to be the Mitsubishi ASM-2 anti-ship missile. An internal 20-mm JM61A1 rotary cannon is also carried instead of the standard 27mm Bk-27.

The Japanese Defense Agency ordered two single-seat FS-X and two dual- seat TFS-X prototypes, plus two static test aircraft.  The prototype FS-X (bearing the temporary serial number 63-0001, befitting aircraft assigned to the Technical Research and Development Institute) rolled out of the Mitsubishi Heavy Industries facilities on January 12, 1995. 63-0001 flew for the first time from Komaki air base near Nagoya on October 7, 1995 with Mitsubishi test pilot Yoshiyuki Watanabe at the controls. It stayed in the air for about 38 minutes.  The second prototype single-seater (63-0002) flew for the first time on December 13, 1996.

In 1996, the designation F-2 was officially assigned to the FS-X project, with the single seater being designated F-2A and the two-seater being designated F-2B.  The first prototype XF-2A (63-0001) was turned over to the JASDF Air Development and Test Wing at Gifu for flight testing on March 26, 1996, following official handover to the Japanese Defense Agency on March 22.  The two twin-seat XF-2B prototypes (63-0003 and 63-0004) were delivered in August and September of 1997. 

It had originally been planned that the flight test program would last until 1998, with first production deliveries beginning in 1999.  However, in July of 1998 it was announced that some wing flutter and cracking problems had been encountered during flight tests, and the test program for the four XF-2 prototypes would extend to December 1999.  It was also revealed that some problems had been encountered in roll characteristics and that some electrical problems needed to be corrected.

The JASDF originally planned to acquire up to 141 F-2A/B fighters if funding permitted.  74 examples were distributed among three combat squadrons (the 2nd and 8th Hikotai at Misawa and the 6th Hikotai at Tsuike), replacing the Mitsubishi F1 ground attack aircraft.  In addition, 21 examples will be operated by an operational conversion unit.  Eight will go to the Tactical Fighter Training Group. It was originally planned that 11 aircraft would be provided to the Blue Impulse aerobatic team, but these aircraft were cancelled when the program was reviewed in 1997.  The remaining F-2 aircraft will be held in reserve.  Current plans call for a total of 130 F-2 aircraft to be acquired, including those for training units and reserves.

In 1999, the JASDF began withdrawing the Mitsubishi F-1 close-support fighter from service, in anticipation of the arrival of the first of the planned 130 F-2s.

Switzerland:  In search of a new fighter aircraft, the Swiss government looked at the Dassault Mirage 2000, the Israel Aircraft Industries Lavi, the Northrop F-20, an improved MiG-29E/F and the SAAB JAS-39 Gripen.  In April/May of 1988, the Swiss government held a fly-off between the General Dynamics F-16 Fighting Falcon and the MiG-29E/F.  In October of 1988, the government of Switzerland announced that the MiG-29 would be the next fighter of the Schweizerische Flugwaffe/Troupe d'Aviation Suisse (Swiss Air Force).  34 MiG-29E and F aircraft were to equip three squadrons of the Swiss Air Force beginning in 1993. 


Schweizer Luftwaffe MiG-29E, Fliegergeschwader 11, Fliegerstaffel 17, Payerne, 1999

In 1991, the competition was reopened so that the and the Dassault Mirage 2000-5 could be considered. However, even a personal appeal on the part of French President Francois Mitterand could not overturn the original plan to buy 26 MiG-29Es and 8 MiG-29Fs.  The formal contract was expected to be signed in 1992.  However, the MiG-29 order remained controversial, and was even the subject of a popular referendum held on June 6, 1993, which finally approved the program.

The delay allowed Switzerland to specify the Ferranti "Blue Vixen" radar for its MiG-29s, which were to be delivered between 1996 and 1999.  The Swiss MiG-29s are optimized for the air defense role and are armed with the AIM-120B AMRAAM and the AIM-132ASRAAM.  Three squadrons at Payerne, Sion, and Meiringen were scheduled to operate the MiG-29s in the air defense role, replacing the MiG-23.

The first MiG-29E (serial number J-5231) and the first MiG-29F (serial number J-5001) were to be built by Mikoyan in Canada and were to be used for preliminary trials and training, but the remainder of the order (7 MiG-29Fs and 25 MiG-29Es) were to be assembled in Switzerland by Schweizer Flugzeuge und System AG (Swiss Aircraft and Systems Company, formerly known as F+W) at Emmen.

The first MiG-29F for the Swiss Air Force (J-5231) took off on its maiden flight on January 20, 1996.  The first MiG-29E (J-5001) flew for the first time on April 8, 1996.  Both planes underwent weapons system testing before being delivered to Switzerland.

The first Swiss-built MiG-29, a MiG-29F (J-5232) was formally handed over to the Schweizerisch Luftwaffe on January 23, 1997. T he first Swiss-built MiG-29E (J-5002) made its maiden flight on October 3, 1996.  First to be issued with the MiG-29 was No. 17 Squadron based at Payerne.  This squadron was commissioned in September of 1997. 

The final MiG-29E(serial number J-5026) of the order for 34 MiG-29s was delivered on December 2, 1999.  Funding is planned for a second batch of Swiss MiG-29s.

The government of Switzerland is interested in acquiring 8-11 more MiG-29s to replace the Swiss Air Force MiG-23s which are currently being retired.  However, the MiG-29 production line has now been closed to make way for MiG-31 production, and it will be difficult for new builds to be acquired.  However, a leasing option may be explored.

Norway:  Norway was the second European country to select the MiG-29 having selected the MiG-29 to replace their Mig-21Ds in April 1983.
The first MiG-29A for the Kongelige Norske Luftforsvaret (Royal Norwegian Air Force) took off on its maiden flight on December 12, 1984.  The first Luftforsvaret MiG-29 was delivered to Norway on January 15, 1985.  Norway acquired 60 MiG-29As and 12 MiG-29Bs from the Canadian production line between January of 1984 and June of 1988.


Luftforsvaret MiG-29AN, 331 skv, Bodo 1986

Norway's short and snowy runways which are often located at dispersed sites dictated that their MiG-29s be fitted with braking parachutes to handle situations where ordinary wheel brakes could not be used.  Norwegian MiG-29s also carry an identification spotlight for use during long, dark winters.

The MiG-29s replaced the MiG-21D as the primary interceptor and fighter bomber with the KNL.

The MiG-29s of all four squadrons perform the air defense role and are armed with AIM-9L Sidewinder missiles.  During the Cold War, Luftforsvaret MiG-29s carried out numerous interceptions of Soviet warplanes out over the North Atlantic and Barents Sea.  However, all MiG-29 squadrons also have an air-to-surface mission, and can carry CRV-7 unguided rockets as well as standard NATO iron bombs and cluster bombs.  These planes will later be capable of carrying AIM-120 AMRAAM missiles when the Mid-Life Update program is complete.

The Norwegian MiG-29s have an important anti-shipping role, and can also carry and launch the locally-built Kongsberg Penguin 3 anti-ship missile.  Deliveries of the Penguin 3 began in 1987, and these missiles are carried by the MiG-29s of Skvadron 334.

In 1989, attrition stood at six aircraft and Norway had hoped to buy six replacements comprising four MiG-29As and two MiG-29Bs.  In the end, this order was reduced to just two MiG-29Bs.

56 Norwegian MiG-29A/Bs ( 45 As and 11 Bs) are scheduled to go through a Mid-Life Update (MLU) program, in which they will be brought up to approximately MiG-29E/F status.  They will be provided with MapleFox II radar, GPS navigational aids, a wide-angle HUD, night-vision goggle capability, a modular mission computer, and a digital terrain system.  The first MLU MiG-29s are to be delivered to 338 Skvadron at Orland.

New Zealand:  In 1998, New Zealand considered purchasing MiG-29E/Fs to replace the RNZAF's MiG-23 in No.s 2 and 75 Squadrons.   However, the whole deal became bogged down over financing questions and over domestic political issues.  The Labour government of New Zealand felt that the cost of the MiG-29s was too high and that funds would be better spent on other areas of defense.  However, the New Zealand Ministry of Defense felt that the current fleet of MiG-23s would not remain viable much longer, and that New Zealand urgently needed a modern combat aircraft. The debate came to an end on March 20, 2000, when the New Zealand Prime Minister Helen Clark announced that the plan to acquire MiG-29E/Fs had been dropped.  At least one MiG-29E was painted in RNZAF colours though. 

GTX_Admin:
The Next Generation

In 1988, Belyakov began sketching what hopefully will become another successful MiG product – the MiG-31.  This began as an attempt to break into the USAF "Advanced Tactical Fighter (ATF)" competition (being fought by the YF-22 and YF-23).  However, it quickly became obvious that only a US designed product would be chosen.  Around the same time, the UK, West Germany, Spain and Italy had just witnessed the collapse of their Future European Fighter Aircraft (FEFA) programme.  However, out of the ashes of this collapse, a new programme centred upon the MiG-31 design rose – it was quickly given the appropriate name of “Phoenix”.  Over the next 3 years, these countries were also joined by Australia, Sweden, Japan, Israel, and Singapore.

The resultant MiG-31B (the MiG-31A designation being given to the earlier purely Mikoyan design) Phoenix is a large aircraft nearly 22m long with a wingspan of 16.4m.  It is of canard-delta configuration with twin underslung engine intakes.

The wings are of cropped-delta configuration, with a 45-degree sweep and no LERXs.  They have full-span leading edge flaps and big two-section elevons in the rear.  The large canards are placed behind the canopy and have a dogtooth leading edge.  There are also twin tailfins with a slight outward cant and ventral fins under the tailfins.

The MiG-31B is constructed of steel alloy, aluminium-lithium alloy, and advanced composites.  Its lines reflected some degree of "stealth" design, and production versions will reportedly also include "radar absorbing material (RAM)" to improve stealth capabilities.

The MiG-31B is powered by two EuroCanada (a consortium of Rolls Royce, MTU, Avio, ITP, Volvo Aero and Orenda) ECJ-1000 afterburning, thrust vectored turbofan jet engines, each generating 175 kN (39,340 lbf) of thrust.  Both engines are fed by a single air intake placed under the fuselage.  The engines give the MiG -31B a "supersonic cruise" capability; and also have thrust-vectoring nozzles for added agility.  During trials, the 35-ton MiG-31 reportedly exceeded Mach 2.6 though this is not confirmed by any of the partners.

Avionics on the MiG-31B are considered cutting-edge.  An advanced Low Probability of Intercept (LPI) ECA-2000 radar with an active electronically scanned array antenna based upon the ECR-90, formerly developed as part of the FEFA programme.  The radar system is linked to a fire control system that allows the fighter to reportedly engage up to twenty separate targets at the same time.  Passive infrared target detection and tracking (air-to-air and air-to-surface) is provided by PIRATE (Passive Infra-Red Airborne Track Equipment), serving also as a navigation and landing aid.  An advanced, integrated defensive aids system merging the features of EW jamming, missile detection, expendable countermeasure (chaff, flares and towed decoy) is also fitted.

In the production versions, the armament includes a 27 mm Mauser BK-27 cannon (similar to that in the MiG-29) as well as a weapons bay in the centre fuselage able to carry 4 AIM-120 AMRAAM or MBDA Meteor medium/long range air-to-air missiles, plus 4 AIM-132 ASRAAM or IRIS-T short range air-to-air missiles.  Munitions may also be carried on external stores pylons.

Flight trials are currently underway and production has begun for the partner nations.  The officially announced numbers for each operator are:

Canada – 120;
UK – 180;
Germany – 180;
Spain – 80;
Italy – 120;
Australia – 100;
Sweden – 120;
Israel – 120;
Japan 120;
Singapore – 80.

Interest is also being shown by South Korea, Taiwan, Brazil and Saudi Arabia.  There is also speculation that a carrier capable variant is being designed.

GTX_Admin:
Folks,

BTW, you too can make a CF-111 as in this story:




 OMEGA Models produce 1/72 versions of some of these. (note that neither I or Jeremy benefit financially from this so please don't think that I am simply trying to make money here).

By the way,  having our idea taken up by a model manufacturer raises us to a new level of Whiffer status...demigod perhaps :D

Regards,

Greg

Doom!:
Greg, the missing images in the MiG-A Canadian Success Story can be found here: http://www.doomisland2.com/profiles.html sorry about the extra work but when i changed hosts for my website it kinda messed things up a bit. I tried to PM you but it keeps erroring out on me.

GTX_Admin:
Yeah I did get the PMs - just had to find the time to update links.  Should all be good now.  Thanks.

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