Mikoyan-Gurevich MiG-29A Fulcrum
In 1969, the Soviet Union learned of the United States’ TFX program, what would become the F-15 Eagle. This aircraft threatened to be far beyond anything the Soviets had in their inventory or planned at the time. To counter the F-15, the Sukhoi design bureau was to begin work on a long-range heavy air superiority fighter. The so-called Advanced Frontline Fighter concept was too ambitious, and so the program was split up into two designs: the long-range air superiority fighter, and the short-range battlefield air superiority fighter. Mikoyan-Gurevich, with its experience in designing light point-defense fighters like the MiG-21, was assigned this second fighter, known as the Advanced Lightweight Fighter. The latter was also meant to counter the American light fighters known to be in the design stage, the F-16 Fighting Falcon and YF-17 Cobra. The Mikoyan-Gurevich design was designated MiG-29 in 1974.
Since both it and the Advanced Frontline Fighter (which would become the Su-27) had a common origin, the designs were broadly similar, though the MiG-29 was a good deal smaller than the Sukhoi design. Both would have blended fuselages, leading-edge wing extensions for better maneuverability, twin tails, and twin engines for better survivalbility—drawing on the same lessons of the Vietnam and Arab-Israeli Wars as the Americans had. Agility was paramount in the MiG-29’s design, as was simplicity and the ability to operate from forward airfields. Because of the latter, a complicated system of vents and doors over the intakes was devised to keep any foreign objects from being sucked into the engines. The intakes themselves were also variable to control airflow to the engines. Some emphasis was given to all-around visibility from the cockpit, as MiG-21 and MiG-23 pilots had complained of poor vision to the front and rear. Because it was meant to be used very close to the fighting front, range was not an important factor in the MiG-29’s design. Mikoyan-Gurevich meant for it to be a rugged aircraft that could maneuver with anything in the West’s inventory, and largely succeeded—despite not using a fly-by-wire control system.
The biggest drawback to the MiG-29 design was its radar. Because Soviet radar technology was still a generation behind that of the West, the multimode, look-down radar the Soviet V-VS desired was too big to fit in a smaller aircraft like the MiG-29. As a result, the radar from the MiG-23MF was adapted and modified. While the radar could track multiple targets, it could not pick out small targets at range and could only guide one missile at a time. This put the MiG-29 at a severe disadvantage: in hypothetical combat with a F-15, both pilots would detect each other at the same time, but the MiG-29 would be unable to respond until the range closed to visual range. Once at close range, the advantage would switch to the more maneuverable MiG-29, which compensated for its lack of long-range firepower by using both a helmet-mounted sight (which allowed pilots to engage targets “off-boresight” of the nose) and an infrared sensor mounted in front of the cockpit. The poor radar, combined with a poorly-designed cockpit, meant that the MiG-29 would not be able to reach its full potential. Nonetheless, it gave Soviet Frontal Aviation a dogfighter that was equal at short range with Western fighters.
The first MiG-29A prototype flew in October 1977; engine trouble which resulted in the loss of two prototypes led to delaying its entry into service until 1984 as the operational MiG-29B. By this time, it had been identified by US reconnaissance satellites as first the “Ram-L” and then as the MiG-29A, though only the prototypes had been given this designation. It was given the reporting name Fulcrum: when the name became known in the Soviet Union after its first public display in Finland in 1986, MiG-29 pilots liked the reporting name so much it was unofficially adopted. The MiG-29 would be extensively exported to Soviet client states.
The MiG-29’s combat experience was mixed: in engagements with F-15s during the First Gulf War in 1991, and F-15s and F-16s in the Bosnia and Kosovo Wars of the late 1990s, it came off second-best. Eleven MiG-29s were lost in air combat during these wars; several others were lost during the Eritrean War of 1999, ironically to Ethiopian Su-27s. 37 nations have operated or continue to operate the Fulcrum: this includes the United States, which purchased a number from Moldova to prevent them from being sold to Iran.The MiG-29 has been extensively upgraded by its operators, usually adding internal fuel, better avionics, and a much-improved radar. India has adopted the MiG-29K for use on its carriers. Some versions use Western electronics. Russian MiG-29s are being gradually upgraded to MiG-29SMT standard, though poor maintenance and aging engines has grounded the V-VS’ fleet on several occasions, as recently as 2009. Over 1600 MiG-29s have been produced, and it continues in production.
This MiG-29A had an interesting journey to its present position at the National Museum of the USAF at Wright-Patterson AFB, Ohio. It was one of several bought by the United States from Moldova in 1997, to prevent them from being sold to Iran. Though the majority of the Moldovan purchase were nuclear-capable MiG-29S variants, this one was a MiG-29A fighter--and an early version at that. During restoration for display, the museum staff was surprised to find that it was not only an early MiG-29A, but one of the six Fulcrums that visited Kuopio-Rissala, Finland in 1986--the first time the MiG-29 had been seen in the West.
Restored to its previous condition, this MiG-29A is painted in standard Fulcrum colors for the air superiority mission. The crest on the nose indicates a Guards unit--in this case the 234th Guards Fighter Regiment based at Kubinka, Russia. Guards units are those regiments that distinguished themselves during World War II.
The MiG-29 is an elegant fighter. This one also has something of a personal connection: my friend Theo van Geffen was one of the Western photographers at Kuopio-Rissala in 1986, and I still have the magazine he sent my family with those first pictures of this now legendary fighter.
The big transport looming in the background is a C-133A Cargomaster. Somehow I got pictures of every aircraft around it, but forgot to get a picture of the C-133...
Mikoyan-Gurevich MiG-29A Fulcrum
In 1969, the Soviet Union learned of the United States’ TFX program, what would become the F-15 Eagle. This aircraft threatened to be far beyond anything the Soviets had in their inventory or planned at the time. To counter the F-15, the Sukhoi design bureau was to begin work on a long-range heavy air superiority fighter. The so-called Advanced Frontline Fighter concept was too ambitious, and so the program was split up into two designs: the long-range air superiority fighter, and the short-range battlefield air superiority fighter. Mikoyan-Gurevich, with its experience in designing light point-defense fighters like the MiG-21, was assigned this second fighter, known as the Advanced Lightweight Fighter. The latter was also meant to counter the American light fighters known to be in the design stage, the F-16 Fighting Falcon and YF-17 Cobra. The Mikoyan-Gurevich design was designated MiG-29 in 1974.
Since both it and the Advanced Frontline Fighter (which would become the Su-27) had a common origin, the designs were broadly similar, though the MiG-29 was a good deal smaller than the Sukhoi design. Both would have blended fuselages, leading-edge wing extensions for better maneuverability, twin tails, and twin engines for better survivalbility—drawing on the same lessons of the Vietnam and Arab-Israeli Wars as the Americans had. Agility was paramount in the MiG-29’s design, as was simplicity and the ability to operate from forward airfields. Because of the latter, a complicated system of vents and doors over the intakes was devised to keep any foreign objects from being sucked into the engines. The intakes themselves were also variable to control airflow to the engines. Some emphasis was given to all-around visibility from the cockpit, as MiG-21 and MiG-23 pilots had complained of poor vision to the front and rear. Because it was meant to be used very close to the fighting front, range was not an important factor in the MiG-29’s design. Mikoyan-Gurevich meant for it to be a rugged aircraft that could maneuver with anything in the West’s inventory, and largely succeeded—despite not using a fly-by-wire control system.
The biggest drawback to the MiG-29 design was its radar. Because Soviet radar technology was still a generation behind that of the West, the multimode, look-down radar the Soviet V-VS desired was too big to fit in a smaller aircraft like the MiG-29. As a result, the radar from the MiG-23MF was adapted and modified. While the radar could track multiple targets, it could not pick out small targets at range and could only guide one missile at a time. This put the MiG-29 at a severe disadvantage: in hypothetical combat with a F-15, both pilots would detect each other at the same time, but the MiG-29 would be unable to respond until the range closed to visual range. Once at close range, the advantage would switch to the more maneuverable MiG-29, which compensated for its lack of long-range firepower by using both a helmet-mounted sight (which allowed pilots to engage targets “off-boresight” of the nose) and an infrared sensor mounted in front of the cockpit. The poor radar, combined with a poorly-designed cockpit, meant that the MiG-29 would not be able to reach its full potential. Nonetheless, it gave Soviet Frontal Aviation a dogfighter that was equal at short range with Western fighters.
The first MiG-29A prototype flew in October 1977; engine trouble which resulted in the loss of two prototypes led to delaying its entry into service until 1984 as the operational MiG-29B. By this time, it had been identified by US reconnaissance satellites as first the “Ram-L” and then as the MiG-29A, though only the prototypes had been given this designation. It was given the reporting name Fulcrum: when the name became known in the Soviet Union after its first public display in Finland in 1986, MiG-29 pilots liked the reporting name so much it was unofficially adopted. The MiG-29 would be extensively exported to Soviet client states.
The MiG-29’s combat experience was mixed: in engagements with F-15s during the First Gulf War in 1991, and F-15s and F-16s in the Bosnia and Kosovo Wars of the late 1990s, it came off second-best. Eleven MiG-29s were lost in air combat during these wars; several others were lost during the Eritrean War of 1999, ironically to Ethiopian Su-27s. 37 nations have operated or continue to operate the Fulcrum: this includes the United States, which purchased a number from Moldova to prevent them from being sold to Iran.The MiG-29 has been extensively upgraded by its operators, usually adding internal fuel, better avionics, and a much-improved radar. India has adopted the MiG-29K for use on its carriers. Some versions use Western electronics. Russian MiG-29s are being gradually upgraded to MiG-29SMT standard, though poor maintenance and aging engines has grounded the V-VS’ fleet on several occasions, as recently as 2009. Over 1600 MiG-29s have been produced, and it continues in production.
This MiG-29A had an interesting journey to its present position at the National Museum of the USAF at Wright-Patterson AFB, Ohio. It was one of several bought by the United States from Moldova in 1997, to prevent them from being sold to Iran. Though the majority of the Moldovan purchase were nuclear-capable MiG-29S variants, this one was a MiG-29A fighter--and an early version at that. During restoration for display, the museum staff was surprised to find that it was not only an early MiG-29A, but one of the six Fulcrums that visited Kuopio-Rissala, Finland in 1986--the first time the MiG-29 had been seen in the West.
Restored to its previous condition, this MiG-29A is painted in standard Fulcrum colors for the air superiority mission. The crest on the nose indicates a Guards unit--in this case the 234th Guards Fighter Regiment based at Kubinka, Russia. Guards units are those regiments that distinguished themselves during World War II.
The MiG-29 is an elegant fighter. This one also has something of a personal connection: my friend Theo van Geffen was one of the Western photographers at Kuopio-Rissala in 1986, and I still have the magazine he sent my family with those first pictures of this now legendary fighter.
The big transport looming in the background is a C-133A Cargomaster. Somehow I got pictures of every aircraft around it, but forgot to get a picture of the C-133...