The MiG-25 is a twin-engined all-metal monoplane

with shoulder-mounted trapezoidalshaped

wings, lateral air intakes, twin vertical
tails and slab stabilators. The various versions
of the aircraft are structurall identical, e!cept
the forward fuselage. The main structural materials
used are steel "about #$%&, aluminium
allos "''%& and titanium allos "#%&( other
materials account for ' % of the structure.
Fuselage
The MiG-25)s fuselage is an all-metal one piece structure
"ie, the aft fuselage cannot be detached for
engine maintenance or change&, formed mainl b a
fuel tank split into several cells welded from high
strength stainless steel.
The forward fuselage with the cockpit is made of
aluminium allos. Total length of the fuselage is
'*.5#'m "+,ft 2%in& for reconnaissance versions and
'*.,-'m "+-ft *in& for the trainer versions. .uselage
cross section area is 5.5,m2 "5*.+ft2&.
The fuselage is of monoco/ue structure with supplementar
lower longerons and beams. The centre
fuselage is formed b a welded steel fuel tank. The
main structural materials are 012-2, 012-5, 34-#5#,
21--, 34-5$- and 06-' high strength steel allos, 7'*T
aluminium allo and 8T,-' titanium.
The structural elements were mostl assembled b
automatic and semi-automatic contact and arc welding.
The fuselage is composed of various panels and
can be separated into the following sections9
- forward fuselage "pitot tube to frame 1o.2&
- ba aft of cockpit "frames 1o.2 and -&
- air intakes "frames 1o.2 to +&
- integral fuel cell "frames 1o.- to '2&
- aft fuselage "frames 1o. '2 to ',&
- tailcone "frame 1o. :and beond&.
The fuselage has 55 frames, '5 of which "some
sources sa ',& are principal load-bearing frames.
.rames 1o.' and 2 formed a ba, the upper half of
which is the pressurised cockpit and the lower houses
avionics.
The forward fuselage up to frame 1o. 2 is of monoco/ue
structure and is structurall different in the
interceptor, reconnaissance;strike and trainer versions.
4n the reconnaissance and reconnaissance;
strike versions "MiG-25<, )<=, )<=>, )<=2, )<=0, )<=.
and )<=2h& and the defence suppression MiG-25=M
the forward fuselage is composed of webs and stringers
to which skin panels made of 7'*T aluminium
allo are riveted. ?ameras and electronic intelligence
"3lint& e/uipment are mounted inside the forward
fuselage on a special pallet forming part of the loadbearing
structure. The pallet can be lowered on
cables for servicing and raised again b means of a
winch. @fter that the access hatch is closed b a cover
held b special bolts.
4n the interceptor versions "MiG-25A, )A7 and
)A72& the forward fuselage houses the radar set and
antenna dish( the latter is covered b an ogival dielectric
radome. The radome can be slid forward for maintenance
and is held b bolts on aflange mounting.
4n the trainer versions "MiG-25AB and )<B& the forward
fuselage houses the pressurised instructor)s
cockpit which is structurall similar to the main
"trainee& cockpit.
The pressurised cockpit located between frames
1o.' and 2 has a framework of metal profiles. The
canop is attached to a supporting panel and is made
of 3-2 heat-resistant ple!iglass. The opticall flat forward
panel is 2$mm "%in& thick and the blown side
panels and main portion are '2mm "';zin& thick. The
canop is opened and closed manuall b means of
an e!ternal handle and an internal folding strut. 4t is
held in the open position b the strut forward and a
retaining bar aft and secured in the closed position b
four locks. Aressurisation is ensured b an inflatable
ring seal. ?ockpit glazing is e/uipped with de-icers.
@ttachments for guide rails for the >M-' eCection
seat are attached to the cockpit floor at the bottom
portion of frame 1o.2.
The forward fuselage skin panels and access hatch
covers, canop support frame and cockpit floor are all
attached to fuselage frame 1o.'.
The cockpit terminates in a sloping bulkhead
"frame 1o.2& to which the canop support frame and
cockpit floor are attached. .rame 1o.2 has a mortise
for the nose landing gear unit and separates the cockpit
from the ba aft of it. The ba aft of the cockpit connects
the forward fuselage and the centre fuselage
"the fuel tank ba& and is an oval-section semi-monoco/ue
structure. The upper and side parts of the ba
house avionics while the lower part is the nosewheel
well. The ba is composed of panels made mainl of
7'*T allo. The skin panels are spot-welded to frames
1o.2a and 2b, and to web-frames 1o.2v, 2g and 2d,
longerons and stringers and incorporate a number of
access panels for avionics servicing.
The avionics ba and wheel well are separated b a
pressure bulkhead riveted to a longitudinal s/uaresection
beam assembled from metal angles. The hollow
beam carries the nose gear actuator and
downlock mounting and also houses control runs
accessible via the removable top section of the beam.
The nose gear attachments are located on frame 1o.-
and the actuator fitting between frames 1o.2v and 2g.
The ba is pressurised and heat insulated with
@T@D mats faced with @1T-5 fabric and bonded to the
ba walls. The access hatches are edged with rubber
seals and held b /uick-release fasteners.
The air intakes are stressed-skin structures with
frames and access panels carring part of the load.
The intake ducts run along the fuselage sides from
frame 1o.2, connecting to the engine inlets at frame
1o.+. The air intakes are rectangular in cross section
and have a sharp leading edge slanting steepl aft in
side view. =etween frames 1o.+ and 5 the air intake
duct section changes to circular. The flat inner faces
of the intakes are separated from the fuselage, acting
as boundar laer splitter plates, and are attached to
the fuselage b hinges and bolts. The boundar laer
air is directed into the engine bas via au!iliar intakes
at frame 1o.* for engine cooling.
The integral fuel tank between frames 1o.- and '2
is a one-piece monoco/ue structure welded from
high strength stainless steel allos "012-2, 012-,,
012-5and 21--&. The bottom part of the tank section
and some internal webs in the tank are made of heatresistant
7'*T aluminium. The structural elements of
this section are mostl connected b argon arc and
spot welding.
The centre fuselage tank section is the main loadbearing
part of the fuselage, absorbing loads from the
wings, the tail unit "via the aft fuselage&, the engines
and the landing gear, plus the e!ternal aerodnamic
loads and the pressure loads in the air intake ducts
and pressurised fuel tanks. 4t has eleven principal
load-bearing frames and is separated into si! bas b
bulkheads. Technologicall, the centre fuselage consists
of four parts9 tanks 1o.' and 2 "frames 1o.- to +&,
tank 1o.- "frames 1o.+ to 5&, tanks 1o., and 5
"frames 1o.5 to ''& and tank 1o.+ "frames 1o. '' and
'2&. These are made up of separate panels.
The mainwheel legs are attached to the fuselage
keel beam and to frame 1o.#, the downlock struts
being attached to frame 1o.*. The mainwheel wells
located between frames 1o.+ and * are closed with
two doors each.
The aft fuselage "frames 1o. '2 to ',& is a monoco/ue
structure with two principal load-bearing
frames "1o. '- and ',& madeof06-' steel and built-up
skin panels. 4t incorporates the stabilator booster
bas with access covers made of 21-- steel and stabilator
mounting beams made of 06-' steel.
.rames 1o. '- and ', serve as attachment points
for the vertical tails, ventral fins and stabilator mounting
beams. 4n addition, frame 1o.', is an attachment
point for the upper and lower airbrake actuators and
the rudder bellcranks. The upper airbrake has an area
of '.-m2 "',ft2& and a ma!imum deflection of ,5E( the
lower airbrake has an area of '.$m2 "'$.5+ftF& and a
ma!imum deflection of ,-E -$).
The tailcone consists of several panels. The internal
structure is made of steel and spot welded. The
e!ternal skin and webs are made of titanium and likewise
spot welded, then riveted to the steel internal
structure. The upper part of the tailcone begins with
the upper airbrake recess, continuing into the brake
parachute container with a 7uralumin cover and fittings.
The lower part of the tailcone incorporates the
lower airbrake recess. The tailcone is attached to
frame 1o.', with a double row of rivets.
The lower fuselage between frames 1o.* and '-
incorporates removable panels for engine maintenance
and removal;installation.
Wings
?antilever three-spar trapezoidal swept wings. Ging
span is ',.$'5m ",5ft ''-;,in& or ',.$+2m ",+ft '';2in& for
the interceptor and trainer versions, depending on
what tpe of wingtips are fitted, and '-.-#m ",-ft
'$%in& for the reconnaissance;strike versions. Ging
area for the reconnaissance;strike versions is +'.,m2
"++$.++ft2& including centre section, or ,' .8m2
",,'.'+ft2& without centre section. @spect ratio is 2.*,,
wing taper is -.'. <ecce;strike versions have a constant
,'E $2) leading edge sweep. 4nterceptors and
trainers have a kinked leading edge with ,2E -$)
sweep inboard and ,'E $2) outboard. Trailing edge
sweep is *E 2*) for all versions.
The wings use the Ts@G4 A-,,M airfoil section at
the roots with a relative thickness of -.5% and Ts@G4
A-'$'M section at the tips with a relative thickness of
,.5+%. <oot chord is +.*,-m "22ft *-;ein&, tip chord is
2.2-5m "5ft ,in&( mean aerodnamic chord "M@?& is
,.**2m "'+ft ,);2in.&. @nhedral is 5E, incidence is 2E.
The wings are cambered.
3ach wing panel is attached to the fuselage b five
bolts and fitted with flaps and ailerons. The wings are
made largel of welded 012-2, 012-5 steel and 8T,-
' titanium sheet. The main longitudinal elements are
the front, middle and rear spars and the front and rear
stringers. The leading edge and wing torsion bo! ribs
are punched from 012-, sheet. Most of them are
attached to the wing skin b means of )spacer bo!es)(
however, ribs 1os.2', 22, 2- and 2+ are attached
directl to the skin. The trailing edge ribs are made of
8T,-' titanium. 3ach rib is thus made in two parts and
spot welded during assembl. The detachable leading
edge is welded from 8T,-' titanium sheet. 4t houses
fuel lines and cable runs. The trailing edge
assembl is riveted and welded. @t the root it incorporates
attachments for the flaps and the aileron bellcranks.
3ach wing panel has four attachments for two
weapons plons, with reinforcement plates made of
28>hG21@ steel. 2pecial deflectors are installed on
the wing leading edge to keep water from getting into
the plons. The upper surface of each wing has a single
airflow fence riveted and welded from 7'*T sheet
and a shallow fairing above each hardpoint. The
ailerons) middle and outer attachments are made of
28>hG21@ steel and @>,-' aluminium allo respectivel.
The rear end of rib 1o.22 serves as the outboard
attachment point for the flap and the inboard
attachment point for the aileron.
The wingtips are welded and riveted structures fitted
with anti-flutter weights, radar warning receiver
aerials and static discharge wicks. The MiG-25 was fitted
with two tpes of wings featuring detachable or
permanentl attached wingtips. The detachable ones
are connected to the wing panels b four bolts. The
wing;fuselage fairing is a riveted structure with subframes
and skin panels made of 7'*T. 4t is detachable
and held b bolts with self-locking nuts. The internal
volume of each wing forms an integral fuel tank divided
b a hermetic bulkhead into a forward and an aft
section. The forward tanks are limited b the forward
stringer, the front spar, the root plate rib and rib 1o.-$.
The aft tanks are located along the entire span
between the front and rear spars, the root rib and rib
1o.--. @ll Coints are carefull welded to seal them.
The two-section ailerons are made chiefl of 7'*T
7uralumin and have riveted skins and a honecomb
core. @nti-flutter weights are incorporated into the
nose sections of the ailerons. 3ach aileron is '.5m "5ft
5in& long( total aileron area is 2.52m2 "2*.2+ft2&, ma!imum
deflection is H25E "on take-off and landing&.
The flaps also have riveted skins and a honecomb
core and move on two hinges. 3ach flap is '.*-2m "+ft
,in& long( total flap area is ,.-m2 ",+.2+ft2&, ma!imum
deflection is 25E. 3arl production aircraft "interceptors
up to c;n #,$sch$* and reconnaissance aircraft
up to c;n $2$26$,& had blown flaps which were
deflected ,5E on landing.
Tail Unit
Three-spar twin fins with spars, stringers and ribs of
0125 steel and @>-, 7uralumin and skins of 7'*@T
7uralumin. 6eading edge and trailing edge sweepback
is 5,E and ,E '#) respectivel( the fins are canted
#E outboard. The fins have an aspect ratio of $.**+, a
taper ratio of ,.++ and an airfoil thickness ranging
from , to ,.5%. 3ach fin is -.$5m "'$ft 8in& tall and
,.5+m "'5ft 5%in& long, with a -.22m "'$ft +%in& M@?.
Total vertical area is '+.$m2 "'52.'+ft2&. Aort and starboard
fin have different leading edges and tips. The
fins are attached to four fuselage frames "1os'' a, '2,
'- and ',&. The rudders have skins riveted to ribs and
stringers. The move on three hinges and have levers
at the bottom for push;pull rod connection. Total rudder
area is 2.'2m2 "22.#ft2&. Ma!imum rudder deflection
is H25E.
?antilever differentiall movable slab stabilisers
with 5$E 22) leading edge sweepback, an aspect ratio
of -.' and taper ratio of 2.*+. 2pan is #.5,m "2#ft 2in&,
though some sources state #.#m "2#ft '$%in&( area is
*.#'m2 "'$5.5ft2&. The stabilisers are carried on longitudinal
beams in the aft fuselage. The stabiliser hinges
were moved appro!imatel ',$mm "5;2in& forward in
'*5- to prevent elevator overcompensation The stabiliser
hinges are located at --% M@?. The trailing
edges of the stabilisers are deflected 2E upwards.
7eflection range is --2E to I'-E on take-off and landing,
diminishing to-'2E -$)and I5E in cruise.
Two ventral fins with riveted skins and ribs are
located smmetricall under the aft fuselage. The forward
portion of each fin is dielectric and can be
hinged sidewas( in flight position it is attached to the
aft portion b bolts. The aft portion is attached to the
fuselage frames b two bolts. The port fin incorporated
a brake parachute opening sensor actuated b
impact on touchdown. 3ach ventral fin is -.+m "''ft
*-;,in& long( total area is -.55m2 "-#.2ft2&.
Landing Gear
:draulicall retractable triccle tpe. @ll three units
retract forward. The nose unit is e/uipped with twin
>T-''2;2 or >T-''2@ brake wheels "5$$-2$$mm& and
levered suspension. The main units are e/uipped with
single >T-''';2@ or >T-'''@ brake wheels "',-$$-
-+$mm& and levered suspension.
@ll three units are fitted with automatic anti-lock
brakes. The steerable nose unit has two turn limits "for
low speed and high speed ta!ing&. <etraction and
e!tension is provided b a single hdraulic sstem(
emergenc pneumatic e!tension is possible in the
event of a hdraulics failure.
@ll three units are secured in the down position b
mechanical locks( the nose unit is additionall
secured b a hdraulic sstem cock preventing the
fluid from escaping from the actuator. Bpon retraction
the wheel wells are closed b doors which remain
open when the gear is down.
Gheel track is -.#5m "'2ft 5;2in&, wheelbase is
5,',,m "'+ft '$;2in&, though some documents /uote
wheelbase as 5.'-#m "'+ft '$%in&.
Powerplant
3arl production MiG-25s were powered b two
Tumansk <'5=--$$ turboCets "4zdele '5=& rated at
5,5$$kgp "'+,5-,lb st& dr or '',2$$kgp "2,,+*' 4b st&
in full afterburner. 6ater aircraft were fitted with identicall
rated <'5=7--$$ engines with modified accessor
gearbo!es.
The <'5=--$$ "<'5=7--$$& is a single-shaft turboCet
with a!ial compressor, can-annular combustion
chamber, single-stage turbine, afterburner and variable
"three-position& eCector nozzle. The engine)s
gross weight is 2,+#$kg "5,*$#lb&( overall length is
,.'m "'-ft 5%in& in )clean) condition and +.-m "2$ft
2in& with inlet duct, ma!imum diameter is '.5,m "5ft
#';2in&. Ma!imum e!haust gas temperature is #$$E?
during start-up and #2$E? in flight. Ma!imum engine
speed at full dr thrust is 5,$$$rpm.
The engines are installed in fuselage bas aft of
frame 1o.* separated b a longitudinal firewall. To
ease maintenance the engines are rotated '-E outboard
so that the accessor gearbo!es located at the
bottom of the engines face awa from each other.
The nozzles are inclined 2E -$) upwards and 'E ,+)
inwards for aerodnamic reasons. To reduce frontal
area the nozzles were moved so close together that
the distance between their centres is less than the
nozzle diameter "the nozzles effectivel overlap&.
Therefore, three inboard segments of each nozzle
were removed and a fi!ed central boat-tail fairing
installed so that the nozzle contours were slightl )flattened)
but unbroken.
The engines are installed in mountings attached to
fuselage frames 1o.'$ and ''. 3ach engine breathes
through an individual air intake. 4ntake cross section
and upper intake wall angle are adCusted b means of
a two-segment movable ramp. The forward segment
is perforated for sucking awa the boundar laer( the
aft segment is fitted with vorte! generators to energise
the airflow. 4n order to minimise losses in the intake
duct the intakes have a movable lower lip which can
be set in either of three positions.
To make the engines less susceptible to surging,
inlet guide vanes attached to a thin-walled clindrical
bod are located in front of the first compressor stage.
The engine bas are cooled b boundar laer
bleed air to protect the airframe and engine-mounted
accessories from overheating.
The engines are controlled b twin throttles located
in the cockpit. 3ach engine has a separate electronic
control sstem with an <<7-'5= electronic mode regulator
and a separate fire e!tinguishing sstem.
The main fuel grade initiall was T-+ kerosene "T J
Toplivo - fuel&, with T-5A as a substitute( <T "<eaktivnoe
Toplivo - Cet fuel& grade kerosene was later
found acceptable. The fuel is contained in ten integral
tanks - si! in the fuselage and four in the wings. <ecce
aircraft built before the mid-'*5$s had two additional
integral tanks in the fins. The wing tanks were split into
front and rear groups occuping almost the entire
internal volume of the wings. @ll the fuselage tanks
had a comple! shape.
The total fuel capacit of the reconnaissance;strike
versions is '5,5#$ litres "-,*5' 4mp gallons&. .uselage
tanks 1o.', 2, -, ,, 5 and + house 2,#'$ litres "+2,.,
4mp gallons&, -,22$ litres "5'5.5 4mp gallons&, -,$+$
litres "+#$ 4mp gallons&, 2,-,$ litres "52$ 4mp gallons&,
2,-5$ litres "52+.+ 4mp gallons& and 5-$ litres "'+2.2
4mp gallons& respectivel. The front wing tanks
housed 55$ litres "'22.2 4mp gallons& each, the rear
ones ',*'$ litres ",2,., 4mp gallons&. The fin tanks on
the reconnaissance aircraft held +$$ litres "'--.- 4mp
gallons& each. The accumulator tank held a further
'5$ litres "--.- 4mp gallons& and the fuel lines ,$ litres
"#.* 4mp gallons&.
The interceptors carried ',.55$kg "-2,'2$lb& of fuel
and the reconnaissance aircraft '5,$$$kg "--,$+#lb&.
@ 5,2#$ litre "','5- 4mp gallon& drop tank holding
,,,5$kg "*,#'$lb& of fuel can be fitted. The tank is
''.$5m "-+ft - in&, with a ma!imum diameter of ' m "-
ft --;ein&, and increases the total fuel load to '*,,5$kg
",2,#5*lb&. 3arl production MiG-25As and MiG-
25A72s had no provisions for a drop tank but the
MiG-25A7 can carr it on long range intercept missions
in overloaded condition.
Armament
The MiG-25A was armed with four <-,$ "4zdele ,+&
medium-range air-to-air missiles - two <-,$<s with
semi-active radar homing "2@<:& and two 4<-guided
<-,$Ts. The missiles could hit targets pulling up to ,g
in an evasive manoeuvre and were carried on underwing
plons, one of a kind under each wing. The
plons were fitted with @AB-#,-,+ launchers "@AB J
@vtomateecheskoe Aooskovoe Bstrostvo - automatic
launcher for @ircraft #, and Missile ,+&. The
upgraded MiG-25A7 and )A72 carries updated <-
,$<7, <-,$<7' and <-,$T7 missiles. 4t can also carr
two <-+$ or <-+$M short range air-to-air missiles on
twin @AB-+$-'' racks on each outboard plon instead
of a single <-,$. 4n this case onl 2@<: missiles are
carried on the inboard plons.
The reconnaissance;strike versions "MiG-25<=,
)<=>, )<=2, )<=0, )<=2h and )<=.& can carr up to
,,$$$kg "#,#'#lbs& of bombs( starting from c;n
$2$22$55 the bomb capacit was increased to
5,$$$kg "'',$22lbs&. The following combinations are
possible9
-four .ot@=-'$$-#$ flare bombs in pairs under the
wings(
-eight .ot@=-'$$-#$ flare bombs in pairs under the
wings and fuselage(
- eight .@=-5$$M-+2 :3 bombs in pairs under the
wings and intandem pairs underthefuselage(
- eight .@=-5$$M-+2 :3 bombs in tandem pairs
under the wings and intandem underthefuselage(
-ten .@=-5$$M-+2 :3 bombs in tandem pairs under
wings and in tandem pairs under the fuselage(
-ten .@=-5$$M-+2 :3 bombs in tandem pairs
under the wings and in triplets underthefuselage.
:eat-insulated .@=-5$$M-+2T bombs could be used
instead of regular ones. 2mall calibre nuclear charges
could also be carried.
The bomb armament of the air defence suppression
MiG-25=M is similar to the reconnaissance;strike
versions. .or combating enem radars the aircraft can
carr four >h-5#B anti-radiation missiles with a range
in e!cess of ,$km "25 miles&
Avionics and equipment
3!cept for the special mission e/uipment "including
navaids&, the interceptor and reconnaissance versions
have identical avionics. These include an
2<0MB-2@ air intake auto;manual control sstem, an
<-#-2M )3vkalipt) "3ucalptus& B:. radio, an <-#$2
:. radio, an @<>-'$ radio compass, an <0-'* "later
<0-'#& high altitude altimeter, an <0-, "<0-,@& low
altitude altimeter, a )2irena--M) "later 68-$+ )=eroza)
K=irchL& <G<, an M<A-5+A beacon, an 28-+-= "later
28-+*& MNO transponder, an 2<8-2A 4.. transponder,
an <-#,5<M "later <-#+,& :. radio, an <2=1-+2
)>orall) 2:8<@1 set, a )Aion--A) "Aeonia& antenna
feeder sstem, an 2AB-5 intercom, a A07-5 pitot
probe, a >>8-5 o!gen mask and bottle, a Tester-
BD6) flight data recorder, a A-5*' cockpit voice
recording sstem with an <4-+5 tape recorder "capable
of transmitting failure messages and distress signals
automaticall to ground control centres&, an
M2-+ )6ira) tape recorder etc.
@ll reconnaissance versions were fitted with the
)Aolot-' P automatic navigation and flight control sstem
including a )<omb-'>) 2:8<@1;@62, a 2@B-
'55A' "interceptors& or 2@B-'55<' "reconnaissance&
automatic flight control sstem, an 2>0-21-' "reconnaissance&
or 2>0-21-2 "later 2>0-216-2, interceptors&
course sstem and an 202-A1-5 navigation data
link sstem.
8perating in concert with ground 7M3;7. and
localiser;glideslope beacons, the )Aolot-' P ensures
automatic climb with subse/uent transition to cruise
at pre-set altitude and speed, auto route following
"using reference points, including four airfields which
could also be used as staging points&, auto return to
home base or one of three reserve bases, manual
diversion to an airfield not programmed for the flight,
auto landing approach down to 5$m "'+,ft&, goaround
and homing in on a marker beacon.
Throughout the sortie the pilot sees his position
relative to the airfield or wapoints "given in co-ordinates&.
The )Aolot-' P is connected with the radar and
the weapons aiming sstem and thus can direct the
aircraft to the area where the target is. The sstem
enables the MiG-25 to operate da and night in 0.<
and 4.< conditions in automatic, semi-automatic and
manual modes.
The interceptors) avionics suite is built around the
weapons control sstem "G?2&, ensuring it can intercept
and destro targets with missiles da and night in
0.< and 4.< conditions. The MiG-25A)s G?2 is based
on the )2merch-@) radar "<A-25, or 4zdele 52$&
superseded in the mid-'*5$s b the improved
)2merch-@2)"4zdele 52$M&. The MiG-25A7;A72 is fitted
with a )2apfeer-25) "2-25, or <A-25M or <A-25M1&
radar. The radar can detect a medium sized target at
more than '$$km "+2.5 miles& range.
=esides radar, the G?2 of the MiG-25A7 and )A72
includes the TA-+22h 4<2T sstem, the @0M-25 analogue
computer and the A@B-,5- pilot actions monitoring
sstem "the modern e/uivalent of a gun
camera&. The G?2 enables the aircraft to detect targets
b means of radar, regardless of enem 3?M or
ground clutter and to covertl attack targets in the rear
hemisphere "ie without switching on the radar or
switching it on ver briefl&, using the 4<2T set. The
G?2 is connected with the 4.. sstem.
The interceptors are fitted with a command link sstem
receiving, decoding and indicating instructions
coming in from ground control centres. The sstem
could also work the other wa around, relaing messages
to ground control. The MiG-25A had the old
)6azoor) sstem, whereas the MiG-25A7 and )A72
was fitted with the =@1-55 sstem integrated with the
ground-based )6ooch-') guidance sstem.
<ecce;strike versions were e/uipped with the
)Aeleng-7) navigation;bombing sstem "later replaced
b )Aeleng-7<) and still later b )Aeleng-7M)&, comprising
the )@nis-#) 412, the 7422--2 7oppler slip;drift
meter, theTs0M-'$-'55 )8rbita-'55) digital computer
etc. 8ther mission e/uipment included @-5$M, @;3-
'$, @-52, 2,5-@<3 da cameras and the 1@-55 night
camera "chiefl on the MiG-25<, )<=,)<=1and)<=T&,
the )<omb-'>) 2igint pack, 7422-5 7oppler slip;drift
meter, the 2<2-,@ or 2<2-,= 2igint pack "4zdele -$@
or QRS& on the )<=, the 2<2-* 0irazh) 2igint pack
"4zdele -'& on the MiG-25<=0, the )>oob--M) 2igint
pack on the MiG-25<=>, the )2abla) 26@< "4zdele
'22& on the MiG-25<=2, the )2hompol) 26@< on the
MiG-25<=2h, the )2har-25) 2igint pack on the MiG-
25<=., the )Taguar) targeting sstem on the MiG-
25=M and 2A2-',', 2A2-',2, 2A2-',- or 2A2-'5'
3?M sets "depending on the aircraft model&.
Electrical system
@? and 7? sstems. Main power "2# volts 7?& is produced
b two G2<-'2>42 generators feeding separate
circuits. 3ach includes a '52?2-,5= silver-zinc
batter. 3ach engine drives an 2G>-'';'.2>42 "or
2G>-'';'.5>42-M& generator producing 2$$;2'5 0
",$$:z& three-phase @? via a AA8-2$ constant-speed
drive "?27&, also feeding two circuits. 3arl MiG-25As
and reconnaissance versions had a single-phase @?
sstem. 2ome e/uipment uses -+ volts;,$$:z @?(
therefore, each circuit includes a T-'.5;$2 transformer.
4f the port circuit fails all e/uipment can be run
b the starboard transformer( if the starboard circuit
fails, '2$ volt @? is supplied b the AT8-'$$;'*$$ @?
emergenc converter. @ failure indication sstem is fitted
and large power consumers are shut down automaticall
if a circuit fails "to ensure that enough power
is available for vital e/uipment for at least '5 minutes
during landing&.
Hydraulic system
The MiG-25 has two independent hdraulic sstems
"general and flight control booster sstems&. The
booster sstem powers one clinder of each twinclinder
booster controlling the stabilisers "=B-'5$&,
ailerons "=B-'5$3& and rudders "=B-'*$& and operates
the emergenc wheel brakes along with the general
sstem.
The general hdraulic sstem powers the other
clinder of the stabiliser, aileron and rudder boosters.
4t is also responsible for landing gear, flap and airbrake
operation, normal wheel braking, wheel braking
when the aircraft is towed, mainwheel auto
braking during gear retraction, air intake ramp operation
and emergenc retraction, lower intake lip operation,
nosewheel steering and @AB air intake closure
after engine start-up.
The sstems use Grade 5-5$2-- silicon-based
hdraulic fluid. The general and booster sstems sstem
use 5- litres "''.5 4mp gallons& and -$ litres "+.+
4mp gallons& of fluid respectivel.
The sstems are powered b 1A-5$@ engine-driven
variable-discharge rotar-piston hdraulic pumps
coupled with fluid reservoirs. 2stem pressure is '#$-
2'$ kg;cm2 "2,55$--,$$$psi&. The pumps are driven
via fi!ed ratio drives and the output is in direct proportion
to engine rpm. .or added reliabilit, each sstem
is served b two pumps driven b different engines(
this makes sure that both sstems sta operational in
the event of an engine failure. Thus, the intake ramp of
the failed engine remains operational, enabling a
relight "unless, of course, there is a catastrophic
engine failure and restarting is out of the /uestion&.
Pneumatic System
The pneumatic sstem includes three independent
subsstems9
-a main sstem,
- an emergenc sstem and
- an avionics pressurisation sstem.
The main sstem pressurises the cockpit, controls
the wheel brakes, canop de-icing, fuel dump lines,
generator cooling vents, automatic and manual brake
parachute opening and manual parachute release,
@AB air intake opening. 4t also operates the winch for
lowering and lifting special mission e/uipment pallets
and controls nitrogen pressurisation of the fuel tanks.
The emergenc sstem is responsible for emergenc
landing gear e!tension and adCusting the
intake ramps for landing. The third sstem pressurises
the avionics bas and radar;2igint set "on interceptors
and reconnaissance;strike versions respectivel&
cooling water tank.
?ompressed air for all three sstems is stored in
bottles -', litres "-.' 4mp gallons& in the main sstem,
'$ litres "2.2 4mp gallons& in the emergenc sstem
and 2 litres "$., 4mp gallons& in the avionics pressurisation
sstem.
Air onditioning System
The air conditioning sstem maintains the re/uired air
pressure and temperature in the cockpit and avionics
bas. The sstem uses air bled from the engine compressors
at about ,$$E? and '.' kg;cm2 "'5.5psi&,
supplied at a rate of about #$$kg;hr "',5+-lb;hr&. The
air is cooled in primar air-to-air heat e!changers and
a water radiator and then fed to two subsstems, one
for the cockpit and one for the avionics bas, at a rate
of about 2,$kg;hr "52*lb;hr& and 5+$kg;hr "',2-,
4b;hr& respectivel.
4n each subsstem the air is further cooled. The
cockpit subsstem uses another air-to-air heat
e!changer and a turbo cooler( the avionics subsstem
has a turbo cooler installed on the starboard
engine. ?ockpit air conditioning air is supplied at -5E?
and $.,5 kg;cm2 "+.,psi&, while avionics cooling air
comes at -2$E? and about $.$55 kg;cm2 "'.$5psi&. The
capacit of the air conditioning sstem is enough to
keep cockpit temperature at a comfortable 2$E?.
8!gen and 6ife 2upport 3/uipment
The MiG-25 is e/uipped with a >>8-56A o!gen sstem
which supports the pilot throughout the altitude
range if the cockpit remains pressurised or up to
'',$$$m "-+,$#*ft& in the event of decompression.
7uring eCection the sstem automaticall switches to
the >A-25M portable o!gen bottle with a sufficient
o!gen suppl to last the pilot all the wa down.
The pilot)s clothing includes a Gsh-+ pressure helmet
for high altitude operations "or D2h-5 or D2h-5
light helmet for lower altitudes&, a 0>>-+M pressure
suit or 0>-- ventilated fling suit. .or over-water oper-
ations a 0M2>-, or 0M2>-2M marine high altitude
rescue suit, an @2A-5, lifebelt or @2Dh-5# lifeCacket
and a pair of gloves is provided. 4f the aircraft was to
operate in an nuclear, biological or chemical "1=?&-
contaminated environment the pilot was supplied with
a )>omplekt-6) 1=? protection suit. The >M-'M eCection
seat contained a survival kit, including an inflatable
dingh, a )>omar) "Mos/uito& emergenc radio
beacon and the usual signal flares, food ration, hunting
knife, fishing gear etc.
!e"icing System
The cockpit canop has ethl alcohol de-icing. The
de-icing sstem is actuated b a button. Two or three
seconds of operation are usuall enough to clear
awa the ice( if not, longer operation is possible.
Flig#t ontrols
The slab stabilisers and ailerons are controlled b
means of the stick and the rudders b means of the
rudder pedals located on the central console. 6ateral
stabilit is enhanced b differential stabiliser deflection,
with a special sstem countering aw during
asmmetrical missile launch.
The control surfaces are actuated b irreversible
twin-clinder boosters. 3ach stabiliser is actuated b
a =B-'5$ booster, the ailerons b a single =B-'5$3 "3
- eleron& and both rudders b a single =B-'*$. 3ach
booster is powered b both hdraulic sstems at
once, one sstem per clinder. The stick and pedals
are spring-loaded for )artificial feel). Tailplane deflection
is limited b an @<B-*$@ regulator changing the
tailplane actuator ratio to prevent e!cessive elevator
inputs at low altitude and high 4@2. The same regulator
also altered the stick forces proportionatel with
speed.
Trimming to reduce stick and pedal loads is made
b means of an MA-'$$M mechanism substituting for
trim tabs.
The control runs are of mi!ed tpe, with double
cables in the fuselage spine and push-pull rods elsewhere.
The aircraft is e/uipped with an 2@B-'55 automatic
flight control sstem "2@B-'55<' on the reconnaissance;
strike models and 2@B-'55A' on the interceptors&
with a view to enhancing combat efficienc,
reducing pilot fatigue, increasing flight safet and
allowing operation in adverse weather. The sstem
operates the control surfaces b means of <@B-'$5@
telescopic push-pull rod actuators
E$ection System
The eCection sstem includes the canop Cettisoning
mechanism and the eCection seat proper. 3arl MiG-
25s had the >M-' seat, replaced b the >M-'M on late
production aircraft. The >M-'M seat permitted eCection
at up to 2$,$$$m "+5,+'+ft& and ',2$$km;h
"55$mph&. 4t could be operated on take-off and landing
at speeds not less than '-$km;h "#' mph&.
%ra&ing System
@ brake parachute container is located at the aft
e!tremit of the fuselage spine above and between
the engine nozzles. The parachute is opened automaticall
on touchdown, triggered b a sensor in the
port ventral fin. The parachute container is made of
Tekstolit) "a cheap composite material&( its size was
changed in '*55 when new parachutes were introduced.
The total area of the two brake parachutes is
5$m2 "5-#ft2&.
=raking in flight is done b means of two airbrakes
located above and below the aft fuselage, with a
deflection of ,5E.
Fire E'tinguis#ing System
The port and starboard engine have separate fire indication
sstems with ionisation sensors and separate
fire e!tinguishers. 3ach fire e!tinguisher bottle holds
+.55kg "',.##lb& of '',02 chlorofluorocarbon "?.?&.