Military Review

MAX-2015, NIK MiG 1.44 MFI exposure

The MiG 1.44 MFI (from a multifunctional front-line fighter; the series was to receive the name MiG-35) is an experimental Russian prototype of the fifth generation fighter. We were not allowed to take pictures of the engine, although it is covered with covers and even anyone passing by the fence could have done this without asking anyone. And so we were allowed inside the fence and we took some pictures of this aircraft.

29 February 2000 was the first time that an experimental fighter jet of the Russian Aircraft Manufacturing Corporation (RSK) MiG, known as Item 1.44, took off the ground. The test flight took place at the flight test and development base (LI and DB), located at the airfield of the Flight Research Institute. M.Gromov in the suburban town of Zhukovsky. The flight, which lasted 18 minutes (from 11: 25 to 11: 43 Moscow time), was carried out in full accordance with the task. The aircraft gained an altitude of about 1000 m, flew two laps over the airfield at a speed of 500-600 km / h, after which it successfully completed the landing.

Work on the 1.42 program began as early as the end of the 70-s, when priorities in the requirements for the future fighter were outlined. They should have been the following areas:

- multi-functionality, assuming equal opportunities in actions on air and ground targets;
- small visibility in all spectra (visual, radar, thermal and electromagnetic);
- super-maneuverability, which involved the implementation of unconventional methods and tactical elements of air combat, as well as expanding the range of possible flight regimes without reaching the brink of stalling and stalling;
--- supersonic cruising flight speeds, allowing to carry out an energetic air combat manner, imposing initiative on the enemy and a quick response to the changing tactical situation.

Preliminary common features of the fighter, which received the temporary cipher KB of the product 5.12, took shape at the beginning of the 80-s. The name, to preserve secrecy, was given by analogy with what was used in the working documentation on the MiG-29, with further refinement of the modification (9.12, 9.13, 9.15 and others). Thus, even with an accidental information leakage, the impression was created that this was one of the variants of the MiG-29. The general management of the topic was carried out by the General Designer Rostislav Belyakov, the chief designer was Georgy Sedov (later replaced by Yuri Vorotnikov).

When designing it, all the same requirements were based on it, but priorities changed somewhat:
supersonic cruising speed;

The implementation of quite contradictory requirements required a large amount of research. The shift in emphasis led to significant differences in the MFIs scheme from the fighters of the previous generation that entered service: they had to abandon the integral layout, which significantly increased the mid-section and contradicted the requirements of cruising supersound, the wing lost its influx and acquired positive transverse V, new control surfaces were proposed, for which had to find a name. At the same time, in the IFIs, according to one of the designers, an evolved MiG-25, a high-speed fighter that had grown to a qualitatively new level, was viewed. The aerodynamic concept of MFIs was worked out at TsAGI, which recommended the following solutions for their implementation:

- Scheme duck, beneficial both in terms of maneuverability, and the best bearing properties, with rear centering, unstable statically;
- a large area and triangular wing with a sweep on the leading edge of the 40-45;
- deviation of the thrust vector of the engines to improve take-off performance and ensure super-maneuverability;
- adjustable adjustable air intake, supersonic and subsonic, as well as at low speeds and high angles of attack and having less radar visibility due to shading from above with the fuselage;
--internal or conformal placement of weapons.

The draft design of the IFI was submitted to the leadership of the Air Force and was successfully defended by the state commission. After passing through the mockup commission that approved the look of the IFI, the refinement and refinement of its scheme continued. The first working drawings for the 5.12 product were already released in the 1986 year, but the original edition (under this term, adopted in the KB practice, is another option in the process of creating a machine) has undergone significant changes. In addition to attracting a mathematical apparatus and a huge amount of blowdowns in TsAGI wind tunnels (not all processes are miscalculated - vortex aerodynamics, which became the basis for mastering large angles of attack, requires full-scale experiments), 5.12 product research on large-scale controlled flying models was launched.

Four-meter half-tone models discharged from a helicopter suspension went into extreme modes, demonstrating the behavior and controllability of a future car at supercritical angles of attack and helping to master techniques for getting out of dangerous conditions.

These tests were not going smoothly. The records made it possible to judge the effectiveness of certain solutions, they were studied by test pilots who received a unique opportunity to evaluate the behavior of the future aircraft, especially in hazardous conditions. In flight models with conventional mechanical control by the 1990 year, it was possible to achieve sustainable behavior without a tendency to stall at corners up to 60 and spin characteristics, enviable, and for machines of stable scheme. In itself, this was promising, as it was previously believed that a statically unstable aircraft of a similar layout, not equipped with a control system with an artificial stability preservation, was practically uncontrollable.

On the basis of continuing research, changes were made to the design. Innovations were introduced at the first prototype assembled at the plant at the design bureau. Work on it began in the year 1989, already under the code project 1.42. By 1994, the project underwent six revisions, four of which were tested on flying models.

Originally it was planned to equip the aircraft with engines with flat nozzles, reducing radar visibility and shielding disks of turbines. However, this design, at first glance, more simple, proved to be difficult to implement because of the poor distribution of temperature fields in the nozzle box during the transition from circular to rectangular, which threatened to burn through the walls. The transition to the flat nozzles had to be postponed, but in the meantime the engines managed to control the thrust vector by deflecting the usual round adjustable nozzles, and from 1991, they were introduced into the main editorial board.

The wing of the MFI with a straight leading edge without the influx differed from that which was generally accepted on previous generation fighters. The formation of vortices flowing down the leading edges and having a positive effect on stability are called upon to carry out PGO mounting beams, the location of which had to be painstakingly selected experimentally - the optimum drift and the descent of the vortices forming the wing flow depend on their installation, thickness and height. This is especially significant with the adaptive design of the wing, when the joint work of the deviating socks and flaperons changes the pattern of flow, adapting the wing to the flight mode.

The task turned out to be difficult: the first two editions with a clean CSO were replaced by the next one, in which the CSG blades (the term stabilizer lost its meaning, since the MFI's front plumage performs mainly other functions) received an impressive whirling tooth. In practice, this solution has already been used in the development of the MiG-23 - then a rotary cantilever was equipped with a tooth, and then a center-plane influx, which had a positive effect on maneuverability.

The corresponding transformation has undergone and placement of weapons. A variant of the internal cargo compartment in the upper part of the fuselage was being worked out, from where rockets would be thrown out by hydropneumatic pushers after the flaps were opened (a design worked out on the MiG-31, albeit with underfusual half-wall placement). Such a placement promised some advantages, facilitating the capture and launching of targets for over-and-over maneuvers. However, it would inevitably cause problems in operation - to lift rockets to four meters high, the mass of which even the lightest Р-73М exceeds 100 kg, and long-range missiles reached 300-400 kg, special cranes and platforms for each aircraft would be required - too expensive, cumbersome and completely unacceptable solution for domestic practice. As a result, the armament compartment occupied a more fitting position in the lower part of the fuselage, where the missiles could be suspended directly from the carts with the help of known simple means.

MFI was supposed to get a new generation radar with a phased antenna array. This design has much greater speed and efficiency than conventional radar with a rotating antenna mirror, less mechanically complex and more resistant to damage. The radar protection of the tail with the detection of the enemy in the rear hemisphere and target designation of missiles, including with a reverse launch, launched backward on the flight (this technique was developed for the P-60 and P-73 missiles) was a novelty in the weapons complex.

In the meantime, there were problems with building a prototype machine. By the end of 1991, the entire Soviet military industrial complex went into a violent crisis. The defense lost its former privileged status, the funds allocated were catastrophically reduced, and many knowledgeable specialists left the enterprises and design bureaus.

With regards to MFIs, this had depressing consequences: the allocated finances were dissolved in the depths of the military-industrial complex, and the construction of the machine stopped at times. In addition, for example, when installing the control system, the Nizhny Novgorod plant Gidromash did not agree to install steering cars without prepayment. Other systems that had to be conserved were also incomplete. Not getting along with the new leadership, test-pilot Mikhail Kvochur left the company, who was to lead the IFI.

In the end, the aircraft, although not yet equipped with part of the units, was transferred to LII at the beginning of 1994. In December, it was the first high-speed taxiing with the separation of the front rack. After that, the era of stagnation came again. The plane was gathering dust in the hangar, and its display, expected from year to year, was constantly postponed under plausible excuses. The vacuum was filled with stupid information from representatives of the company and MAP, confirming the existence of a new fighter (which was unusual even with the arrival of publicity - not a word was said about the presence of Sukhovsky C-37 until its first flight).

The aircraft was shown on 12 on January 1999 of the year at LII, where many journalists, military attaches of foreign countries and a large contingent of domestic dignitaries, including members of the government, were sent by 1.42, were invited. Among those who arrived in Zhukovsky were Russian Defense Minister Igor Sergeyev, Air Force Commander Anatoly Kornukov, Economy Minister Andrei Shapovalyants and presidential aide Yevgeny Shaposhnikov.

As for the aircraft itself, the sample shown was somewhat different from the 1.42 project in its complete design. Therefore, the first flight model of the MFI was built by the 1.44 product with a well-defined and rather narrow purpose — evaluating the aircraft in the air, determining the characteristics of its behavior and controllability, as well as running new engines.

The aircraft is a single-seater monoplane duck scheme with two-tail, according to the domestic classification is close to a heavy fighter. Among the few published characteristics, the wingspan was 15 m, the length was 20 m and the maximum take-off weight was about 30 t. The carbon plastics and polymer composites are widely used in the design, whose share in the total mass is about 30%.

The design of the MFI made of composites made panels of the wing, PGO, covers and sash hatches.
Another novelty - light and durable (but expensive) aluminum-lithium alloys are 35%, steel and titanium - 30%, another 5% falls on other materials (rubber, glass, etc.).

Cruising supersonic should provide two AL-41F turbofans, created by NPO Saturn. Engines equipped with swiveling nozzles have a maximum afterburner thrust of 14000 kgf with a dry weight of 1585-1600 kg. With a normal take-off mass, they provide the aircraft with a thrust-to-weight ratio of the order of 1,3. The assigned resource of AL-41F before the first repair is equal to 1000 hours, the resource of moving parts of nozzles is 250 hours (it is planned to increase it to 500 hours). The engines passed the full range of flight tests at the MiG-25 flying laboratory (306 board). The maximum speed of the MFI should be M = 2,6, and the long-term cruising, achieved without boosting, should be M = 1,4-1,6. The afterburner is considered as a short-term combat when you catch up with the enemy or provide a tactical advantage.

The aircraft is equipped with a ventral air intake, divided into two sections (each servicing its own engine). The air intakes have an upper adjustable horizontal wedge and a lower lip that is deflected, providing smooth control of the flow at the inlet. The design of the input device provided for the 1.42 differs in the arrangement of the lateral bevels and the vertical central wedge, which are more advantageous in terms of stealth. Engine nozzles should also be flat to reduce visibility (by the way, the opinion of a larger IR signature of round nozzles does not correspond to reality - from the rear angles, the detection of IR systems more depends on the degree of bypass ratio of the engines and mixing of the flow that dilutes it with cold air, as well as flame tube profiling and turbine shielding.The 1.42 equipment is also provided with an air refueling system

The lower location of the air intake is also advantageous for the requirements of high maneuvering characteristics, allowing you to avoid disrupting the flow during intensive maneuvers with access to large angles of attack and turns. The aerodynamic scheme of a duck with high load-bearing properties is subordinated to the same (we recall that in an aircraft of a classical scheme, the stabilizer eats up part of the lifting force, while the PGO of a duck gives its positive component). In addition, PGO performs the functions of damping when reaching the critical angles.

The rich wing mechanization — two-section deflectable socks, ailerons and two pairs of flaperons occupying almost the entire front and rear edges — is connected to an electric-powered digital control system that controls the behavior of a statically unstable machine. Its characteristics make it possible to achieve a true symbiosis of the airframe, thrust vectoring engines and on-board equipment, at the same time simplifying the work of the pilot, increasing the sensitivity of control and protecting the machine from going to extreme and extreme modes. In total, the aircraft carries seven pairs of control surfaces, including unconventional ones, such as the rudders on the lower keels and flippers in the root parts of the wing.

The decrease in radar visibility, achieved, in general, by the layout of the aircraft and the radio absorbing coating of its surfaces, can be assessed by 1.44 only by specific design solutions, which reduce the EPR and screen some aggregates that are particularly noticeable in this spectrum. Coverage is not necessary for the initial flight tests, the aircraft does not carry (which was formulated by the developers as the task of the next stage. In addition to the overall layout with smooth contours, including an oval, flattened section of the fuselage, concealment is facilitated by the internal placement of weapons and engine compressors shelter, also giving noticeable irradiation bursts. The air channels leading to them are S-shaped. You can be sure of the effectiveness of this solution by looking into the air inlets: you can only see the curved surface of the channels themselves, going up to bypassing the weapons compartment and completely hiding the input disks of compressors. The gaps in the ailerons, flaps, wing socks and rudders are perfectly minimal.The same unobtrusive technology also submits the installation of the spaced keels on the wing with 15 outwards.

At the same time, a number of solutions, albeit related to the individual features of 1.44, do not fit into modern ideas about ways to reduce EPR: lower keels, which play the role of corner reflectors, disregard of tested sawtooth edges of hatches and panels, angular keel, wing and fuselage joints, Gargroth with the same angles.

Tricycle landing gear with nose wheel. Nose rack with two wheels 620x180 retracts downstream. Due to the tight layout in the area of ​​the air intake, it does not fully fit into the niche and the two doors that close it have a convex trough-shaped shape. The main racks with depreciation of various types are retracted forward. They carry low pressure 1030x320 wheels with ventilated brakes. The use of wheels of the same type as on the Su-25 and Su-27, due to the desire to simplify the design of the experimental machine.

Nose rack

The device of the moving part of the lamp when opening rises on two levers with simultaneous shifting back. Such kinematics can significantly reduce the effort required when opening (with a 10 mm glazing thickness, the lid weighs more than 150 kg) and makes it easier to drive. At the same time, the gaps around the perimeter are quite large, and the glazing itself has a yellowish tint, not because of the gold plating shielding the radiation from the cabin sources, as has been asserted here and there. The secret is much simpler - it is a hereditary disease of heat-resistant glazing of Mikoyan fighters, known for the MiG-25 and MiG-31.

1.44 does not carry armaments, however, bays are reserved and units for its installation are laid. The fighter will carry a built-in 30-mm cannon with an increased effective fire distance, and its embrasure will be closed by a moving flap to reduce radar visibility and for high-speed flight requirements (a similar solution was used on the MiG-31). In the internal compartment, 1.42 will be able to accommodate most types of existing air-to-air and air-to-ground missiles on ejection installations, as well as 5-generation air combat missiles specially designed for MFIs.

Heavy missiles, bombs and outboard tanks can be suspended on three pairs of underwing holders, the nodes of which are also embedded in the wing structure. However, the external load options are not basic, increasing visibility and not allowing supersonic flight.

1.44 does not carry the full range of aim-navigation equipment, limited only by the necessary flight systems (this explains the small cone of the non-standard radar, and some radio transparent fairings on the first machine are simply made up). At the same time, all units of the complex were tested, including at flying laboratories. The aircraft was supposed to install a 5-generation Doppler radar with a phased antenna array, which allows tracking more than 20 targets and simultaneously attacking 6, as well as sighting equipment of optical and IR channels for detecting, tracking and targeting in low visibility. The use of such equipment is considered as a priority under the terms of secrecy (radar gives the aircraft a powerful radiation).

To accommodate the radar rearview and onboard station jamming provided compartments in the keel beams.
Much attention is paid to the automation of problem solving, which is particularly significant in the internal deployment of weapons, when missiles hidden in the GOS compartment need external targeting from aircraft systems to the very moment of launch. In the interaction of the pilot and the machine, I see the principles of the maximum-hit and start-up-forget.

The estimated cost of the MFI came under 70 million.

In parallel with the work on a multifunctional front-line fighter based on the basic design, variants of the reconnaissance aircraft, the ship-based fighter and other modifications were worked out.

In 1999, it was decided to give priority to the developments of the Sukhoi Design Bureau, and to include MAPO MiG in its composition. The motives were probably the high declared price of the MFIs and the statements of M. A. Pogosyan about the superiority of C-37 over the MFIs for TTX and the possibility of launching it into a series in the near future.

Despite this, work on the MFI continued, and 29 February 2000, the first prototype of the MiG 1.42 still rose into the air. The first flight of the 1.44 took place at the airfield of LII im.M.M.Gromova in Zhukovsky. 18 minute flight took place at a speed of / hour. The plane was piloted by test pilot Hero of Russia V.Gorbunov. However, the new head of the design bureau was not interested in the further development of another project, despite the failures of its own C-37 and the high level of readiness of the MFI, which could already be put into mass production at Sokol. As a result, in 2002, the government issued a resolution on the establishment of the PAK FA, which finally buried both the MFI and C-37.

27 on April 2000. 1.44 made a second 22-minute test flight. In flight, a number of aircraft and propulsion systems were tested, and, besides, unlike the first flight on a fighter, the landing gear was released and retracted.

At 2013, the only flight copy is in the LII. MM Gromov in Zhukovsky, abandoned in the open. It was decided on the final conservation of the specimen in the hangar.

In August 2015. MiG Russian Aviation Corporation has announced the resumption of work on a light promising fighter. aviation experts suggest that they will be based on developments on the project 1.44.

The mechanization of the rectilinear trailing edge of each wing console includes two-section elevons.

Front horizontal tail - all-turning. It is located above the plane of the chords of the wing. There is a vortex-forming "canine" on its nose. PGO is used not only as a body of aerodynamic control of the aircraft. When flying at high angles of attack, it is involved with the wing in creating lift.


The cabin is equipped with a modern display system. The pilot can choose the required amount and type of information on the multifunctional electronic indicators.
The structure of the cabin equipment was planned to include a special on-board device for assessing the physical condition of the pilot KSL. It will not only inform the pilot about the overload levels beyond his organism, but will also automatically take the aircraft to a safe mode if the pilot loses consciousness.
The aircraft’s navigation equipment had to include inertial and satellite navigation systems, a radio navigation system for near navigation and landing, a radio altimeter and other equipment used on the aircraft of this class.

General view from the board of the Tu-155.

The airplane's lantern is two-piece, in configuration it is close to the lantern of the MiG-29 fighter. The lantern smoothly passes into the grotto, ending in the area of ​​the engine nozzles by the steamer. In the central part of the fuselage are the main fuel tanks, S-shaped air ducts of engines and niches for cleaning the main landing gear supports. In the air intake gondola there is a niche for cleaning the front landing gear.

Small parts

Theoretically, the state of the aircraft allows you to take off, but in practice this will require serious organizational preparation and huge resources.
In LII named after Gromov reported that in the year for the maintenance of the aircraft in the hangar can cost about 8 million rubles.

The aircraft with the 1.42 code is the prototype on which the MiG design bureau technology was tested according to the I-90 project. Built 1 prototype (1994), which was used for static tests.

The aircraft with the 1.44 code is a modified 1.42. He had to go into mass production and enter the army. 1 instance was built (1999), 4 was still at the Sokol plant at different degrees of readiness at the time of project closure. (Our board)

The aircraft with the 1.46 code is a deep upgrade of 1.44, significantly superior to it in TTX. At the time of closing the project was preparing for the construction of a prototype.

Crew: 1 people
Length: 17,3 m
Wingspan: 11,99 m
Height: 4,73 m
empty: 18000 kg
maximum take-off weight: 23500 kg
Engine: twin-turbojet with afterburner and thrust vector control AL-41F
Thrust: afterburner: 2 × 18000 kgf
Maximum speed: up to 2400 km / h
Top speed at height: 3180 km / h
Maximum speed at the ground: 1500 km / h
Practical range: 4000 km
Service ceiling: 20000 m
EPR: less than 0,3 m²
Cannon: 30 Built mm gun GSH-30-1
Combat load: up to 12000 kg
for air combat, in the weapons bays: 12 × P-77 or P-73
against ground targets, in weapons bays: 2 × X-55, X-61, X-41, or 8 × X-29, X-31, or 12 × CAB-500, ODAB-500
Suspension points:
Internal: 12
External: 8
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  1. Bayonet
    Bayonet 6 September 2015 07: 01 New
    Why does he have a crumpled skin or something? It seems as if "on the knee" is made ... Yes, and it was possible to put in order for the exhibition - it’s some ragged, dirty ...
    And for the detailed review - thanks!
    1. Alexander Romanov
      Alexander Romanov 6 September 2015 07: 03 New
      Quote: Bayonet
      Why does he have a crumpled skin or something? It seems as though "on the knee" is made ..

      This is age request
      1. Bayonet
        Bayonet 6 September 2015 08: 44 New
        Quote: Alexander Romanov
        This is age

        Wrinkles? smile
        1. Nikolaitch
          Nikolaitch 6 September 2015 23: 40 New
          Of course I understand everything, but vague doubts torment me ....
          I already thought that at the end of the article I would see the assembly drawings, so unobtrusively the author dwelt on small details ...
      2. bastard
        bastard 6 September 2015 10: 03 New
        Unable to get along with the new leadership, test pilot Mikhail Kvochur, who was to be the leader in IFI, left the company.

        I apologize for the ignorance. And what, Anatoly Nikolayevich Kvochur has a brother test pilot? Or is it the namesake?

        - Hello, General Comrade!
        - Well done! Who are they?
        - Private Petrov.
        - Private Ivanov.
        - Corporal Sidorov.
        - Brothers or what?
        - No way! Namesakes! wassat
      3. The comment was deleted.
    2. Rus2012
      Rus2012 6 September 2015 09: 44 New
      Quote: Bayonet
      Why does he have a crumpled skin or something? It seems as if "on the knee" is made ... Yes, and it was possible to put in order for the exhibition - it’s some ragged, dirty ...

      ... by the way, his aviation amateur volunteers (like other aircraft of the historical exposition: 3-M, Tu-144, Su-15, Tu-155 ...) were preparing for the exhibition. Therefore, before criticizing, it would be better to help the guys!

      And do not forget the climatic conditions on the street here and in 3,14ndostan. Storage in the hangar - 8mln. - who will give?
      Well, the Zhukovsky guys do not leave!
      And "effective managers" - much to cut and pass into the scrap! Recall the legendary Tu-114 in front of Domodedovo !!!
      1. Bayonet
        Bayonet 6 September 2015 13: 26 New
        Quote: Rus2012
        Therefore, before criticizing, it would be better to help the guys!

        Now, I’ll quit my job and go to help, but will you feed my family? And in general, don’t touch anything, the damned "Indos", "adverse weather conditions" and "effective managers" are to blame! Let's not ... hi
        1. Rus2012
          Rus2012 6 September 2015 14: 03 New
          Quote: Bayonet
          Now, I quit my job and go to help

          by the way, all the decommissioned, almost destroyed unique equipment: Tu-144, Buran, Yaki-Migi, tanks from the swamps ... - enthusiasts (amateurs, students, schoolchildren, engineers and technical personnel from the postal service, IAS techies, pilots ...) they restore on their own and with their own hands! They calculate, draw, sharpen the missing details. Collect-restore structures, including engines. Recreate lost technologies (Mig-3 gearmotor, 40xx piston rings, for example). Moreover, at inopportune time ...

          Nobody urges anyone to forcefully and at the direction of joining.
          You just need to understand ...
          1. Bayonet
            Bayonet 6 September 2015 15: 31 New
            Quote: Rus2012
            You just need to understand ...

            So I don’t understand - at such-and-such behind the hill everything sparkles, and here at our place enthusiasts are trying to save at least something! And it always has been, is, and it will be! hi
            1. marshes
              marshes 6 September 2015 15: 51 New
              Quote: Bayonet
              So I don’t understand - at such-and-such behind the hill everything sparkles, and here at our place enthusiasts are trying to save at least something! And it always has been, is, and it will be!

              That's as soon as enthusiasts are allowed to fly, and many models in private ownership are allowed to contain current yes yes ...
              I have no finance smile and there is a desire to own. IL-18, his father flew IL-20 from 1978-87. It will shine ...
              Like my brother MI-8 we wanted to purchase 25 mowers, restore a lot, and the documentation, etc. ... is twice as expensive as the repair. smileA place to keep, kerosene.

              It is better to keep car antiques.
              And one more point, there many politicians and rich people went through the war, even McCain was a pilot, not to mention George W. Bush.
              And we have an elite without a military past, well, if the KGB ... smile
            2. tolian
              tolian 9 September 2015 08: 43 New
              Bayonet, but do not you think that for people like you, everything is sparkling behind the hill?
    3. Siberia 9444
      Siberia 9444 6 September 2015 11: 13 New
      Over 8 million a year should really look better. It is a pity that this car probably will never get into operation.
      1. Bassman
        Bassman 6 September 2015 13: 18 New
        Some of the solutions from this project were implemented in PAK-FA. Let the specialists correct me if it’s not right, but the nose to the air intakes, and the tail unit seems to have been taken with modifications to the T-50. This Mig will never fly, but it lives on .. .
        1. Siberia 9444
          Siberia 9444 6 September 2015 13: 47 New
          I can be mistaken, but the achievements were taken from Berkut by the reverse sweep of the wing at t 50 what although maybe in the creation of t 50 two KB were involved
        2. foma2028
          foma2028 6 September 2015 20: 09 New
          Quote: Bassman
          Some of the solutions from this project were implemented in PAK-FA. Let the specialists correct me if it’s not right, but the nose to the air intakes, and the tail unit seems to have been taken with modifications to the T-50. This Mig will never fly, but it lives on .. .

          Maybe I'm wrong, but I do not see anything similar in the bow of the PAK FA and 1.44. And the tails are all the more different, except that the collapse.
          1. foma2028
            foma2028 6 September 2015 20: 12 New
            and such a collage for comparison
    4. yan 2015
      yan 2015 6 September 2015 19: 30 New
      view of course .. unpresentable. All the same, this exhibition event is MAX.
    5. The comment was deleted.
  2. sherik
    sherik 6 September 2015 07: 39 New
    Quote: Alexander Romanov
    Quote: Bayonet
    Why does he have a crumpled skin or something? It seems as though "on the knee" is made ..

    This is age request

    This is not a skill to present. Take a look at the presented ancient American sweeties.
    1. Bayonet
      Bayonet 6 September 2015 08: 51 New
      Quote: Sherik
      Take a look at the presented ancient American sweeties.

      National Air Force Museum. Our MiG and how it sparkles! You feel love and respect for historical cars, for technology!
      1. 0255
        0255 6 September 2015 10: 48 New
        And in the open, MiGs in the USA look like new good Admittedly, Americans are able to keep the old planes in a divine form
        1. Ramadan
          Ramadan 6 September 2015 21: 58 New
          We love to tryndet more about who is to blame ....
      2. Locksmith
        Locksmith 6 September 2015 20: 06 New
        Quote: Bayonet
        You feel love and respect for historical cars, for technology!

        Penguins years earlier tried in every possible way to humiliate and belittle our modellers, the answer was not long in coming ... YAK130 = our modellers put up for competition, the funniest is not this, the funniest thing is that they themselves inspected the process and themselves played with pomp , and in a bang ...
        Well, who could know what Russians will do this .., exactly !!!
        The German community directly turned to the Chancellor, with a question like "when did we manage to whip this way ??"
        American penguins = directly asked ... to forbid tries, this is a direct violation of penguin law = no one can be better than us !!!, No one can do better than a penguin ..
        But to hell with you, the YAK130 of rare utility training aircraft, it not only puts cadets on the wing, but also has a well-known charisma ..... Two times to become champions in the class of copy models, nobody will be left without attention . wink
  3. Vadim Zhivov
    Vadim Zhivov 6 September 2015 08: 23 New
    I am also very sorry that we do not keep our story well ... And many thanks to the author and of course +++++ hi
  4. 6 September 2015 08: 39 New
    Thanks from all aviation enthusiasts for the review article. The only flaw is the error of the specified performance characteristics, including a length of 17.3 m and a wingspan of 11.99 m from those stated in the article. Yes, and all TTX as it should be taken from the "ceiling"
    1. bastard
      bastard 6 September 2015 10: 20 New
      Thanks from all aviation enthusiasts for the review article. The only flaw is the error of the specified performance characteristics, including a length of 17.3 m and a wingspan of 11.99 m from those stated in the article. Yes, and all TTX as it should be taken from the "ceiling"

      Here is the tuta:
      MiG MFI (1.44)

      Purpose: multifunctional front-line fighter

      First flight: February 29, 2000
      Adopted: not accepted
      Manufacturer: MiG
      Total built: 1

      Crew: 1 people
      Max. speed: 3,185 km / h, 1979 mph
      Max. ground speed: 1500 km / h
      Range: 4000 km
      Practical ceiling: 20 m

      Length: 21,7 m
      Height: 6 m
      Wingspan: 16,3 m

      Empty: 18 kg
      Curb: 28 kg
      Max. take-off: 35 kg

      Power point
      Engines: 2 TRDDF AL-41F
      Thrust (power): 2 x 18000 kgf

      Small arms: 30 mm GSh-30-1
      Number of suspension points: 12 + 6
      Weight of suspension elements: up to 12000 kg
      1. 6 September 2015 17: 43 New
        Thanks of course for the tip. But I saw these characteristics, The sizes most likely are not reliable - I already tried to express it in the previous statement. And the rest of the flight data without real flights and confirmation on the tests are just possible embedded requirements, and judging by the speed of 3,185 km / h, this is someone’s fiction.
  5. Crown
    Crown 6 September 2015 10: 17 New
    A light front-line fighter is best done with one engine, with a deflected thrust vector. With one engine, you can produce several times more.
    1. Rus2012
      Rus2012 6 September 2015 10: 38 New
      Quote: Krona
      A light front-line fighter is best done with one engine

      The concept, adopted back in the USSR in 80xx, the development and operation of single-engine manned aircraft was discontinued as not meeting the airworthiness standards for reliability parameters. 2 only. Moreover, in terms of weight and size and specific characteristics, they must satisfy the 1-propulsion version at the same power.

      The exception is only light piston or aircraft in which the piston is replaced by a theater (An-3)
    2. dyksi
      dyksi 6 September 2015 13: 15 New
      Fighters with two engines win in the thrust ratio, and this is a prerequisite for the fighter. Our aircraft are heavier than the western ones in their classes, the MiG-29 is 11 tons, the F-16A is 7,3 tons, the Su-27 is 17 tons of weight, the F-15 (fighter) is within 12-13 tons (I could be wrong).
  6. Magic archer
    Magic archer 6 September 2015 10: 23 New
    The article is good. I remember how I was happy about the report on the first IFI flight! There was a plot on the first channel ... By the way, the air intake looks like Typhunovsky. He only smiles a little at the European;)
    Pisi. I hope KB MIG will create a light fighter that "eats" F-35 and does not choke! wink
  7. van zai
    van zai 6 September 2015 10: 51 New
    The article is gorgeous, the photos are beautiful. It’s a pity not the bottom view photo. Very hunt for the weapons compartment to look.
    1. WUA 518
      WUA 518 6 September 2015 15: 52 New
      Quote: van zai
      Very hunt for the weapons compartment to look.

      Here is a photo, but you won’t draw anything from them. We worked out a variant of the internal cargo compartment in the upper part of the fuselage, from where the rockets were thrown by hydropneumatic pushers after opening the wings. Such a solution promised some advantages, making it easier to launch on targets flying at a higher altitude and during maneuvers with overload. However, it would inevitably lead to operational problems - to lift rockets to a height of four meters would require special cranes and platforms for each aircraft - too expensive and bulky construction. As a result, the weapons compartment took a more appropriate position in the lower part of the fuselage.
  8. 0255
    0255 6 September 2015 10: 51 New
    I have a question for aviation specialists - who knows why the MiG 1.44 tests were stopped after 2 flights? The Su-47 flew for several years, was demonstrated at the MAKS, it was promoted by the media in the early 2000s. What prevented the continued MiG flights?
    1. TOR2
      TOR2 6 September 2015 12: 37 New
      Poghosyan and Co. had to be besieged in due time. Of course, it’s hard to develop in parallel the SU-47 and MIG-1.44, but here the game is worth the candle.
    2. Max otto
      Max otto 6 September 2015 12: 56 New
      The article also says why a hint.
      ... Nevertheless, the new head of the Design Bureau was not interested in the further development of someone else's project, despite the failures of his own S-37 and the high level of readiness of the IFIs, which could already be put into serial production at Sokol. As a result, in 2002 a government decree was issued on the creation of the PAK FA, which finally buried both IFIs and S-37.

      Because someone lobbied Sukhoi, but there was no money for both projects. A strategic miscalculation has occurred.
    3. Greenwood
      Greenwood 6 September 2015 13: 58 New
      It is known that: total lack of money and corruption, which absorbed the aircraft industry in the 90s, as in other industries as well. The situation more or less began to improve by the end of the 2000s.
    4. WUA 518
      WUA 518 6 September 2015 15: 47 New
      Quote: 0255
      What prevented the continued MiG flights?
      In fact, the collapse of the USSR and the transition of the country's remnants to a "market" economy dealt a mortal blow to the project. The government was not up to aviation, the main thing was money, which at one point disappeared from the country. The “disassembly” that arose around the fighter sometimes reached the presidential apparatus, but even after that the work continued extremely sluggishly. When installing the control system, for example, the Nizhny Novgorod Gidromash plant did not agree to supply steering cars without prepayment, other systems remained understaffed. Not getting along with the new OKB management, Anatoly Kvochur, who was to become the leading test pilot of the IFI, went to the LII.

      In 1992, funding for MFIs was sharply reduced. Nevertheless, the pilot production of MiG ANPC managed to build a mock-up of the aircraft, glider elements for static tests and, together with serial plants, create a reserve for the construction of prototypes. At the beginning of 1994, the assembly of the experimental aircraft “1.44” with b / n 01 was completed, and in the summer of that year it was delivered to the ANPK MiG flight station at the LII aerodrome. Gromov M.M. in Zhukovsky, where ground testing of his systems was continued and preparations for flight tests began.

      In December 1994, test pilot Roman Taskaev performed at “1.44” the first high-speed taxiing on the runway of the LII with separation of the front landing gear. However, due to a sharp reduction in budgetary allocations on the subject of IFIs due to economic difficulties in the country, it was not possible to bring the fighter to the stage of flight tests. In 1995, funding for the program was virtually discontinued.

      At the air show in Le Bourget, in June 1995, Deputy General Designer Anatoly Belosvet announced that the company expects to show a new car at an exhibition in Zhukovsky. However, the demonstration was then canceled just a few hours before the opening of MAKS-95, explaining this by the ban of the military, although the freshly painted plane was ready for rolling out. Only the leadership of the Ministry of Defense and members of the government were allowed into the secret zone.

      The press service, compensating for the failed event, disseminated the text of an interview with Rostislav Belyakov, which stated that the IFI was created in response to the American ATF program, and the OKB "firmly adhered to the project characteristics meeting the Air Force requirements." As a result, the IFI was to become not only equal to the American fighter, but also "surpass it in a number of characteristics." The last statement regarding the already flying American plane then became almost ritual, repeating from year to year.

      The MFI was again officially mentioned on March 21, 1996, when the MiG-AT training trainer was shown. The Director General of MAPO-MiG Vladimir Kuzmin announced then that, with adequate funding, a new fighter can be launched “in six months”. References to financial difficulties have sounded more than once, however, as one of the Western observers noted, not without malice, "other Russian planes still fly." The demonstration of the fighter was also expected at MAKS-97, but in the end it did not take place again.

      Meanwhile, the USA completed the comparative flight tests of ATF prototypes, which have been going on since 1990. The issue of adopting the F-22 was resolved, and in September 1997, pilot fighter flights began. And in the plans of the Ministry of Defense and the Russian Air Force, from year to year the IFI continued to be listed as one of the two highest priority points (the second was Sukhov Su-27IB, subsequently Su-34).

      Only in 1998, MiG was able to find funds to resume testing the aircraft "1.44". But time has already been lost. Forced pause in the mid-1990s. in the creation of the IFI has done its job. In addition, at this time it was decided to give priority to the development of the Sukhoi Design Bureau.
    5. tomket
      tomket 6 September 2015 17: 53 New
      Quote: 0255
      What prevented the continued MiG flights?

      Poghosyan is great and terrible.
  9. kopcap909
    kopcap909 6 September 2015 12: 42 New
    Hello! I am not an expert in the field of aviation, but I would like to know: does it make sense to create an aircraft with super maneuverability if the pilot cannot use all its advantages and capabilities due to overloads? Or, when creating an airplane, is development and implementation of ways to reduce the effect of overloads on the pilot carried out? If so, which ones?
    1. Max otto
      Max otto 6 September 2015 13: 02 New
      Why can't this yet? Recent exercises in the UK with the Indian Air Force have shown that there is a real sense. And jet fighter pilots without special anti-loading suits no longer fly.
      1. WUA 518
        WUA 518 6 September 2015 16: 33 New
        Quote: Max Otto
        anti-loading suits no longer fly.

        Well, to be completely accurate, your photo shows the VKK (high-altitude compensating suit) included in the set of high-altitude (protective) equipment. PPK (anti-loading suit) looks different.
  10. marshes
    marshes 6 September 2015 13: 03 New
    Well, they rolled it out, showed it. It remains only to find the money to start the series. It is true that it is necessary to redo a lot, so that the price for a “charged” no more than 30 lyam greens would be.
    And so Chengdu J-10, could compete, in price and features, here you can surpass the Chinese.
    The aircraft development program was declassified on December 29 2006 of the year. The creation of the aircraft was attended by Russian consultants from TsAGI and OKB MiG [5]. The fighters use engines of NPO Saturn of Russian and Chinese (licensed) production. Also during the creation of the aircraft, Israeli-developed designs for the fighter IAI Lavi were used.

    The first flight of the serial aircraft J-10A took place 28 June 2002 of the year.
    1. Ilya77
      Ilya77 6 September 2015 13: 21 New
      Mig 1.44 just will not go into series, the best practices are used in the design of new aircraft. In general, this topic has long been absorbed, it would be better if the MiG design bureau rolled out something new.
      1. marshes
        marshes 6 September 2015 13: 37 New
        Quote: Ilya77
        Mig 1.44 just will not go into series, the best practices are used in the design of new aircraft. In general, this topic has long been absorbed, it would be better if the MiG design bureau rolled out something new.

        Yes, pepper is clear, just stupidly copy the “Chinese” with improvements, relief, thrust-weight ratio, etc. That would be the final price for stuffed no more than 45 lyam.
  11. Diviz
    Diviz 6 September 2015 15: 25 New
    As a base for creating instant 41, it will do. Only speed is needed up to 4000 km h. Flight altitude up to 30 km. I think it is possible at the moment.
  12. arrows
    arrows 6 September 2015 17: 04 New
    There are a lot of conflicting articles, comments, forecasts and almost no comments from professionals, both pilots and techno-scientists. It is not possible to make at least some conclusion. Maybe this is correct, a dark horse runs faster !!
  13. arrows
    arrows 6 September 2015 17: 09 New
    Yes, lately dancers' comments about aviation, tank building, electronic warfare and radar systems, air defense and strategic missile defense forces about the Russian Navy have become more frequent. Stay in the ballet gentlemen, don’t need music with your hands !!
  14. 16112014nk
    16112014nk 6 September 2015 17: 12 New
    Quote: 0255
    And in the open, MiGs in the USA look like new

    The climate in the USA is favorable for being outdoors. But not too much-8 million per year for maintenance in the hangar. It is worth eating, not asking for a drink. In general, for me, the plane is not beautiful. And in my opinion Tupolev once said that the plane must be beautiful in order to fly well. Therefore, it does not fly.
  15. bober1982
    bober1982 6 September 2015 18: 50 New
    one of the most beautiful aircraft: Tu-22, just graceful forms, the troops nicknamed the "Eater". You can continue to continue the list of handsome men, for example, the Yak-28, but liked the MiG, it's a pity the time passed.
  16. Corsair0304
    Corsair0304 8 September 2015 15: 43 New
    Of course, it’s a pity that such a car was stolen, but you need to be aware that many decisions in our country are made for political reasons, often contrary to expediency. There are many examples of this, anyone can dig up the archives of weapons and equipment.
    I would like to believe that the achievements on this machine have not sunk into oblivion, but will be used in further development of the MiG.