Mikoyan-Gurevich MiG-25

Mikoyan-Gurevich

Industry	Aerospace, Defense
Founded	1939
Founder	Artem Mikoyan, Mikhail Gurevich
Headquarters	Moscow , Soviet Union

The Mikoyan-Gurevich MiG-25 (Russian: Микоян и Гуревич МиГ-25; NATO reporting name: Foxbat) stands as one of the fastest supersonic interceptors and reconnaissance aircraft ever deployed. Conceived by the Soviet Union’s Mikoyan-Gurevich design bureau, this aircraft predominantly utilizes stainless steel in its construction. Notably, it was the final design project overseen by Mikhail Gurevich before his retirement.

Its maiden flight occurred in 1964, with operational service commencing in 1970. Although capable of speeds exceeding Mach 3.2, such velocities caused engine instability and rapid wear, limiting practical maximum speed to approximately Mach 2.83. The MiG-25 is equipped with an advanced radar system and carries four air-to-air missiles. It holds the world record for the highest altitude achieved by a manned airbreathing aircraft, reaching 38 km (125,000 ft).

Manufacturing of the MiG-25 series concluded in 1984 after producing a total of 1,186 units. As an emblematic Cold War-era aircraft, it served not only within the Soviet Union but also with allied nations and former Soviet states, maintaining limited operational roles among several export operators. It ranks among the highest-flying military planes and is one of the fastest mass-produced interceptors globally. Only the Lockheed SR-71 Blackbird, produced in smaller quantities, surpasses it in speed among serially manufactured aircraft. As of 2018, the MiG-25 remained the fastest manned production aircraft still in service and was unique for being offered to civilian customers for supersonic and near-space flights.

Background

Throughout the Cold War era, the Soviet Air Defence Forces, known as PVO (distinct from the Soviet Air Force, or VVS), were charged with the strategic protection of Soviet airspace. Their responsibilities extended beyond merely addressing inadvertent incursions at the borders; the primary focus was safeguarding the extensive airspace of the USSR from US reconnaissance aircraft and strategic bombers equipped with free-fall nuclear payloads. As these American aircraft steadily advanced in capabilities, by the late 1950s, the high-altitude incursions over Soviet territory made by the Lockheed U-2 underscored the urgent need for interceptors capable of operating at higher altitudes than those then in service.

Following the subsonic Boeing B-47 Stratojet and Boeing B-52 Stratofortress, supersonic bombers such as the Mach 2 Convair B-58 Hustler emerged, alongside development efforts for the Mach 3 North American B-70 Valkyrie. This evolution necessitated a significant enhancement of PVO’s defense infrastructure to counter these faster and higher-flying American bombers. Early in 1958, a specification was issued demanding manned interceptors capable of speeds reaching 3,000 km/h (1,600 kn) and operational ceilings up to 27 km (89,000 ft). Both Mikoyan and Sukhoi design bureaus responded to this call.

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YE-152 and YE-152M experimental interceptor

During the latter half of the 1950s, Mikoyan-Gurevich OKB developed a sequence of interceptor prototypes including I-1, I-3U, I-7U, I-75, Ye-150, Ye-150A, Ye-152, Ye-152A, Ye-152P, and Ye-152M. The Ye-150 gained particular attention as it was designed to test the Tumansky R-15 engine—two of which would later power the MiG-25. This experimentation led to the creation of Ye-152 (also known as Ye-166), which established multiple world records. The Ye-152M variant (converted from one of two Ye-152 airframes) was intended as a definitive heavy interceptor model. However, before its completion, PVO had already chosen to proceed with the Tupolev Tu-128. As development on what would become the MiG-25 progressed rapidly, work on the single-engine Ye-152M ceased.

Development

The initial efforts toward creating what became the MiG-25 commenced in mid-1959, preceding by one year the Soviet discovery of the American Mach 3 A-12 reconnaissance plane. Whether this design drew influence from American projects like the XF-108 Rapier or A-5 Vigilante remains uncertain.

The design bureau explored multiple engine configurations for this new interceptor. One concept featured engines mounted side-by-side akin to those on the MiG-19. Another proposed a staggered arrangement with one engine positioned mid-fuselage exhausting beneath it and another placed in the aft fuselage. A third option resembled the vertically stacked twin-engine layout seen on the English Electric Lightning. The latter two arrangements were discarded due to their resulting tall airframe profiles caused by engine dimensions, which would complicate maintenance operations.

The possibility of installing engines within underwing pods was also rejected because potential thrust asymmetry posed significant flight risks. After selecting an engine layout, additional features such as variable-sweep wings and a second crew member (a navigator) were considered. Although variable geometry wings would enhance handling at subsonic speeds, they would reduce internal fuel capacity—a critical factor since reconnaissance missions required sustained high-speed, high-altitude operation; thus, this idea was abandoned early on. Another concept involved using two RD36-35 lift-jets to improve short-field performance through vertical takeoff and landing capabilities—a concept studied extensively on both sides of the Iron Curtain. However, engines dedicated solely to vertical lift add dead weight during horizontal flight and consume valuable internal volume needed for fuel storage. Given that maximum fuel capacity was vital for this interceptor’s mission profile, this approach was ultimately discarded.

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Ye-155R3 Reconnaissance prototype with a 5,280 L (1,390 US gal) belly-mounted drop tank, 1964

The first prototype took form as a reconnaissance version designated Ye-155-R1, which performed its maiden flight on 6 March 1964. This prototype exhibited unique features including fixed wingtip tanks holding 600 L (160 US gal) each; small winglets were attached for stability but were later removed after fuel movement inside these tanks caused vibration issues. Additionally, movable foreplanes or canards were fitted to assist pitch control at high speeds—provisions for canards had been made earlier but unused on the Ye-152P.

The first flight of an interceptor prototype designated Ye-155-P1 occurred on 9 September 1964. The MiG-25’s development marked a significant advancement in Soviet aerodynamics, engineering techniques, and metallurgical processes—a process that extended over several more years.

On 9 July 1967, four prototypes—three fighters along with a reconnaissance variant—were publicly unveiled during a flypast at the Domodedovo air show.

Aviation records

The Mikoyan-Gurevich design bureau quickly recognized the new aircraft's impressive capabilities, making it an excellent candidate for establishing new aviation records. Alongside their standard functions, the prototypes Ye-155-P1, Ye-155-R1, and Ye-155-R3 were lightened by removing unnecessary components and subsequently used for record-setting attempts. According to the Federation Aeronautique Internationale (FAI) classification, the Ye-155 series fell under class C1 (III), which covers jet-powered land-based planes with no limit on maximum takeoff weight. Notable achievements included:

• Initial world speed records were pursued with zero payload as well as with 1000 kg and 2000 kg payloads. On 16 March 1965, MiG OKB Chief Test Pilot Aleksandr Vasilyevich Fedotov achieved an average speed of 2319.12 km/h over a 1000 km closed course.
• For pure velocity without any payload, test pilot Mikhail M. Komarov recorded an average speed of 2981.5 km/h across a 500 km circuit on 5 October 1967. On the same day, Fedotov attained an altitude of 29,977 meters carrying a 1000 kg payload. The MiG later became the first aircraft to surpass an altitude of 35,000 meters.
• Time-to-altitude records were set on 4 June 1973: Boris A. Orlov reached 20,000 meters in 2 minutes and 49.8 seconds; Pyotr M. Ostapenko ascended to 25,000 meters in 3 minutes and 12.6 seconds and then to 30,000 meters in 4 minutes and 3.86 seconds.
• On 25 July 1973, Fedotov climbed to an altitude of 35,230 meters with a 1000 kg load and reached a record-setting absolute altitude of 36,240 meters without any payload. At this extreme height, engine flameouts occurred due to thin air, causing the aircraft to glide ballistically by inertia alone; at the apex, its speed had decreased to just 75 km/h.
• The absolute altitude record for a jet-powered aircraft was established on 31 August 1977 by Fedotov flying the Ye-266M variant. He achieved an altitude of 37,650 meters near Podmoskovnoye in the USSR during a zoom climb (which differs from sustained horizontal flight altitude records). This aircraft was essentially a MiG-25RB fitted with more powerful R-15BF2-300 engines and was part of efforts to increase top speed that produced the MiG-25M prototype.

In total, twenty-nine records were officially claimed, including seven all-time world records concerning time-to-height achievements, altitudes of 20,000 meters and above, and speed milestones. Several of these records remain unbroken today.

Technical description

The Mikoyan-Gurevich OKB faced significant challenges selecting suitable materials capable of withstanding thermal stresses encountered during flights exceeding Mach 2. To address this, they employed E-2 heat-resistant Plexiglas for the canopy and utilized high-strength stainless steel for both wings and fuselage structures. Although titanium would have been preferable due to its strength-to-weight ratio, its high cost and manufacturing difficulties—particularly issues with cracking in thin-walled welded titanium components—made it impractical. Consequently, heavier but more workable nickel steel was chosen instead; it was less expensive than titanium and allowed for welding alongside heat-resistant seals. The MiG-25’s construction comprised approximately 80% nickel-steel alloy, with aluminum accounting for about 11% and titanium roughly 9%. Steel parts were fabricated through a combination of spot welding, automated machine welding, and manual arc welding techniques.

At introduction, the interceptor variant was equipped with the TL-25 Smerch-A radar system (also known as Product 720), derived from technology used in the earlier Tu-128. While this radar offered considerable power enabling long detection ranges and resistance to jamming, its design—focused on tracking high-speed US bombers and reconnaissance aircraft—lacked look-down/shoot-down capability. This limitation reduced its effectiveness against low-altitude targets and contributed to its eventual replacement by the MiG-31, which featured the advanced Zaslon radar possessing such capability. By the time the MiG-25 entered service in 1969, strategic bombing tactics were shifting toward low-level penetration missions, making this deficiency increasingly problematic. Following pilot Belenko’s defection to Japan—which revealed this vulnerability—the Soviet government mandated accelerated development of improved radar systems on 4 November 1976. This led to the deployment of the pulse-Doppler Sapphire-25 radar on the MiG-25PD model.

The typical armament loadout for interception missions included four long-range R-40 air-to-air missiles equipped with either infrared seekers (R-40T/TD) or semi-active radar homing seekers (R-40R/RD), offering engagement ranges between 35 and 60 kilometers against high-altitude targets on head-on trajectories. An auxiliary fuel tank could be mounted beneath the fuselage for extended range. Additionally, the aircraft could carry unguided gravity bombs using a delivery system originally designed for nuclear ordnance; since these bombs weighed no more than typical missile loads and did not increase drag significantly, flight performance remained largely unaffected. When released at altitudes around 20,000 meters at speeds exceeding Mach 2, a bomb weighing approximately 500 kg could travel several tens of kilometers.

Theoretically capable of exceeding Mach 3 speeds and reaching service ceilings near 27 kilometers altitude, practical limitations restricted maximum velocity to Mach 2.83 due to engine overspeeding risks and overheating concerns that could cause irreversible damage beyond that threshold.

Designed cruising speed was Mach 2.35 (approximately 2,500 km/h) utilizing partial afterburner operation. The absolute top speed limit was Mach 2.83 (around 3,000 km/h), but maintaining this velocity was permitted only for up to five minutes because of overheating hazards affecting both airframe structure and fuel tanks. When temperatures reached approximately 290 °C within critical components, warning indicators prompted pilots to reduce airspeed promptly. Employing partial afterburner combined with cruising altitudes between roughly 19,000 and 21,000 meters allowed range performance only about 230 kilometers less than flying at subsonic speeds near Mach 0.9 at altitudes between approximately 9,000 and10,000 meters. Without afterburner engagement, maximum flight altitude was limited to around12,000 meters.

Fuel efficiency at subsonic speeds was notably poor due to engines having a relatively low pressure ratio of just about4.75 under those conditions. The engines exhibited specific fuel consumption rates of approximately1.12 lb/(h·lbf) during cruise settings and about2.45 lb/(h·lbf) when afterburners were active. For context, this fuel consumption in cruise mode is roughly fifty percent higher compared to early-generation Pratt & Whitney F100 engines used in F-15 Eagles; however, their afterburner consumption rates are nearly equivalent despite the F100’s more modern design lineage.

Production

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Surveillance cameras installed on the MiG-25RB

Mass production of the MiG-25R ("Foxbat-B") commenced in 1969 at the Gorkii aircraft factory (Plant No. 21). The MiG-25P ("Foxbat-A") variant was introduced later in 1971, with a total of 460 units manufactured until production ceased in 1982. The upgraded PD model, which succeeded it, was produced between 1978 and 1984, with 104 aircraft completed. Afterward, the Gorkii facility transitioned to manufacturing the newer MiG-31.

Western intelligence and the MiG-25

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MiG-25RBSh bearing insignia of 2nd Squadron/47th Guards Independent Reconnaissance Regiment

The first encounter Western intelligence had with the MiG-25 occurred during the Moscow air show on 8 and 9 July 1967. At that event, it was evaluated as a fighter-bomber and all-weather interceptor capable of exceeding Mach 2.5 speeds. At that time, it was not believed to be in serial production.

NATO gained deeper insight into the MiG-25's capabilities on 6 September 1976 when Lt. Viktor Belenko, a pilot from the Soviet Air Defence Forces, defected by flying his MiG-25P to Hakodate Airport in Japan. During landing, he overshot the runway, causing damage to the nose landing gear. Despite Soviet objections, Japanese authorities invited United States Air Force personnel to examine the aircraft. On 25 September, a C-5A transport relocated the jet to a central Japanese base where it was meticulously disassembled and studied. After an analysis period of 67 days, the aircraft was shipped back to the Soviet Union in parts. The plane was reassembled and is currently exhibited at the Sokol plant located in Nizhny Novgorod.

The detailed examination—based on technical documentation and ground tests of engines and avionics—uncovered several notable technical aspects:

• The particular aircraft flown by Belenko was brand new and embodied the most advanced Soviet technology available.
• The assembly process was rapid, with the design fundamentally centered around its powerful Tumansky R-15(B) turbojet engines.
• Welding operations were performed manually. Rivets with protruding heads were utilized in non-critical areas where aerodynamic drag would not be significantly affected.
• Contrary to prior assumptions of titanium construction, the airframe primarily consisted of a nickel-steel alloy (with titanium used only in heat-sensitive sections). This steel composition contributed to its substantial unarmed weight of approximately 29,000 kg (64,000 lb).
• The aircraft’s maximum permissible acceleration with full fuel load was limited to 2.2 g (21.6 m/s²), with an absolute structural limit of 4.5 g (44.1 m/s²). One MiG-25 endured an accidental pull of 11.5 g (112.8 m/s²) during low-altitude dogfight training; however, this caused irreversible airframe damage.
• Its combat radius was approximately 299 kilometres (186 mi), while maximum range on internal fuel at subsonic speeds was limited to about 1,197 kilometres (744 mi) at low altitude—less than 1,000 m (3,300 ft).
• The airspeed indicator’s redline was set at Mach 2.8; typical intercept velocities hovered around Mach 2.5 to prolong engine life. In one instance during the early 1970s, a MiG-25 was tracked flying over the Sinai Peninsula at Mach 3.2; this flight resulted in severe engine damage rendering them unusable.
• Most onboard avionics employed vacuum tube technology—specifically nuvistors—instead of solid-state electronics. Despite being considered outdated technology, vacuum tubes offered superior tolerance to extreme temperature variations, eliminating the necessity for environmental controls within avionics compartments. Utilizing vacuum tubes allowed the MiG-25P’s original Smerch-A (Tornado, NATO codename "Foxfire") radar system to deliver substantial power output near 600 kilowatts. Consistent with typical Soviet design philosophy emphasizing durability, nuvistors may have been chosen either for enhanced protection against electromagnetic pulses or due to slower semiconductor adoption in the USSR.

Later iterations

Following Belenko's defection and the subsequent exposure of the MiG-25P's radar and missile technology, the Soviets introduced an enhanced model starting in 1976, designated the MiG-25PD ("Foxbat-E"). This variant replaced the original MiG-25P's Smerch-A radar with the Saphir-25 system, which was derived from the MiG-23's Saphir-23 radar, and incorporated an Infrared search and track (IRST) capability. Additionally, it gained the capacity to deploy R-60 air-to-air missiles. Between 1978 and 1984, 104 units of the MiG-25PD were produced, while existing MiG-25Ps were upgraded to a comparable configuration known as the MiG-25PDS.

Efforts also focused on enhancing the MiG-25's overall performance by developing an improved version of its R15 engine, termed the R15BF2-300. This engine featured an added compression stage and operated at elevated temperatures to deliver increased thrust and better fuel efficiency. A MiG-25P equipped with these engines underwent testing starting in 1974 under the unofficial name MiG-25M (Ye-155M). Although plans existed to equip production models with advanced radar and weaponry, these did not materialize due to the emergence of the more promising MiG-31. Moreover, three reconnaissance/strike MiG-25RB aircraft were upgraded with the R15BF2-300 engines and used to establish several time-to-altitude world records (designated Ye-266M) on 17 May 1975, along with two altitude records set in 1977.

Soviet Union

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MiG-25PU

The unarmed "B" model had a more significant role than its interceptor counterpart when, in March 1971, the USSR deployed two MiG-25R and two MiG-25RB aircraft to Egypt, remaining until July 1972. These aircraft were operated by the Soviet 63rd Independent Air Detachment (Det 63), specifically formed for this assignment. Det 63 conducted approximately twenty reconnaissance sorties over Israeli-controlled areas in the Sinai, typically flying in pairs at maximum speed and high altitude between 17,000 and 23,000 m (56,000 and 75,000 ft). On 6 November 1971, a Soviet MiG-25 flying at Mach 2.5 from Egypt engaged unsuccessfully with Israeli F-4Es. During this period, a MiG-25 was recorded traveling at Mach 3.2 over Sinai; however, engine overspeed led to their retirement. Det 63 was withdrawn in 1972. Soviet-operated reconnaissance Foxbats returned to Egypt during the Yom Kippur War on 19–20 October 1973. Detachment 154 remained stationed there until late 1974.

In response to joint U.S.–Iran surveillance activities under Project Dark Gene, Soviet Air Force MiG-25RBSh aircraft conducted reconnaissance overflights across Iran throughout the 1970s.

Throughout the 1980s, the Swedish Air Force regularly detected Soviet Air Defence MiG-25s via radar performing intercept missions at altitudes around 19,000 m (62,000 ft) and distances near 2.9 km (1.8 mi) behind Lockheed SR-71 Blackbird flights cruising at approximately 22,000 m (72,000 ft) above the Baltic Sea.

Syria

On 13 February 1981, the Israeli Air Force deployed two RF-4E aircraft over Lebanon to act as bait for Syrian MiG-25 interceptors. When the MiGs took off in response, the RF-4Es reversed course while deploying chaff and utilizing electronic countermeasure pods. Awaiting the MiGs were two IDF/AF F-15A fighters, which successfully downed one MiG using AIM-7F Sparrow missiles. The second MiG managed to evade capture. In a comparable incident on 29 July 1981, an Israeli F-15A also shot down a Syrian MiG-25. Subsequently, another MiG-25 fired R-40 missiles at the F-15 and its wingman, but these failed to hit their targets.

Iraq

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A Soviet MiG-25

Iran–Iraq War

Template:Prose All verified air-to-air victories achieved by the MiG-25 during this conflict were credited to Iraq.

The Iraqi Air Force operated the MiG-25 throughout the Iran–Iraq War, claiming to have shot down at least fifteen Iranian aircraft, while losing only one MiG-25 in aerial combat and an additional one due to surface-to-air missile fire.

• On 19 March 1982, an Iraqi MiG-25 launched a missile that severely damaged an Iranian F-4E.
• On 24 November 1982, an Iraqi MiG-25PD shot down an Iranian F-5F near Eivan.
• In December 1982, over Baghdad, an Iraqi MiG-25PD destroyed an Iranian F-5E.
• February 1983 saw an Iraqi MiG-25PD down an Iranian C-130 transport.
• In April 1984, another Iranian F-5E was shot down by an Iraqi MiG-25PD.
• On 21 March 1985, an Iraqi MiG-25PD shot down an Iranian F-4E, resulting in the deaths of Iranian pilots Hossein Khalatbari and Mohammad Zadeh.
• A second Iranian F-4E was downed by an Iraqi MiG-25PD on 5 June 1985.
• On 17 February 1986, an Iraqi MiG-25PD brought down an Iranian Fokker F-27, killing all 53 passengers and crew aboard, including senior officers.
• An Iranian C-130 was shot down by an Iraqi MiG-25PD on 23 February 1986.
• On 10 June 1986, an Iraqi MiG-25PD destroyed an Iranian RF-4E reconnaissance aircraft.
• Later that year in October, a second RF-4E fell to an Iraqi MiG-25PDS.
• On 17 January 1987, an Iraqi MiG-25PDS successfully engaged and shot down an Iranian F-14A using an R-40 missile. The Iranian pilot Major Bahram Ghaneie survived while his weapons operator Lieutenant Reza Vadtalab was killed. This kill was previously attributed to a MiG-23ML.

The top-scoring Iraqi pilot flying the MiG-25 during the war was Colonel Mohammed Rayyan, credited with ten aerial kills. Eight of these victories occurred while piloting the MiG-25PD between 1981 and 1986. Colonel Rayyan was ultimately killed by Iranian F-14 fighters in 1986 after receiving his promotion. The majority of air combat engagements by Iraqi pilots involved the use of R-40 missiles.

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Photograph of Mohammed Rayyan, potentially alongside Zuhair Dawoud.

Additional notable incidents include:

• On 3 May 1981, an Iraqi MiG-25PD shot down an Algerian Gulfstream II aircraft.
• On 2 October 1986, a Syrian MiG-21RF was shot down by an Iraqi MiG-25PD.

According to investigations by journalist Tom Cooper, Iran claimed to have destroyed ten Iraqi MiG-25s (nine reconnaissance variants and one fighter) using F-14s during the conflict; one kill was reportedly shared with an F-5. However, Iraq confirmed only three losses of their MiG-25s due to either enemy fire or air combat.

Documented losses of Iraqi MiG-25s in the Iran–Iraq war include:

• In June 1983, Colonel Abdullah Faraj Mohammad’s Iraqi MiG-25R was shot down by an Iranian F-14A.
• On 25 February 1987, Lieutenant Sayer Sobhi Ahmad’s Iraqi MiG-25RB was brought down by an Iranian HQ-2 surface-to-air missile; he survived and was captured.

Besides air-to-air engagements, the MiG-25 also served in a strike role targeting urban centers within Iran during the war.

Gulf War

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Post-Operation Desert Storm image showing an Iraqi aircraft shelter with the wreckage of a MiG-25 struck by a 2,000-pound laser-guided bomb.

On the opening night of the Gulf War, in the early hours of 17 January 1991, a U.S. Navy F/A-18 piloted by Lieutenant Commander Scott Speicher was downed by a missile launched from a MiG-25. The missile was reportedly a Bisnovat R-40RD fired from a MiG-25PDS piloted by Lt. Zuhair Dawood of the IQAF's 96th squadron.

On 19 January, two IQAF MiG-25s were downed by U.S. Air Force F-15s. The Iraqi jets attempted to evade detection by deploying chaff and electronic countermeasures to engage without being targeted; nevertheless, the F-15 pilots reacquired their targets and successfully destroyed both MiG-25s using AIM-7 Sparrow missiles. In a separate episode, an Iraqi MiG-25PD managed to evade eight USAF F-15s at long range and launched three missiles at General Dynamics EF-111A Raven electronic warfare aircraft, compelling them to abort their mission and withdraw, leaving attacking forces without electronic jamming support.

During another engagement known as the Samurra Air Battle, two MiG-25s approached a pair of F-15s and launched missiles from long range that were successfully evaded by the American fighters before accelerating away from pursuit. Subsequently, two additional F-15s joined the chase, firing a total of ten air-to-air missiles at the MiGs; however, none succeeded in hitting their targets.

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Photograph of Mohammed Jassim as-Sammarai

On 30 January 1991, an IQAF MiG-25 reportedly damaged a USAF F-15C with an R-40 missile during the Samurra Air Battle. Iraq later asserted that this F-15 was shot down over Saudi Arabia; however, no evidence supports this claim. USAF records do not list any F-15s as damaged or lost on that date. Furthermore, accounts from US pilots involved in the battle make no mention of any American aircraft sustaining damage or being destroyed.

Following the war, on 27 December 1992, a U.S. F-16D intercepted and shot down an IQAF MiG-25 violating the southern Iraqi no-fly zone using an AIM-120 AMRAAM missile. This marked both the inaugural air-to-air kill for a USAF F-16 and the first combat success for an AMRAAM missile.

On 23 December 2002, an Iraqi MiG-25 successfully downed a U.S. Air Force unmanned MQ-1 Predator drone conducting armed reconnaissance over Iraq—the first recorded aerial engagement between manned aircraft and an unmanned drone. These Predators had been equipped with AIM-92 Stinger air-to-air missiles and were used to provoke Iraqi fighters before disengaging. In this encounter, however, instead of retreating, the Predator fired a Stinger missile which missed its target while evading incoming fire from the MiG's missile.

In August 2003, numerous Iraqi aircraft—including several MiG-25s—were uncovered buried beneath desert sand.

India

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MiG-25R from No. 102 Squadron IAF exhibited at the Indian Air Force Museum, Palam

In India, the MiG-25 was shrouded in secrecy and referred to as Garuda, named after the prominent mythical bird associated with Vishnu in Hindu mythology. The aircraft played a significant role during the Kargil War and Operation Parakram, carrying out numerous aerial reconnaissance missions over Pakistani territory.

A notable incident occurred in May 1997 when an Indian Air Force MiG-25RB on a reconnaissance flight into Pakistan exceeded Mach 3 while flying over Pakistani airspace. This supersonic speed was achieved at approximately 20,000 m (66,000 ft), a move that revealed the mission to the public which otherwise might have remained undisclosed. Pakistan claimed this sonic boom was an intentional demonstration highlighting that their Air Force lacked aircraft capable of matching the MiG-25's operational ceiling of up to 23,000 metres (74,000 ft). Although India refuted the event, Pakistan’s Foreign Minister Gohar Ayub Khan asserted that the Foxbat had captured images of critical installations near Islamabad.

The eventual phasing out of the MiG-25 in 2006 was influenced by difficulties in sourcing spare parts and India's shift towards using unmanned aerial vehicles and satellite imagery for reconnaissance purposes.

Out of seven remaining MiG-25s (one was lost in a crash in 1994), six have been maintained as preserved exhibits at various sites across India.

Additionally, a MiG-25 conducted aerial observations of the solar eclipse on 24 October 1995 over India, capturing images from an altitude near 25,000 m (82,000 ft).

Libya

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MiG-25PD operated by the Libyan Arab Air Force

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Libyan MiG-25RB photographed in 2009

In the late 1970s and early 1980s, Libya became one of the largest operators of the MiG-25, acquiring a total of 96 units comprising MiG-25PD interceptors, MiG-25PU trainers, and MiG-25RBK reconnaissance variants.

Throughout the 1980s, Libya engaged in disputes with the United States regarding territorial waters claims, leading to multiple confrontations. Notably, Libyan MiG-25s participated in these clashes, including the well-known Gulf of Sidra incident (1981).

Over subsequent years, the Libyan MiG-25 fleet was grounded due to maintenance shortcomings. Consequently, during the Libyan Civil War (2011), NATO airstrikes largely avoided targeting these inactive aircraft.

By 2014 and 2015, forces loyal to the New General National Congress controlled several former Libyan Arab Republic Air Force airframes that had been retired and stored prior to the 2011 conflict. Among these were multiple MiG-25s, which technicians began refurbishing to return them to operational status in their campaign against the rival internationally recognized Libyan government.

On 6 May 2015, a MiG-25PU operated by the New General National Congress crashed near Zintan during an attack on a civilian airport held by opposing government forces. The pilot successfully ejected but was captured by adversaries who also claimed responsibility for shooting down the aircraft. This incident likely occurred during one of the jet’s initial flights following its reactivation.

Prototypes

Ye-155R

These were reconnaissance prototype models. The series began with two prototypes (Ye-155R-1 and Ye-155R-2) followed by four pre-production aircraft outfitted with reconnaissance systems.

Ye-155P

Interceptor fighter prototypes included two initial models (Ye-155P-1 and Ye-155P02) succeeded by nine pre-production units.

Ye-266

This designation was assigned to certain prototypes and pre-production aircraft (including Ye-155R-1, Ye-155R-3, and Ye-155P-1) utilized for official record-breaking attempts documented by the Fédération Aéronautique Internationale.

Interceptors

MiG-25P

This is a single-seat all-weather interceptor, with a total production of 460 units starting from 1971. It features two Soyuz Tumansky R-15BD-300 turbojet engines, each delivering a dry thrust of 8,790 kg and an afterburner thrust of 11,190 kg. The aircraft is equipped with the RP-25 Smerch-A1 radar system and carries four R-40 air-to-air missiles. Its NATO reporting name is Foxbat A.

MiG-25PD

A refined version of the single-seat all-weather interceptor, produced in a quantity of 104 between 1978 and 1984, entering operational service in 1979. The MiG-25PD includes enhancements such as upgraded R-15BD-300 engines and advanced avionics, alongside the Safir-25 (RP-25M) radar—a significantly improved iteration of the original RP-25 featuring a Moving Target Indication system that offers limited Look-down/shoot-down capability. The outermost pylons have been modified to carry four R-60 air-to-air missiles instead of two R-40s. Some later variants also incorporate an undernose IRST. Its NATO designation is Foxbat-E.

MiG-25PDS

This variant represents an upgrade of 459 MiG-25P aircraft to the MiG-25PD standard starting from 1979. It carries the NATO codename Foxbat-E.

MiG-25PDSL

A testbed derived from a MiG-25PD, further outfitted with an electronic countermeasure (ECM) system for evaluation purposes.

MiG-25PDZ

An experimental aerial refueling platform created by modifying a MiG-25PD, incorporating a nose-mounted probe specifically designed for in-flight refueling operations.

MiG-25M

Two prototype aircraft converted respectively from a MiG-25RB and a MiG-25PD to test more powerful engines delivering approximately 98.04 kN dry thrust and 129.71 kN with afterburner.

Ye-266M

The designation assigned to the MiG-25M during its record-breaking flights in 1975 and 1977, including setting an absolute altitude record for jet-powered aircraft at 37,650 meters on August 31, 1977.

Izdelye 99

Two aircraft utilized as test platforms for the Soloviev D-30F turbofan engine, which was subsequently employed in the MiG-31 interceptor.

Reconnaissance and strike versions

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Russian Air Force MiG-25RB

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Russian Air Force MiG-25RBS

MiG-25R

A single-seat high-altitude daylight reconnaissance aircraft equipped with photographic cameras and ELINT (Electronic Intelligence) gear. Its NATO codename is Foxbat-B.

MiG-25RB

Derived from the MiG-25R, this single-seat reconnaissance-bomber features upgraded reconnaissance systems and an automatic bombing system known as Peleng. It is capable of carrying up to eight bombs weighing 500 kg each and entered service in 1970. NATO designation remains Foxbat-B.

MiG-25RBV

A modernized reconnaissance-bomber variant that incorporates updated ELINT equipment designated SRS-9 Virazh. It retains the NATO codename Foxbat-B.

MiG-25RBT

A further enhanced reconnaissance-bomber model fitted with Tangazh ELINT equipment, continuing under the NATO code name Foxbat-B.

MiG-25RBN

A specialized night reconnaissance version equipped to carry ten photoflash bombs beneath its fuselage; only one prototype was constructed. It maintains the NATO reporting name Foxbat-B.

MiG-25RR

Eight reconnaissance aircraft were converted for high-altitude radiation sampling missions, primarily to monitor Chinese nuclear tests from 1970 through 1980. This variant also carries the NATO codename Foxbat-B.

MiG-25RBK

A single-seat ELINT-dedicated aircraft fitted with the Kub-3K ELINT system; bombing capability is preserved but cameras are omitted. This model's NATO designation is Foxbat-D.

MiG-25RBF

A conversion of the RBK variant incorporating updated Shar-25 ELINT equipment, maintaining the NATO codename Foxbat-D.

MiG-25RBS

A radar reconnaissance model equipped with the Sablya-E side-looking airborne radar (SLAR). Cameras are not installed but bombing ability remains intact. This version is identified by NATO as Foxbat-D.

MiG-25RBSh

An upgraded variant of the RBS fitted with a more advanced SLAR system called Shompol, retaining the NATO codename Foxbat-D.

MiG-25BM "Foxbat-F"

A single-seat platform designed for suppression of enemy air defenses (SEAD), armed with Kh-58 or Kh-31 air-to-surface missiles for targeting hostile radar installations.

Conversion trainers

File:Mikoyan MiG-25PU-SOTN Foxbat-C 02 blue (8605743456).jpg

MiG-25PU training variant

File:Russian Air Force Mikoyan-Gurevich MiG-25RU Pichugin-1.jpg

MiG-25RU trainer as of September 2008

MiG-25PU

A two-seat trainer designed for converting pilots to MiG-25P interceptor operations. It features an updated nose section housing dual separate cockpits. This variant lacks radar and combat systems. Known by NATO as Foxbat-C.

MiG-25RU

A dual-seat trainer tailored for reconnaissance model conversions, equipped with the MiG-25R navigation suite. Also designated by NATO as Foxbat-C.

Ye-133

The designation assigned to a singular MiG-25PU flown by Svetlana Savitskaya to set multiple women's records in speed and altitude, including a speed record of 2,683.45 km/h (1,448.95 kn) over a 15–25 km (9.3–15.5 mi) distance on 22 June 1975.

Former operators

File:MiG-25 Operators.png

Countries formerly operating the MiG-25 highlighted in red as of 2022

File:MiG-25 fig2agrau USAF.jpg

Russian MiG-25BM variant

File:Iraqi MiG-25.jpg

Iraqi Air Force MiG-25RB displayed at the National Museum of the United States Air Force in Dayton, Ohio, October 2007; recovered buried in Iraq in 2003

File:MiG-25RBS 2007 G1.jpg

MiG-25RBS exhibited at the Ukrainian Air Force Museum in Vinnytsia

Template:DZA

• Algerian Air Force – Starting from 1979, Algeria acquired at least 36 MiG-25 aircraft, comprising a minimum of 18 MiG-25P interceptors, 10 reconnaissance/strike MiG-25RBs, and six operational conversion trainers. The fleet was retired by July 2022. The aircraft appeared once more during a military parade in November 2024, though their current operational status remains unclear.

Template:ARM

• Armenian Air Force – Continued operating a MiG-25 until at least 2011.

Template:BUL

• Bulgarian Air Force – Received three MiG-25RBTs (#731, #736, #754) and one MiG-25RU (#51) in 1982. On 12 April 1984, aircraft #736 crashed near Balchik Airfield, with the pilot ejecting safely. These aircraft were assigned to the 26th Reconnaissance Aviation Regiment based at Dobrich Air Base (formerly Tolbukhin Airfield) until their retirement. In May 1991, remaining units were returned to the USSR in exchange for five MiG-23MLDs.

Template:BLR

• Belarus Air Force – Operated up to fifty MiG-25s, including thirteen MiG-25PD variants; all were phased out by 1995.

Template:IND

• Indian Air Force – Acquired six MiG-25RBKs and two MiG-25RUs in 1981, operated by No. 102 Squadron "Trisonics" stationed at Bakshi Ka Talab Air Base in Lucknow, Uttar Pradesh. One RBK was lost on 3 August 1994. The fleet was retired in May 2006. The Trishul airbase in Bareilly housed Foxbats capable of reaching altitudes up to 80,000 ft (24,000 m).

Template:Country data Iraq

• Iraqi Air Force – Maintained seven MiG-25PUs, nine MiG-25RBs, and nineteen MiG-25PD/PDS variants as of January 1991. During the Gulf War (Operation Desert Storm), most were destroyed on the ground while two were downed in air combat against Coalition forces. Remaining units were concealed under camouflage or buried during the 2003 Iraq invasion.

Template:KAZ

• Kazakh Air Defense Forces – Operated sixteen MiG-25RB reconnaissance aircraft within the 39th Separate Reconnaissance Nikopolksiy unit in Balkhash alongside Yakovlev Yak-28Rs; these aircraft are now retired.

Template:Country data Libya

• Libyan Air Force – Estimated to have possessed ninety-four MiG-25s along with three two-seat trainers. By mid-2008, Libya retained three MiG-25PUs and seven MiG-25RBs in active service.

Template:RUS

• Russian Air Force – In 2011, operated forty MiG-25R reconnaissance variants and thirty conversion trainers.

Template:USSR

• Soviet Air Forces and Soviet Air Defence Forces – Historically the largest operator of the type combined; post-dissolution, aircraft were distributed among successor states.

Template:SYR

• Syrian Air Force – As of December 2022, operated two MiG-25Rs along with sixteen MiG-25PDs, eight MiG-25RBs, and two two-seat trainers.

Template:TKM

• Military of Turkmenistan – Reported to have twenty-four MiG-25 aircraft as of 1995.

Template:UKR

• Ukrainian Air Force – Inherited seventy-nine aircraft following USSR dissolution but withdrew them from service shortly after gaining independence.

Aircraft on display

Belarus

• 02053164 – MiG-25RBS exhibited statically at the Stalin Line Museum located in Loshany, Minsk.

Estonia

• N02050740 – MiG-25RBS presented as a static exhibit at the Estonian Aviation Museum in Lange, Tartu.

India

• DS-361 – MiG-25U displayed statically at Kalaikunda Air Force Station in Kharagpur, West Bengal.
• DS-362 – MiG-25U showcased as a static exhibit at the Indian Air Force Academy in Dundigal, Telangana.
• KP-355 – MiG-25R positioned for static display at the Indian Air Force Museum in Palam, Delhi.
• KP-351 – MiG-25R exhibited statically at the National Defence Academy in Pune, Maharashtra.
• KP-3106 – MiG-25 available for static viewing at Trishul Air Force Base within Bareilly Airport in Bareilly, Uttar Pradesh.
• MiG-25 also displayed statically at Trishul Air Force Base located at Bareilly Airport in Bareilly, Uttar Pradesh.

Latvia

• 0200004 – MiG-25RBS on static exhibition at the Riga Aviation Museum situated in Riga.

Russia

• 0200001 – MiG-25R mounted for static display at the Central Air Force Museum in Moscow.
• 66001012 – MiG-25BM presented statically at the Taganrog Aviation Museum in Taganrog, Rostov.
• 84008895 – MiG-25PD exhibited as a static display at the Central Armed Forces Museum in Moscow.
• 84030112 – MiG-25PD displayed statically within the Central Air Force Museum in Moscow.

Ukraine

• MiG-25RB available for static viewing at the Ukraine State Aviation Museum located in Kyiv.

United States

• 020657 – MiG-25RB temporarily on display at the National Museum of the United States Air Force in Dayton, Ohio. This aircraft was uncovered by U.S. forces during early operations of Operation Iraqi Freedom in 2003, buried near Al Taqaddum Airbase. It had been intentionally buried to avoid destruction by coalition air strikes. Upon recovery, the aircraft was incomplete with missing wings. It was one of two MiG-25s transported from Iraq to Wright-Patterson Air Force Base aboard a Lockheed C-5A Galaxy for evaluation. The aircraft was gifted to the National Museum of the United States Air Force in December 2006.

Specifications (MiG-25P / MiG-25PD)

File:Mikoyan-Gurevich MiG-25 3-view.svg

Three-view illustration of the MiG-25

References

Notes

Citations

Bibliography

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• Barron, John. MiG Pilot: The Final Escape of Lt. Belenko. New York: McGraw-Hill, 1980. ISBN 0-380-53868-7.
• Belyakov, R.A. and J. Marmain. MiG: Fifty Years of Secret Aircraft Design. Shrewsbury, UK: Airlife Publishing, 1994. ISBN 1-85310-488-4.
• Bhonsle, Brig. Rahul K. India: Security Scope 2006 The New Great Game. Delhi, India: Kalpaz Publications, 2006. ISBN 81-7835-512-4.
• Cooper, Tom and Farzad Bishop. Iranian F-14 Units in Combat. London: Osprey Publishing, 2004. ISBN 978-1-84176-787-1.
• Davies, Steve. Combat Legend, F-15 Eagle and Strike Eagle. London: Airlife Publishing, Ltd., 2002. ISBN 1-84037-377-6.
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• Jenkins, Dennis R. McDonnell Douglas F-15 Eagle: Supreme Heavy-Weight Fighter. Hinckley, UK: Midland Publishing, 1998. ISBN 1-85780-081-8.
• Lake, Jon. "Variant Briefing: MiG-25 'Foxbat' and MiG-31 'Foxhound'". World Air Power Journal, Volume 34, Autumn/Fall 1998, pp. 98–123. London: Aerospace Publishing. ISBN 1-86184-019-5. ISSN 0959-7050.
• Nicolle, David and Tom Cooper. Arab MiG19 and MiG21 Units in Combat (Osprey Combat Aircraft 044). Oxford, UK: Osprey Publishing, 2004. ISBN 9781841766553.
• Rich, Ben and Leo Janos. Skunk Works: A Personal Memoir of My Years of Lockheed. New York: Little, Brown & Company, 1994. ISBN 0-31674300-3.
• Spick, Mike. The Great Book of Modern Warplanes. St.Paul,Minnesota: Motorbooks International Publishing ,2000 .ISBN 0 -7603 -0893 -4 .
• Wilson , Stewart .Combat Aircraft since1945 . Fyshwick , Australia : Aerospace Publications ,2000 .ISBN 1 -875671 -50 -1 .

External links

• MiG-25/31 overview at Greg Goebel's Air Vectors website
• Foxbat and Foxhound – insights from Australian Aviation
• Reconnaissance Breach – notable event involving IAF MiG-25 entering Pakistani airspace