Exposition | Riga Airmuseumhttp://ru.airmuseum.lv/blog/2014-09-13T16:42:54+00:00Riga Airmuseum is unique in the Baltic countries and one of the largest in Europe. It's collection of Soviet aircraft is also the greatest in in outside of Commonwealth of Independent States (CIS).Yak-18T - trainer2014-09-13T16:42:54+00:00aleksiy/blog/author/aleksiy/http://ru.airmuseum.lv/blog/yak-18t-trainer/<p>Immediately after World War II ended Yakovlev Design Bureau produced training aircraft Yak-18, which had to become main primary trainer of the Soviet Air Force. On its design were based numerous training and aerobatics variants. Aeroflot used restricted Yak-18A numbers in its flight schools till 1972. Nevertheless, aircraft designed accordingly to military standards wasn't fully acceptable for civil pilots training. First problem was steering (control stick instead of steering wheel). Second one was student and instructor placing behind each other (most common in civil aviation is side by side placing). Third problem was lack of navigation equipment which not allowed landing training in poor weather. That's why Yakovlev designers decided to rework Yak-18 airframe and to develop multi-purpose civil variant which could be used not only for training but also for commercial purposes.</p>
<p>New upgrade was called Yak-18T. It was designed accordingly to Aeroflot demands and standards and destined for primary training purposes. Soviet Civil Aviation Ministry issued official order in 1967 and Design Bureau plant started to assemble two prototypes: one flight trials and second for static tests. The same year first prototype wasshown in static display at Paris Airshow together with Yak-40 and Yak-18PM. First test flight was performed in August 1967. Mass production started in 1972 at the Smolensk Aviation Plant. First school which received new aircraft was Sasovo Flight School with next to receive Aktyubinsk, Buguruslan, Kirovograd and Krasnyi Kut Flight Schools. Aeroflot used Yak-18T as trainer till the middle of 1980's. For commercial purposes they weren't used due to enough numbers of «all-round craftsman» Antonov An-2 biplanes.</p>
<p><a title="before repair" class="fancybox" href="http://img.airmuseum.lv/media/uploads/img/000173.jpg"><img src="http://img.airmuseum.lv/media/uploads/img/000173.jpg" style="margin: 2px;" border="0" height="133" width="200" /></a> <a class="fancybox" href="http://img.airmuseum.lv/media/uploads/img/000221.jpg"><img src="http://img.airmuseum.lv/media/uploads/img/000221.jpg" style="margin: 2px;" border="0" height="133" width="200" /></a> <a title="Yak-18T - trainer" class="fancybox" href="http://img.airmuseum.lv/media/uploads/new/p1000593.jpg"><img src="http://img.airmuseum.lv/media/uploads/new/p1000593.jpg" style="margin: 2px;" height="150" width="200" /></a></p>
<p>Beginning of the 1990's became renaissance of general aviation in all former Soviet Union countries. Yak-18T's were in popular demand among private owners and Smolensk Plant restarted production in 1992. Navigation equipment was improved, also were used new materials for interior trim. New airframes became very popular among European,American and Asian customers.</p>
<p>Our Museum has one Yak-18T registered СССР-38342 (production number 4200803). It had first flight in April 1974 and on May 22nd was delivered to Sasovo Flight School. After service life end it was overhanded by Riga Civil Aviation Engineers Institute as ground instructional airframe and in the middle of 1980's was donated to our Museum.</p>
<p><b>Yakovlev Yak-18T technical data:</b></p>
<table style="width: 100%;" class="tth_table" border="1" cellpadding="3" cellspacing="0">
<tbody>
<tr class="tth_row">
<td width="200">Crew</td>
<td>1-2</td>
</tr>
<tr class="tth_row">
<td width="200">Passengers</td>
<td>2-3</td>
</tr>
<tr class="tth_row">
<td width="200">Length, m</td>
<td>8.35</td>
</tr>
<tr class="tth_row">
<td width="200">Wingspan, m</td>
<td>11.60</td>
</tr>
<tr class="tth_row">
<td width="200">Wing area, m2</td>
<td>18.75</td>
</tr>
<tr class="tth_row">
<td width="200">Empty aircraft weight, kg</td>
<td>3120</td>
</tr>
<tr class="tth_row">
<td width="200">Normal take-off weight, kg</td>
<td>1650</td>
</tr>
<tr class="tth_row">
<td width="200">Engine</td>
<td>1 х М-14P,<br />power 360 HP (265 kW)</td>
</tr>
<tr class="tth_row">
<td width="200">Fuel uplift</td>
<td>208 litres</td>
</tr>
<tr class="tth_row">
<td width="200">Max speed at altitude, kts</td>
<td>160</td>
</tr>
<tr class="tth_row">
<td width="200">Max rate of climb</td>
<td>1000</td>
</tr>
<tr class="tth_row">
<td width="200">Max altitude, ft</td>
<td>18400</td>
</tr>
<tr class="tth_row">
<td width="200">Max range, miles</td>
<td>485</td>
</tr>
<tr class="tth_row">
<td width="200">Take-off/landing run, m</td>
<td>400/500</td>
</tr>
</tbody>
</table>Tupolev Tu-22M12014-09-13T16:14:45+00:00aleksiy/blog/author/aleksiy/http://ru.airmuseum.lv/blog/tupolev-tu-22m1/<p>Number 53 red.</p>
<p>...</p>
<p>The bomber transferred to the museum in the early 90's. In the museum bomber drove in three tractors! And in the mid 90s, the Americans saw from the satellite to the territory of the Riga airport Tu-22M1, came and gutted the electronics and the nose of the bomber. Currently, the Tu-22M1 is in our museum and is the pride of the collection.</p>
<p><a class="fancybox" href="http://img.airmuseum.lv/media/uploads/img/000141.jpg" title="1993 year parked in Skulte"><img src="http://img.airmuseum.lv/media/uploads/img/000141.jpg" style="margin: 2px;" border="0" height="126" width="200" /></a> <a class="fancybox" href="http://img.airmuseum.lv/media/uploads/img/000142.jpg" title="1997 year without elecronics"><img src="http://img.airmuseum.lv/media/uploads/img/000142.jpg" style="margin: 2px;" border="0" height="126" width="200" /></a> <a class="fancybox" href="http://img.airmuseum.lv/media/uploads/img/000143.jpg" title="2000 year, view from behind"><img src="http://img.airmuseum.lv/media/uploads/img/000143.jpg" style="margin: 2px;" border="0" height="126" width="200" /></a> <a class="fancybox" href="http://img.airmuseum.lv/media/uploads/img/000144.jpg" title="2002-07-15 parking in Skulte"><img src="http://img.airmuseum.lv/media/uploads/img/000144.jpg" style="margin: 2px;" border="0" height="126" width="200" /></a> <a class="fancybox" href="http://img.airmuseum.lv/media/uploads/img/000145.jpg" title="2003 year, in Museum"><img src="http://img.airmuseum.lv/media/uploads/img/000145.jpg" style="margin: 2px;" border="0" height="126" width="200" /></a> <a class="fancybox" href="http://img.airmuseum.lv/media/uploads/img/000146.jpg" title="2005-01-05 after repair"><img src="http://img.airmuseum.lv/media/uploads/img/000146.jpg" style="margin: 2px;" border="0" height="126" width="200" /></a> <a class="fancybox" href="http://img.airmuseum.lv/media/uploads/img/000147.jpg" title="TU-22M1 drawing"><img src="http://img.airmuseum.lv/media/uploads/img/000147.jpg" style="margin: 2px;" border="0" width="200" /></a></p>Tu-134А-32014-09-11T21:58:59+00:00aleksiy/blog/author/aleksiy/http://ru.airmuseum.lv/blog/tu-134a-3/<p>28 April 2009 - an important event happened in history of museum - from the airport of Sheremetyevo to Riga took off his last flight Tu-134А-3. “Aeroflot – Russian airlines” make a present to Riga’s Club of Young Pilots the name of F.A.Candera for the use as a museum-piece and train aid for preparation of young pilots.<br /> Giving the contribution of deep respect the veterans of civil aviation, to resident in Latvia, and for strengthening of friendship and mutual understanding between the Russian and latvian people, rule “Aeroflot – Russian airlines” were accepted by a decision to pass an air ship Tu-134А-3 RA-65717 in the Riga museum of aviation.</p>
<p><br /> The employees of aviation-technical complex of Aeroflot jointly with developers and testpilots conducted work as evaluated by the technical state of air ship, to the receipt of permission and preparation of airplane to flight to en-route Moscow is Riga by testpilots of the State research institute of civil aviation. A commander of crew is Hero of Russia - Ruben Esayan.</p>
<p><a class="fancybox" title="Tu-134А-3" href="http://img.airmuseum.lv/media/uploads/img/000259.jpg"><img src="http://img.airmuseum.lv/media/uploads/img/000259.jpg" height="428" width="640" /></a></p>
<p>(click to view full size image)</p>
<p>Last 19977th landing, photo is taken above Bolderay – one of Riga district. Presently refuse of basic hydraulics of issue of undercarriage - deport not fully. After a couple of seconds a pilot involves the emergency system, and undercarriages will be finished pressing out.</p>
<p><br /> Tu-134А-3 RA-65717 (cn 63657). One of last serial That-134А, 1981 year of issue. Worked in Moscow governmental detachment, further from January, 27, 1984 on international lines in CUMVS(Aeroflot-International), from the beginning of 90th in the fleet of Aeroflot-Russia. Last regular flight of December, 31 2007 to en-route Ufa – Sheremet'evo. It was further tried to sell an airplane, but because of diseconomy of this type, it was not succeeded. Written-off from the Russian register 22Dec2008. At that moment a raid made - 40612 hours and 19976 landings. More than year stood, and on 28Apr2009 accomplished the last flight from Sheremetyevo to Riga(SVO-RIX).</p>
<p><a class="fancybox" title="Tu-134А-3" href="http://img.airmuseum.lv/media/uploads/img/000260.jpg"><img src="http://img.airmuseum.lv/media/uploads/img/000260.jpg" title="Tu-134А-3" height="427" width="640" /></a></p>Sukhoi Su-7U2014-09-11T21:52:05+00:00aleksiy/blog/author/aleksiy/http://ru.airmuseum.lv/blog/sukhoi-su-7u/<div>
<p>At the beginning of 1960's Sukhoi Design Bureau finished to develop its new fighter-bomber Su-7B («Fitter») and another important task arised — to make two-seat training variant of this type. This objective was urgent because Su-7B was hard to control, especially on landing and critical flight stages. Two-seater, designated Su-7U («Moujik»), destined to make training process easier and quicker for pilots.</p>
<p>Nevertheless Sukhoi team managed to release first Su-7U prototype only in October, 1965 due to its high workload connected with evaluation of Su-7B and another projects. Trainer was a bit longer than Su-7B, also was unmounted one of the two cannons in order to reduce weight. The rest of the armament remained mostly the same. Crew seats were located behind each other under the separate canopies. Rear canopy was equipped with large retractable mirror to improve instructor's field of view on take-off or landing. Also instructor had full set of instruments and controls and was able to interfere in flight whenever he decided. Emergency ejection system allowed crew to leave aircraft in dangerous situations separately and safely.</p>
<p>Su-7U production commenced at Komsomolsk-na-Amure Aviation Factory in 1966 and continued till 1971, together with Su-7BKL and Su-7BMK manufacturing. Two-seater' export modification Su-7UMK was bought by Algeria, Afghanistan, Egypt, India, Iraq, Syria, North Korea, Poland, Czechoslovakia and took part in 1970-80's wars and conflicts. Soviet Air Force used Su-7U for very long time — till beginning of 1990's, because of its similar performance with Su-7B's successor Su-17.</p>
<p>Museum's Su-7U serialled 43-red and has production number 2318.</p>
</div>
<p>Sukhoi Su-7U technical data:</p>
<table style="width: 100%;" class="tth_table" border="1" cellpadding="3" cellspacing="0">
<tbody>
<tr class="tth_row">
<td width="200">Crew</td>
<td>2</td>
</tr>
<tr class="tth_row">
<td width="200">Length, m</td>
<td>17.00</td>
</tr>
<tr class="tth_row">
<td width="200">Height, m</td>
<td>4.99</td>
</tr>
<tr class="tth_row">
<td width="200">Wingspan, m</td>
<td>9.31</td>
</tr>
<tr class="tth_row">
<td width="200">Wing area, m<sup>2</sup></td>
<td>34.00</td>
</tr>
<tr class="tth_row">
<td width="200">Empty aircraft weight, kg</td>
<td>9100</td>
</tr>
<tr class="tth_row">
<td width="200">Normal take-off weight, kg</td>
<td>13510</td>
</tr>
<tr class="tth_row">
<td width="200">Engine</td>
<td>1 х AL-7F-1, thrust 8370 kgf (with afterburner 9600 kgf)</td>
</tr>
<tr class="tth_row">
<td width="200">Fuel uplift</td>
<td>3600 litres in internal tanks + 4 x 600 litres in auxiliary drop tanks</td>
</tr>
<tr class="tth_row">
<td width="200">Max speed at altitude, kts</td>
<td>1120</td>
</tr>
<tr class="tth_row">
<td width="200">Max speed at low level, kts</td>
<td>562</td>
</tr>
<tr class="tth_row">
<td width="200">Max altitude, ft</td>
<td>56600</td>
</tr>
<tr class="tth_row">
<td width="200">Max range, miles</td>
<td>780</td>
</tr>
<tr class="tth_row">
<td width="200">Take-off/landing run, m</td>
<td>1100/1400</td>
</tr>
<tr class="tth_row">
<td width="200">Max overstress</td>
<td>4.5</td>
</tr>
<tr class="tth_row">
<td width="200">Armament</td>
<td>1 x NR-30 cannon (30 rounds)<br />2 x unguided rockets S-24 (240 mm caliber) or<br />4 x unguided rocket pods (up to 128 rockets) or<br />various bombs (or napalm pods) with total 2000 kg weight</td>
</tr>
</tbody>
</table>Sukhoi Su-7BKL2014-09-11T21:46:38+00:00aleksiy/blog/author/aleksiy/http://ru.airmuseum.lv/blog/sukhoi-su-7bkl/<p>In 1960's there was wide spread opinion among military specialists that military jets have to be able to fly on soft-surface runways during war conflicts. Because main (concrete) runways could be easily put out of operation by the enemy strikes. This idea influenced on new variant of the wide-spread Sukhoi Su-7B fighter-bomber — Su-7BKL (NATO-code «Fitter»).</p>
<p>First prototype of this modification performed its maiden flight in 1962. In Su-7BKL was invented new wheels-and-ski landing gear, gunpowder accelerators, two-canopy breaking parachute, increased amount (six) of weapons pylons, upgraded bombsight. New gears were adopted for taxiing, take-off and landing on soft-surface aerodromes. Front gear received tyre with increased diameter and on main landing gear were installed small steel skis, together with wheels. During take-off or landing on hard surface were not working due to their suspension, not allowing to touch the runway. But they started to work when wheel became to deepen into soft soil. Skis helped to distribute pressure and not allowed wheels to get deeper and to brake aircraft movement.</p>
<p>Komsomolsk-na-Amure Aviation Factory started to produce new upgraded variant in 1965 and finished in 1972. At the same time another Su-7B variants were produced — Su7BM/BMK/UM and UMK. Su-7BKL's were used by Soviet, Polish and Afghanistan Air Forces. Afghanistan widely used another variant — Su-7BMK, but due to high combat losses and lack of spare parts, small amount of BKL's were exported to there in 1980's.</p>
<p>At the end of 1960's Su-7B and its variants were upgraded with electronic countermeasures pods to confuse planned rival's air defence. On the right underwing pylon was attached SPS-141 (142, 143) system pod. This ECM system provided less probability the aircraft to be shot down. On the opposite side usually was attached UB-16-57 pod with unguided rockets.</p>
<p>Our Museum has Su-7BKL serialled 27-white (production number 5710) which was given by Riga Suvorov school in the middle of 1980's.</p>
<p><img src="http://img.airmuseum.lv/media/uploads/img/000089.jpg" height="479" width="639" /></p>
<p>Sukhoi Su-7BKL technical data:</p>
<table style="width: 100%;" class="tth_table" border="1" cellpadding="3" cellspacing="0">
<tbody>
<tr class="tth_row">
<td width="200">Crew</td>
<td>1</td>
</tr>
<tr class="tth_row">
<td width="200">Length, m</td>
<td>16.80</td>
</tr>
<tr class="tth_row">
<td width="200">Height, m</td>
<td>4.99</td>
</tr>
<tr class="tth_row">
<td width="200">Wingspan, m</td>
<td>9.31</td>
</tr>
<tr class="tth_row">
<td width="200">Wing area, m<sup>2<sup></sup></sup></td>
<td>34.00</td>
</tr>
<tr class="tth_row">
<td width="200">Empty aircraft weight, kg</td>
<td>8890</td>
</tr>
<tr class="tth_row">
<td width="200">Normal take-off weight, kg</td>
<td>13570</td>
</tr>
<tr class="tth_row">
<td width="200">Engine</td>
<td>1 х AL-7F-1, thrust 8370 kgf (with afterburner 9600 kgf)</td>
</tr>
<tr class="tth_row">
<td width="200">Fuel uplift</td>
<td>4200 litres in internal tanks + 4 x 600 litres in auxiliary drop tanks</td>
</tr>
<tr class="tth_row">
<td width="200">Max speed at altitude, kts</td>
<td>1160</td>
</tr>
<tr class="tth_row">
<td width="200">Max speed at low level, kts</td>
<td>577</td>
</tr>
<tr class="tth_row">
<td width="200">Max altitude, ft</td>
<td>58600</td>
</tr>
<tr class="tth_row">
<td width="200">Max range, miles</td>
<td>890</td>
</tr>
<tr class="tth_row">
<td width="200">Take-off/landing run, m</td>
<td>1100/1400</td>
</tr>
<tr class="tth_row">
<td width="200">Max overstress</td>
<td>4.5</td>
</tr>
<tr class="tth_row">
<td width="200">Armament</td>
<td>2 x NR-30 cannons (30 rounds each)<br />4 x unguided rockets S-24 (240 mm caliber) or<br />6x unguided rocket pods (up to 192 rockets) or<br />various bombs (or napalm pods) with total 3000 kg weight</td>
</tr>
</tbody>
</table>MiG-25RBS2014-09-11T21:39:42+00:00aleksiy/blog/author/aleksiy/http://ru.airmuseum.lv/blog/mig-25rbs/<div>
<p>In 1964 Mikoyan Design Bureau designed interceptor MiG-25P («Foxbat A») and photo reconnaissance MiG-25R («Foxbat B») which both had outstanding performance data. Designers used a lot of original technical decisions, for example stainless steel airframe skin usage instead of aluminium alloys, welding instead of traditional rivets and neat alcohol usage for aircraft systems cooling. Record-breaking variant E-266 established 29 world records, many of them were in force for more than 10 years.</p>
<p>High speeds and altitudes available for MiG-25 gave to Air Force Command idea to develop reconnaissance-striking variant MiG-25RB because there did not exist such air-defence system capable to intercept this «Steel Bird». Equipment which was installed on MiG-25RB allowed to perform strikes with up to 500 kg caliber conventional bombs. MiG-25RB production started in 1970 at Gorky (Nizhniy Novgorod nowadays) Aviation Plant and aircraft equipment continuously improved. In 1973 was made new variant MiG-25RBS which carried side-looking radar «Sablya» («Sabre»). This radar allowed to make terrain and objects' pictures with quality comparable to photography. Taking into account that aircraft has to fly over or close to target to make photos, new radar allowed MiG-25RBS to remain on imposing distance from the target and not to fly into the air-defence zone. That's why cameras were not installed on this variant, instead of them MiG-25RBS was equipped with radar-jamming system SPS-142 «Syren» («Lilac»). Since 1981 part of the produced MiG-25RBS' were upgraded with more modern and sophisticated radar «Shompol» («Ramrod») and received new designation MiG-25RBSh. In 1980's one MiG-25RBS received air-to-air refuelling kit for evaluation and to clarify flight characteristics.</p>
<p>Mass MiG-25RBS production continued till 1977 and in general 220 MiG-25RB and it's variants were manufactured till production was suspended in 1982.</p>
<p>MiG-25RB received order for battle at once with test trials completion. In 1971 two MiG-25R and two MiG-25RB were relocated to Egyptian Cairo-West airforce base. Was formed special 63rd Separated Aviation Detachment under Col. A. Bezhevets command. Till July 1972 this Detachment made several flights over Egypt and Israel. All Israeli Air Force efforts to intercept MiG's using «Mirage» III and F-4E «Phantom» fighters and «Hawk» air-defence missiles failed. Photos taken by MiG's covered almost the whole Israeli territory and been used for planning «Yom Kippur» war which started on October 6th, 1973. During this conflict another group of four MiG-25RB's was sent to Egypt and provided military command with important information from battle area. During one of these flights two MiG's were intercepted by Israeli «Phantoms» but all fired missiles could not pursue whisking «Foxbats» and self-destructed far behind them.</p>
<p>Occasionally MiG-25RB's were used during Soviet-Afghan War. In 1980 one small group performed high-altitude photo-recce flights over Afghanistan territory. Russia Air Force utilized MiG's over Chechnya since 1994 till 2000.</p>
<p>Reconnaissance variants were exported together with interceptors. Algeria bought in general 24 MiG-25's and used them actively in 1980's during the war in Western Sahara and also uses them nowadays against local Islamic extremists. Bulgaria widely used it's three MiG-25RB's till 1991 and provided intelligence data for all Warsaw Pact countries. India imported six MiG-25RB's and used them during long-lasted conflict with Pakistan. Iraqi «Foxbats» took part in three wars and finished their career in 2003. During Iran-Iraqi War (1980-1988) eight MiG-25RB's performed not only reconnaissance flights but also struck various targets in enemy hinterland. For example, successfully struck oil rigs and terminals in Persian Gulf and bombed airbases in Tehran area. Iraqis lost two MiG-25's during this war (first was lost in 1985 due to engine disintegration and second in 1987 on landing). None MiG-25RB was lost in battle. Libya was the largest MiG-25 customer with 80 aircraft in record. MiG-25RB's made successful flights during war with Chad. Syria utilized it's «Foxbats» in Arab-Israeli conflicts during 1980's. After Soviet Union collapse Azerbaijan received 15 MiG-25-recce and unsuccessfully tried to use them during the conflict with Armenia, loosing one aircraft.</p>
<p>Our Museum has MiG-25RBS serialled 34-red (production number 0200004) and was donated by former Riga Military Aviation Engineers High School.</p>
</div>
<p>Mikoyan MiG-25RBS technical data:</p>
<table style="width: 450px;" class="tth_table" border="1" cellpadding="3" cellspacing="0">
<tbody>
<tr class="tth_row">
<td width="200">Crew</td>
<td width="250">1</td>
</tr>
<tr class="tth_row">
<td width="200">Length, m</td>
<td width="250">23.80</td>
</tr>
<tr class="tth_row">
<td width="200">Height, m</td>
<td width="250">6.50</td>
</tr>
<tr class="tth_row">
<td width="200">Wingspan, m</td>
<td width="250">14.10</td>
</tr>
<tr class="tth_row">
<td width="200">Wing area, m2</td>
<td width="250">58.90</td>
</tr>
<tr class="tth_row">
<td width="200">Empty aircraft weight, kg</td>
<td width="250">19070</td>
</tr>
<tr class="tth_row">
<td width="200">Normal take-off weight, kg</td>
<td width="250">37100</td>
</tr>
<tr class="tth_row">
<td width="200">Engine</td>
<td width="250">2 х R-15B-300, thrust 7497 kgp (with afterburner 11200 kgp) each</td>
</tr>
<tr class="tth_row">
<td width="200">Fuel uplift</td>
<td width="250">17988 litres in internal tanks + 5300 litres in auxiliary drop tank</td>
</tr>
<tr class="tth_row">
<td width="200">Max speed at altitude, kts</td>
<td width="250">1620 (М=2.83)</td>
</tr>
<tr class="tth_row">
<td width="200">Max speed at low level, kts</td>
<td width="250">648</td>
</tr>
<tr class="tth_row">
<td width="200">Max altitude, ft</td>
<td width="250">76600</td>
</tr>
<tr class="tth_row">
<td width="200">Max range, miles</td>
<td width="250">1300</td>
</tr>
<tr class="tth_row">
<td width="200">Take-off/landing run, m</td>
<td width="250">1200/800</td>
</tr>
<tr class="tth_row">
<td width="200">Max overstress</td>
<td width="250">+4,5</td>
</tr>
<tr class="tth_row">
<td width="200">Armament</td>
<td width="250">conventional bombs loading up to 5000 kg on six pylons</td>
</tr>
</tbody>
</table>MiG-23MF - fighter aircraft2014-09-10T07:58:15+00:00aleksiy/blog/author/aleksiy/http://ru.airmuseum.lv/blog/mig-23mf-fighter-aircraft/<p>(Flogger-B) This was another export derivative of MiG-23M, intended to be exported to Warsaw Pact countries but it was also sold to many other allies and clients, as most export customers were dissatisfied with rather primitive MiG-23MS. It actually came in two versions: first one was sold to Warsaw Pact allies, and it was essentially identical to Soviet MiG-23M, with small changes in IFF and communications equipment. Second variant was sold outside Eastern Europe and it had different IFF and communications suite (with datalink usually removed) and downgraded radar, which lacked the anti-ECM features and modes of the baseline 'High Lark'.</p>
<p>This variant was more popular abroad than MiG-23MS and considerable numbers were exported especially to Middle East.</p>
<p><img src="http://img.airmuseum.lv/media/uploads/img/000131.jpg" height="480" width="640" /></p>MiG-23M - fighter aircraft2014-09-09T20:57:23+00:00aleksiy/blog/author/aleksiy/http://ru.airmuseum.lv/blog/mig-23m-fighter-aircraft/<p>('Flogger-B'). This variant first flew at June 1972. It was the first truly mass-produced version of MiG-23, and the first VVS fighter to feature look down/shoot down capabilities (although this capability was initially very limited). Wing was modified again and now featured leading-edge slats. R-29-300 engine was now rated for 12500kp.</p>
<p>It finally had the definitive sensor suite: improved Sapfir-23D (NATO codename 'High Lark') radar, TP-23 IRST sensor and ASP-23D gunsight. The radar had a detection range of some 45km against a high-flying fighter-sized target. It was not a true Doppler radar, but instead utilised less effective 'envelope detection' technique, similar to some 1960s Western fighter radars. The infrared system had detection range of around 30km against high-flying bombers, less for fighter-sized targets. The aircraft was also equipped with Lasur-SMA -datalink. Standard armament consisted of two radar- or infrared guided R-23 (NATO codename: AA-7 'Apex') BVR missiles and two R-60 (AA-8 'Aphid') short-ranged infrared missiles. From 1974 onwards, double pylons were installed for R-60s, enabling up to four missiles carried. Bombs, rockets and missiles could be carried for ground attack. Later, capability for radio-guided Kh-23 ground attack missile was added. Most Soviet MiGs were also wired to carry tactical nuclear weapons. Some 1300 MiG-23M's were produced for VVS and PVO between 1972-78. It was the most important Soviet fighter type from mid-to-late 1970s.</p>
<p><img src="http://img.airmuseum.lv/media/uploads/img/000121.jpg" height="480" width="640" /></p>Mig-21BIS - Single-seat multi-role fighter2014-09-08T18:20:09+00:00aleksiy/blog/author/aleksiy/http://ru.airmuseum.lv/blog/mig-21bis-single-seat-multi-role-fighter-1/<p>Number - 76 yellow (cn 50027021).<br /> (Fishbed-L) Single-seat multi-role fighter, ground-attack aircraft. The final production model. This version is powered by a Tumansky R-25-300 turbojet engine.</p>MiG-29UB2014-09-08T18:07:52+00:00aleksiy/blog/author/aleksiy/http://ru.airmuseum.lv/blog/mig-29ub/<p>In 1976 Mikoyan Design Bureau was ordered by Government to develop new MiG-29UB («izdeliye 9-51») trainig variant to ensure effective Soviet Air Force pilots' training and to familiarize them with modern MiG-29 Fulcrum fighter more quickly. With purpose of placing second cockpit (for pilot-instructor) without changing airframe design sufficiently it was decided to unmount all radar-aiming equipment, including N019 radar, but for aiming and armament use was fully retained optical aiming-navigatonal package with optical station KOLS and NSC. It was slightly updated due to doubled indication and control system was integrated and this package received new designation OEPrNK-29UB.</p>
<p>In accordance with such MiG-29UB weapons system simplification there were omitted radar-aimed air-to-air missiles and remained only integrated cannon together with infrared-aimed missiles, conventional bombs and unguided rockets which were mounted under six wing pylons. Instructor's cockpit was placed behind the trainee's station and was equipped with full controls and indication package and with the same ejection seat. Canopy which covered both cockpits was provided with instructor's periscope and large mirror which deployed during take-off, landing and taxiing.</p>
<p>OEPrNK-29UB system allowed to train pilots and, if necessary, to perform close combat (so-called dogfight) and also to perform strike combat visually during daylight using bombs and unguided rockets, similarly to single-seater. For interception flights traininig, radar and usage of missiles training and also to train for actions with several systems inoperative, two-seater was equipped with appropriate simulations package.</p>
<p><a class="fancybox" title="MiG-29UB" href="http://img.airmuseum.lv/media/uploads/new/dscf8939a.jpg"><img src="http://img.airmuseum.lv/media/uploads/new/dscf8939a.jpg" height="480" width="640" /></a></p>
<p>First MiG-29UB prototype - №951 (serial number 51) performed its maiden flight on April 29th, 1981. In 1982 Design Bureau produced second prototype which received №952 (serial number 52). Its first flight took place on August 23rd, 1982 at Zhukovsky aerodrome, not far from Moscow. Test flights continued till April 10th, 1986 when last, 213th, flight was performed. After that 52nd was disassembled and its wing was used for MiG-29 prototype №916. Remaining parts were sent to Riga Military Aviation Engineers High School as training aid for future Air Force maintenance engineers. In 1994 High School was disbanded and aircraft was handed over to our Museum, with valuable Olegs Tilbergs' help, famous Latvian artist. At present time this MiG-29UB is in our display and remains the most modern aircraft in Museum's collection.</p>
<p>MiG-29UB was put into mass production in 1985 at Gorky (now Nizhny Novgorod) Aviation Plant. Officially two-seater was added to Soviet Air Force's armoury in 1991. At that time almost 200 airframes were built. MiG-29UB was exported equally with single-seater to Algeria, Bangladesh, Burma, Bulgaria, Hungary, East Germany, India, Iraq, Iran, Kazakhstan, Cuba, Malaysia, Peru, Poland, Romania, North Korea, Northern Yemen, Syria, Czechoslovakia, Ethiopia, Eritrea, Yugoslavia. Owing to 1990's geopolitical changes MiG-29's were added to Air Forces of Belorussia, Germany, Moldova, Slovakia, Turkmenistan, Uzbekistan and Ukraine.</p>
<p><b>Mikoyan MiG-29UB technical data:</b></p>
<table style="width: 100%;" class="tth_table" cellpadding="3" cellspacing="1" border="1">
<tbody>
<tr class="tth_row">
<td width="200">Crew</td>
<td>2</td>
</tr>
<tr class="tth_row">
<td width="200">Length, m</td>
<td>17,42</td>
</tr>
<tr class="tth_row">
<td width="200">Height, m</td>
<td>4,73</td>
</tr>
<tr class="tth_row">
<td width="200">Wingspan, m</td>
<td>11,36</td>
</tr>
<tr class="tth_row">
<td width="200">Wing area, m2</td>
<td>31,80</td>
</tr>
<tr class="tth_row">
<td width="200">Empty aircraft weight, kg</td>
<td>10800</td>
</tr>
<tr class="tth_row">
<td width="200">Normal take-off weight, kg</td>
<td>14600</td>
</tr>
<tr class="tth_row">
<td width="200">Engine</td>
<td>2 х RD-33,<br /><br />thrust 5040 kgf (with afterburner 8300 kgf) each</td>
</tr>
<tr class="tth_row">
<td width="200">Fuel uplift</td>
<td>4650 litres in internal tanks +<br /><br />1500 litres in auxiliary drop tank</td>
</tr>
<tr class="tth_row">
<td>Max speed at altitude, kts=1205 (М=2.1)</td>
<td></td>
</tr>
<tr class="tth_row">
<td width="200">Max speed at low level, kts</td>
<td>810</td>
</tr>
<tr class="tth_row">
<td width="200">Max altitude, ft</td>
<td>58275</td>
</tr>
<tr class="tth_row">
<td width="200">Max range, miles</td>
<td>1140</td>
</tr>
<tr class="tth_row">
<td width="200">Take-off/landing run, m</td>
<td>700/450</td>
</tr>
<tr class="tth_row">
<td width="200">Max overstress</td>
<td>+9,0...-3,0</td>
</tr>
<tr class="tth_row">
<td width="200">Armament</td>
<td>1 х 30-мм cannon GSh-301 (150 rounds);<br /><br />6 х air-to-air missiles R-73 AA-11 Archer or R-60М or<br /><br />2000 kg load on six underwing pylons including 250- or 500-kg bombs, КМGU-2 pods, ZB-500 napalm bombs or<br /><br />80 х unguided rockets S-8 in pods B-8М1 or<br /><br />6 x unguided rockets S-24B or<br /><br />2 х cannon pods UPK-23</td>
</tr>
</tbody>
</table>MiG-21US - Two-seat training fighter2014-09-08T08:58:34+00:00aleksiy/blog/author/aleksiy/http://ru.airmuseum.lv/blog/mig-21us-two-seat-training-fighter/<p>Further development of famous Mikoyan MiG-21 Fishbed single-seat variant demanded upgrade of two-seat trainer — MiG-21U (Mongol-A). New modification was designated MiG-21US (Mongol-B) and performed its first flight in 1966. If to compare with earlier series MiG-21US received new, more powerful, engine R-11F2S-300, ejection seats KM-1M, increased fuel load (2030 kg (2450 litres)) and enlarged verical fin, the same as for MiG-21PFM and later variants. During production on rear canopy was installed rising mirror to improve instructor's field of view on take-off or landing. </p>
<p><img src="http://img.airmuseum.lv/media/uploads/img/000028.jpg" height="480" width="640" /></p>
<p><br /> This variant as all MiG-21 two-seaters was produced at Plant No. 31 in Tbilisi. From 1966 till 1970 were produced 347 aircraft, not only for Soviet Air Force but also export airframes. MiG-21US was acquired by Algeria, Angola, Bulgaria, Vietnam, East Germany, Egypt, Zambia, India, Cuba, Poland, Romania, Syria, Uganda, Czechoslovakia and Yugoslavia.</p>
<p><br /> This modification is famous by being involved in the sole Vietnam War official dogfight between Soviet and American pilots. This occurence took place in 1972. The sole MiG-21US which was piloted by Vietnamese student-pilot and Soviet instructor and had not any armament, performed routine training flight over the North Vietnam. Whilst being 4 miles from the home base crew received warning that four «Phantoms» were approaching the airfield. At that moment Vietnamese fighter had only 800 litre of fuel. Trying not to be shot down crew performed sliding roll and defeated the first attack. Then MiG-21US was attacked twice but managed to disappoint all fired missiles successfully. The third attack also did not brought victory to American fighters but Mikoyan trying o avoid all missiles burnt all the fuel onboard, due to this problem pilots made the momentous decision and ejected safely. </p>
<p><img src="http://img.airmuseum.lv/media/uploads/img/000029.jpg" height="480" width="640" /></p>
<p>Our Museum has MiG-21US serialled 06-red (production number 02685133) which was among the first exhibits acquired in 1970's. <br /><br /> Mikoyan MiG-21US technical data:</p>
<table style="width: 100%;" class="tth_table" cellpadding="3" cellspacing="3" border="0">
<tbody>
<tr class="tth_row">
<td width="200">Crew</td>
<td>2</td>
</tr>
<tr class="tth_row">
<td width="200">Length, m</td>
<td>15,76</td>
</tr>
<tr class="tth_row">
<td width="200">Height, m</td>
<td>4,80</td>
</tr>
<tr class="tth_row">
<td width="200">Wingspan, m</td>
<td>7,15</td>
</tr>
<tr class="tth_row">
<td width="200">Wing area, m2</td>
<td>23,00</td>
</tr>
<tr class="tth_row">
<td width="200">Empty aircraft weight, kg</td>
<td>5610</td>
</tr>
<tr class="tth_row">
<td width="200">Normal take-off weight, kg</td>
<td>8000</td>
</tr>
<tr class="tth_row">
<td width="200">Engine</td>
<td>1 х R-11F2S-300, thrust 3950 kgf (with afterburner 6175 kgf)</td>
</tr>
<tr class="tth_row">
<td width="200">Fuel uplift</td>
<td>2450 litres in internal tanks + 490 L in auxiliary drop tank</td>
</tr>
<tr class="tth_row">
<td width="200">Max speed at altitude, kts</td>
<td>1175</td>
</tr>
<tr class="tth_row">
<td width="200">Max speed at low level, kts</td>
<td>620</td>
</tr>
<tr class="tth_row">
<td width="200">Max altitude, ft</td>
<td>59000</td>
</tr>
<tr class="tth_row">
<td width="200">Max range, miles</td>
<td>653</td>
</tr>
<tr class="tth_row">
<td width="200">Take-off/landing run, m</td>
<td>900/550</td>
</tr>
<tr class="tth_row">
<td width="200">Max overstress</td>
<td>7,0</td>
</tr>
<tr class="tth_row">
<td width="200">Armament</td>
<td>2 air-to-air missiles R-3S (К-13Т) AA-2B Atoll or<br />2 unguided rockets S-24 (240 mm caliber) or<br />2 unguide rocket pods (up to 64 rockets) or<br />2 bombs 250 kg each</td>
</tr>
</tbody>
</table>MiG-15UTI - Two-seat dual-control jet trainer2014-09-08T08:52:40+00:00aleksiy/blog/author/aleksiy/http://ru.airmuseum.lv/blog/mig-15uti-two-seat-dual-control-jet-trainer/<p>The Mikoyan-Gurevich MiG-15 (МиГ-15 in Cyrillic script) (NATO reporting name "Fagot") was a jet fighter developed for the USSR. </p>
<p><img src="http://img.airmuseum.lv/media/uploads/img/000024.jpg" height="480" width="640" /></p>
<p><br /> A variety of MiG-15 variants were built, but the most common was the MiG-15UTI (NATO 'Midget') two-seat trainer. Because Mikoyan-Gurevich never mass-produced the transition training versions of the later MiG-17 or MiG-19, the 'Midget' remained the sole Warsaw Pact advanced jet trainer well into the 1970s, the primary training role being fulfilled (save for Poland, who used their indigenous TS-11 Iskra jets) exclusively by Czechoslovak Aero L-29 Delfin (Maya) and the L-39 Albatros jets. While China produced two-seat trainer versions of the later MiG-17 and MiG-19, the Soviets felt that the MiG-15UTI was sufficient for their needs and did not produce their own trainer versions of those aircraft.</p>Mil Mi-8T transport helicopter2014-09-08T08:47:05+00:00aleksiy/blog/author/aleksiy/http://ru.airmuseum.lv/blog/mil-mi-8t-transport-helicopter/<p>The Mil Mi-8 (NATO reporting name "Hip") is a large twin-turbine transport helicopter that can also act as a gunship. The first single-engine (AI-24W) prototype, W-8, flew in 9 July 1961. Second one with two AI-24W engines made its first flight on 17 September 1962. After few changes it was introduced into the Soviet Air Force by 1967 as Mi-8. There are numerous variants, including the Mi-8T which in addition to carrying twenty four soldiers is also armed with rockets and anti-tank guided missiles. The navalized Mil Mi-14, and attack Mi-24 are derived from the Mi-8.</p>
<p><img src="http://img.airmuseum.lv/media/uploads/img/000090.jpg" height="480" width="640" /></p>Mil Mi-6 heavy transport helicopter2014-09-08T07:52:59+00:00aleksiy/blog/author/aleksiy/http://ru.airmuseum.lv/blog/mil-mi-6/<p>The Mil Mi-6 (NATO reporting name Hook) was a Soviet heavy transport helicopter first flown in July 1957 and built in large numbers for both military and civil roles.</p>
<p><img src="http://img.airmuseum.lv/media/uploads/img/000012.jpg" height="480" width="640" /><br /> Getting this large vehicle in the air is no easy task; the Mi-6 has an enormous gearbox, heavier than its engines, and often uses short wings to relieve the load on the rotor in cruise. It was not only for a long time the largest helicopter, it was also the fastest with a speed of 300 km/h. Load 12,000 kg. Test pilot N.B. Leshin has set the world record of speed. This event was awarded by the American Helicopter Society.</p>
<p><img title="Skulte 09.1994" src="http://img.airmuseum.lv/media/uploads/img/000112.jpg" height="381" width="640" /></p>
<p>Skulte 09.1994</p>Mil Mi-42014-09-07T21:24:47+00:00aleksiy/blog/author/aleksiy/http://ru.airmuseum.lv/blog/mil-mi-4/<p>The Mil Mi-4 (originally known to US intelligence as the Type-36 and later by the NATO reporting name Hound) was a Soviet transport helicopter that served in both military and civilian roles.</p>
<p><img src="http://img.airmuseum.lv/media/uploads/img/000113.jpg" height="480" width="640" /><br /><br /> The Mi-4 was designed in response to the American Sikorsky S-55 and the deployment of U.S. helicopters during the Korean War. The first model entered service in 1952 and replaced the Mi-1. The helicopter was first displayed to the outside world in 1953 at the Soviet Aviation Day in Tushino.</p>
<p><img src="http://img.airmuseum.lv/media/uploads/img/000116.jpg" height="480" width="640" /></p>
<p>The Mi-4 went out of service with the development of the Mi-8. It is not used by the Russian Air Force today, though it remains in service in some countries as a utility helicopter or a military transport.</p>Mil Mi-24 combat helicopter2014-09-07T19:42:55+00:00aleksiy/blog/author/aleksiy/http://ru.airmuseum.lv/blog/mil-mi-24/<p>The Mil Mi-24 is a large combat helicopter gunship and low-capacity troop transport operated from 1976 by the Soviet Air Force, its successors, and over thirty other nations. <br /><br /> Its NATO reporting name is Hind and variants are identified with an additional letter. The export versions, Mi-25 and Mi-35, are denoted as Hind D and Hind E respectively. Soviet pilots called the aircraft 'letayushiy tank' or flying tank. Another common nickname is 'Krokodil' (Crocodile) - due to the helicopter's camouflage and hull shape.</p>
<p><a class="fancybox" title="Mil Mi-24" href="http://img.airmuseum.lv/media/uploads/new/dscf8995a.jpg"><img src="http://img.airmuseum.lv/media/uploads/new/dscf8995a.jpg" title="Mil Mi-24 combat helicopter" height="480" width="640" /></a></p>
<p>(click to view large image)</p>Mi-2 - Helicopter multifunction use2014-09-06T17:28:24+00:00aleksiy/blog/author/aleksiy/http://ru.airmuseum.lv/blog/mi-2-helicopter-multifunction-use/<p>The Mil Mi-2 (NATO reporting name is "Hoplite") was a small, lightly armored transport helicopter that could also provide close air support when armed with 57 mm rockets and a 23 mm cannon. It was first introduced into the Soviet Air Force in 1965. The Mi-2 was produced exclusively in Poland, in the WSK factory in Swidnik. Production ended in 1985 after about 7,200 were made.</p>
<p><a class="fancybox" title="Mi-2 - Helicopter multifunction use" href="http://img.airmuseum.lv/media/uploads/new/dscf8928a.jpg"><img src="http://img.airmuseum.lv/media/uploads/new/dscf8928a.jpg" style="margin: 3px; float: left;" height="480" width="640" /></a><br /> The Mi-2 is used by mainly former Soviet countries, although it is used by Germany, Mexico and Myanmar as well.</p>Mi-1MU2014-09-06T14:16:01+00:00aleksiy/blog/author/aleksiy/http://ru.airmuseum.lv/blog/mi-1mu/<p>The Mil Mi-1 (originally known to US intelligence as the Type-32 and later by the NATO reporting name Hare) was a Soviet three-seat light utility helicopter. It is powered by one 575 hp Ivchenko AI-26V radial. It entered service in 1950 and was first seen on the 1951 Soviet Aviation Day, Tushino and has since been produced for 16 years with several hundred built.</p>
<p><a class="fancybox" title="Mil Mi-1 helicopter" href="http://img.airmuseum.lv/media/uploads/new/dscf8936a.jpg"><img src="http://img.airmuseum.lv/media/uploads/new/dscf8936a.jpg" title="Mil Mi-1 helicopter" style="margin: 3px; float: left;" height="240" width="320" /></a><a class="fancybox" title="Mil Mi-1 helicopter" href="http://img.airmuseum.lv/media/uploads/new/dscf8934a.jpg"><img src="http://img.airmuseum.lv/media/uploads/new/dscf8934a.jpg" title="Mil Mi-1 helicopter" style="float: left; margin: 3px;" height="240" width="320" /></a></p>
<p><img style="margin: 3px;" src="http://img.airmuseum.lv/media/uploads/img/000111.jpg" height="477" width="640" /></p>
<p>View before restoration</p>Aero L-29 Delfin2014-09-06T12:52:52+00:00aleksiy/blog/author/aleksiy/http://ru.airmuseum.lv/blog/aero-l-29-delfin/<p>The Aero L-29 Delfin (Czech: "Dolphin", NATO reporting name: Maya) was a military jet trainer aircraft that became the standard jet trainer for the air forces Warsaw Pact nations in the 1960s. It was Czechoslovakia's first locally designed and built jet aircraft.</p>
<p><img src="http://img.airmuseum.lv/media/uploads/img/000066.jpg" height="480" width="640" /></p>Glider L-13 Blanik2014-09-06T11:07:13+00:00aleksiy/blog/author/aleksiy/http://ru.airmuseum.lv/blog/glider-l-13-blanik/<p>The L-13 Blanik was designed by engineer Karel Dlouhý of VZLÚ Letňany in 1956. New design utilized experience and ideas gained with the Letov XLF-207 Laminar, the first Czech glider which used laminar flow wing profile. Two-seater L-13 was intended for initial and professional training.</p>
<p>New glider entered production in 1958 and quickly became very popular not only among Soviet affiliates but also was widely exported to Western European and North American countries. Blanik's popularity secret was in its simple and cheap whole-metal design, reliability and excellent perfomance. In general were produced 2650 airframes and including various upgrades (L-23 Super Blanik and so on) more than 3000 sailplanes. Even half a century after its first flight Blanik is still the most common glider in the world. US Air Force uses L-13 (under designation TG-10) for initial military pilot's training.</p>
<p>L-13 achieved many two-seater World distance records during the 1960's. Single-seat variants Démant and L-21 Spartak were specially developed to equip the Czech team in the 1956 and 1958 World Championships.</p>
<p>Basic airframe design was used for developing various variants, several of them are produced nowadays — L-13AC Blanik and L-23 Super Blanik. Also were designed some experimental modifications to assess new improvements for more modern sailplanes.</p>
<p><img src="http://img.airmuseum.lv/media/uploads/img/000231.jpg" height="337" width="640" /></p>
<p>There are two L-13 gliders in the Museum's exposition, serialled 47-red and 72-red (1511).</p>