255 Section 1979-06-04
OKB Mikojan and Guriewicz MiG-23 MF, UB
Fighter aircraft with variable wing geometry.
Before we discuss the MiG-23 fighter, which was armed with the Polish Army, let's look at the versions created in CCCP.
MiG-23 M. 1972 year.
In parallel with the work on the MiG-23 UB two-seater, works were carried out to improve the one-seater MiG-23 S. The changes concerned many basic solutions. The aircraft received a new powerplant, lighter and with greater thrust, the Khachaturov R-29-300 engine, known as the Tumanski R-29, with 81.34 kN thrust, and 120-130 kN afterburning. This change resulted in the need to enlarge the grips and air ducts.
Movable parts of the wings were subjected to a major modification. A surface with a characteristic step was added before the leading edge. This surface caused a change in the convergence of the lobes, and thus the angle of the leading edge changed by 2 degrees and 40 minutes. At that time, four-segment movable flaps at the leading edge were not yet installed. They appeared during production after 1973.
The enlargement of the wing surface and the change in the center of gravity of the aircraft was compensated by moving the wings forward by 0.60 m. The introduced changes resulted in a decrease in the stability reserve compensated by the AP-155 system, and thus an increase in maneuverability. Due to the engine change, the rear hull has been shortened. Aerodynamic brakes have been redesigned, enlarging and swinging more in working position.
The change of engine coincided with the refinement of the final version of the avionics equipment. The machine was given the designation MiG-23 M and 23-11 M. aircraft. The plane received a new S-23 D aiming system, which includes the Szafir-23 D radar station, with a range of 55 km and 35 km in target tracking, with the possibility of detection on the background of the earth and in the rear hemisphere. TP-23 thermal indicator and ASP-23 D optical sight. Lazur-SM command guidance system (ARL-SM). AWM-23 analogue calculating machine. Delta-NG command guidance station in the beam under the right air grip. Automatic system SAU-23 A s 2. Navigation system Poliot-1 I-23 consisting of; RSBN-6 S, course and riser layout SKW-2 N 2, DW-30 and DW-10 air signal relays. In addition, the aircraft received; ARK-15 radio compass, RW-4 radio altimeter.
The armament of the aircraft is the GSz-23 L cannon. Guided missiles; k.p.r. H-66, R-23 R, R-23 T, R-13 M, R-3 S, R-60. Non-guided missiles S-5, S-8, S-24 and 50-500 kg bombs.
The MiG-23 M prototype was flown in June 1972 by A. W. Fiedotow.
MiG-23 MS (1974 year), MiG-23 MF (1978 year) – Airplane MiG-23 M export variants.
Planes differ in equipment;
MiG-23 MS is a combination of the airframe and engine of the MiG-23 M aircraft with the armament system of the MiG-23 S. aircraft. These aircraft have been exported to the Middle East since 1974.
MiG-23 MF (forsitowannyj) is a slightly modified MiG-23 M, exported since 1978, to the Warsaw Pact countries, and then to other selected recipients. These aircraft were equipped with devices; ARL-SMA, S-23 E (RPSN-323 E), ARK-15 M, SO-69, RI-65, TP-23-1, Pion-N antenna system integrated to cooperate with RSBN-6. In addition, pressure refueling of the machine was enabled.
MiG-23 in Poland. 1979 year.
For the first time with the MiG-23 aircraft, our politicians and military officers came across while looking for a successor to the IL-28 bomber aircraft. The last six bombers were removed from the state in 1979, but in fact for the entire decade they were no longer of any combat value. CCCP offered us MiG-23 BN or Su-20 aircraft. Both aircraft with variable wing geometry. According to Polish specialists, none of the aircraft offered did not meet our requirements, but there was no other alternative. The choice fell on the Su-20 as a cheaper machine similar to the Su-7 aircraft we have used so far.
The search for a new aircraft for WOPK was similarly difficult. Our Eastern partner (then it was necessary to speak - brother country) offered us a MiG-23 MS plane. This offer was unsatisfactory for Poland. They were aircraft with weapons from the MiG-21 bis. They had no way of attacking at a meeting course. In addition, problems with the operation of these machines effectively discouraged the Polish side from this investment. Offering the export version of the MiG-23 M aircraft was constantly shifted in time.
The MiG-23 MS aircraft was equipped with newer avionics and a large number of structural defects removed. The resulting version was called MiG-23 MF and was offered to the Polish side. This time in May 1978, the proposal was approved and accepted.
At the same time, a decision was made to train the first group of pilots and technicians for a new type of fighter. The first of the three planned airborne regiments was 28 PLM stationed in Słupsk. However, before a group of Polish officers was selected for training in CCCP, the unit's staff from Słupsk, using the invitation of the Soviet 871 PLM, which was stationed in Poland in Bagicz near Kołobrzeg, got to know the aircraft and its capabilities. Soviet pilots presented the MiG-23 M aircraft in flight, and technicians had the opportunity to familiarize themselves with the airframe and its operation.
Opinions of Polish officers were different. On the one hand, there was talk of high machine failure rate and complicated service. However, positive reviews prevailed. Much attention was paid to the variable geometry of the wings, which until now could only be seen in Powidz, where in 1976 the conversion to the Su-20 fighter-bomber was completed. Good take-off and landing parameters, high altitude and high maximum speed of the MiG-23 M aircraft were optimistic.
On 29.01.1979, a group of 13 pilots from the 28th PLM and technicians, under the command of lieutenant colonel pilot Janusz Dorżyński went on a three-month training to Ługawoje in CCCP. The following pilots participated in this training: Lt. Col. pil. Janusz Dorżyński, lieutenant colonel pil. Waldemar Piegza, Major Pil. Bogdan Sokołowski, Major Pil. Mieczysław Walentynowicz, Capt. pil. Andrzej Jasiński, Capt. pil. Tadeusz Potaczała, Capt. pil. Zbigniew Różalski, Capt. pil. Stanisław Szafruga, cf. pil. Jerzy Bekus, cf. pil. Ryszard Drzymała, cf. pil. Marian Krzemiński, cf. pil. Janusz Rybicki, lieutenant pilgrim Czesław Zabiełło (he did not finish the training).
The pilots underwent a two-month theoretical training ended with an exam, after which they sat at the controls of the Soviet MiG-23 M / MS / MF / UB. The first flights showed good flight properties. Rapid acceleration of the machine has been confirmed. The engine quickly and eagerly entered the revs. The plane was easy to fly. The performance and equipment of the MiG-23 did not resemble the fighters used so far in Poland. We mean MiG-21 up to and including the MF version. The MiG-23 was supposed to completely displace MiG-21 fighters from the first line.
On April 28, 1979, after passing the final exams, all staff returned to Poland. At that time, the airport in Słupsk was closed because it was subjected to significant modernization. The runway and taxiways have been strengthened. All equipment of the unit was transferred to Zegrze Pomorskie, where training continued. Also in 1979, the transfer of some of the previously operated MiG-21 MF and MiG-21 UM aircraft to other regiments began.
Unfortunately, despite the efforts, the modernization in Słupsk was not completed until the arrival of the first MiG-23 machines. Therefore, it was decided that the planes would be accepted at the airport in Minsk Mazowiecki.
A month before the date of delivery of the first batch of MiG-23 aircraft, a group of pilots and technicians from the 28th PLM went to Minsk Mazowiecki to collect aircraft from the Soviet side.
We received the first MiG-23 MF / UB aircraft on June 4, 1979, 11 copies: MiG-23 MF nb 120, 121, 122, 139, 140, 141, 145, 146, 147, 9 items in total, MiG- 23 UB nb 845, 846 together 2 items. Factory pilots arrived. On the planes were Russian identification marks (red stars), which were quickly washed away after landing. Technical acceptance took place and an official acceptance report was signed. Seven days later, on June 11, 1979, the first flights began under the guidance of 12 Russian engineers. The first Polish pilots who sat behind the controls of the MiG-23 UB side No. 845 were the commander of the 28th PLM Lt. Col. Pilot Janusz Dorżyński and Major Pilot Bogdan Sokołowski.
By the way, it should be said that when the first MiG-23 was brought to Poland, they had been on the CCCP's armament for 9 years, and were also in the stock of African countries such as Sudan, Libya, and East Germany and Czechoslovakia in Europe.
In 28. PLM, MiG-23 aircraft replaced the MiG-21 MF, Lim-5, SBLim-1/2 aircraft used so far. Thus, a second structure with variable wing geometry was started to be used in Poland. It should be remembered that at that time the variable geometry of the wings was a top and future solution, considered the most appropriate direction.
On June 25, 1979, three more MiG-23 MF nb 148, 149, 150 flew to Poland.
At the end of 1979, the renovation of the Słupsk airport was completed. Therefore, on 4-7.01.1980, owned 14 MiG-23 MF / UB aircraft were transported from Mińsk Mazowiecki to Słupsk to Redzików. On January 14, 1980, training began at the regiment's home airport. But as early as on April 30, 1980, according to the order of the regiment commander, the planes were transferred to the alternate airport in Pieniężnica, where he stayed until July 18, 1980.
It should be added that at that time MiG-23 planes were in the state of the 1st Squadron, and the 2nd Squadron continued to use the MiG-21 MF planes.
Od dnia 13.10.1980 roku, 28. pułk osiągnął gotowość bojową i rozpoczął stałe dyżury bojowe.
Jeszcze przed dostarczeniem kolejnej partii samolotów do 28. PLM, w dniu 25.05.1981 roku, w wyniku awarii utracono pierwszy samolot MiG-23 MF nb 140, który był pilotowany przez kapitana pilota Ryszarda Drzymałę. Samolot podchodził do lądowania od zachodniej strony pasa startowego. W ostatnim momencie wypuścił podwozie, które niestety nie zablokował się w zamkach. Podwozie złożyło się i złamało w momencie przyziemienia. Pilot wypuścił spadochron hamujący. Samolot wyhamował szorując brzuchem po pasie startowym. Pod koniec dobiegu oparł się o prawe skrzydło i zjechał z betonu na trawę. Pilot nie odniósł poważnych obrażeń. Uszkodzenia maszyny okazały się jednak bardzo poważne i ostatecznie zrezygnowano z jego remontu. W dniu 26.04.1985 roku, samolot ten przekazano do COSSTWL w Oleśnicy. Z czasem samolot zaczęto oznaczać nb 40, a po latach po rozwiązaniu ośrodka samolot jako pomnik przekazano na lotnisko Radom-Sadków. W 2012 roku samolot został przekazany do Muzeum Sił Powietrznych w Dęblinie.
On 29.01.1981, MiG-23 UB nb 850 flew to Słupsk. On 2.09.1981, MiG-23 nb 455, 456, 457, 458, 459 aircraft arrived, and on 25.09.1981, MiG-23 aircraft 23 nb 460, 461, 001, 005, 007, 010, 012. On 19.10.1981, two MiG-23 UB aircraft were delivered.
The last aircraft were delivered in 1982. On June 26, 1982, the last sixth MiG-23 UB machine was delivered. On August 25, 1982, the MiG-23 MF nb 062, 065, 101, 102, 105 was delivered, and on September 21, 1982, MiG-23 MF nb 021, 050,110,115, 117, 152, 153.
Deliveries of a total of 36 copies were completed in 1982. They served until 2000.
Service of the 28th Słupski PLM.
From the beginning, the 28th Regiment was on duty with a minimum of a pair of planes, with a few minutes of readiness to take off. Many times, especially in the 1950s and 1960s, combat duty planes took off and intercepted foreign aircraft. Aircraft crews: verified data on reconnaissance vessels operating in the Baltic Sea, counteracted other flying objects - e.g. balloons. The duty forces and means of command posts and airplanes also provided assistance to other aircraft.
As the organizational structures were improved, new equipment and armaments were introduced, the content of the regiment's training tasks changed, it was systematically verified in exercises, during which often activities were carried out simultaneously from two airports and the road section (DOL). Repeatedly, the regiment participated in exercises organized at the level of the Polish Army, and until 1988, in the exercises of the Warsaw Pact, cooperating with the CCCP and GDR (German Democratic Republic) aviation.
After the launch of MiG-23 MF / UB, 28th Regiment in 1980, 1982, 1984, 1985, he participated in exercises in the territory of CCCP, combined with aerial shooting. The tasks assigned were performed for a very good grade each time.
Masters of aviation technique masters of the 28th Regiment presented to the public for the first time in the air parade on September 8, 1957 in Warsaw. In addition, the regiment participated, among others, in parades in 1959, where a grouping of 3 diamonds of 16 aircraft was presented; 1960, - on the 550th anniversary of the Battle of Grunwald, pilots took part in the flight of the so-called "sheet"; 1966 - Participation in the 1000th anniversary of the Polish State parade; 1969 - on the parade of the 25th anniversary of the Polish People's Republic.
For overall training and exemplary performance of tasks, the regiment was repeatedly awarded by superiors. The most important distinction was the award in 1975, 1981, 1985 of the medal "For achievements in military service."
In 1988, friendly contacts with one of the Soviet units, supported by personal knowledge of both commanders, brought tangible results. By withdrawing the MiG-23 M planes, the Russians handed over to the Poles, as part of the warehouses, three planes, numbers "19", "32", "46". The latter, after returning the engine, armament and pilot's seat to the Russians, was painted gray, typical for the regiment, painting a checkerboard pattern and the fictitious number "979" (the end of the year MiG-23 was introduced to service in Poland) placed in front of the officer's casino.
From 1 July 1991, the regiment performed tasks as part of the Air Forces and Air Defense.
On September 1, 1995, by Decision of the Minister of National Defense No. 94 / MON of July 11, 1995, the 28th Regiment adopted the distinctive name "Słupski", and since then its full name was: 28th "Słupsk Fighter Aviation Regiment. From the same year, anniversary of the first collection of the Regiment - day 17.09. - was awarded the Decision of the Ministry of National Defense no. 94 as "Regiment Holiday". At the end of the year, on December 9, 1995, the regiment received a new banner founded by the society of the city of Słupsk and the Słupsk region. The chairman of the Social Founders' Committee was President Słupska, Mr. J. Mazurek. On behalf of the President of the Republic of Poland, banner of the Commander of the 28th PLM, Lt. Col. pil. R. Bruździak handed to Maj. Gen. pil. Henryk Pietrzak - Chief of Staff of WLiOP.
In the 90s, the basic tasks of the regiment did not change significantly. Safe flight training remained the priority, the result of which was verified by completed exercises, including annually since 1992, rocket shooting at the training ground in Ustka, and exercises combined with landing on the airport road section (DOL).
The craftsmanship of piloting the regiment on MiG-23 MF aircraft were presented in numerous air shows, including Air Show'91 in Poznań, in 1993, in Gdynia and Dęblin (simulated air fight 4 MiG-23 MF with 4 MiG-29 with 1PLM), and in 1996, in Bydgoszcz.
All tasks in the air in the 90s pilots performed safely. The commander of WLiOP for 1992, 1993, 1995, 1996 awarded the regiment with a diploma and a Transitive Cup for Flight Safety. In 1997, the regiment received the WLiOP Commander's Cup for Flight Safety.
In 1992, the regiment was subjected three times to the control of CSCE inspectors from France, Norway and Belgium.
In the years 1992–1996 the regiment visited many foreign delegations, including: USAF pilots - participants of Operation Desert Storm (1992), Commander of the 3rd USAF Army and 48 TFW from Lakenheath (1993), Chief of Staff of the French Air Force (1994), representatives of the 4th Air Division from Germany (1995), Commander of the Air Force of the Kingdom of Sweden (1996).
The visit of pilots and ground crews 493FS / 48TFW USAF on 2 F-15 C / D aircraft in September 1994 was special. Guests, together with the Commander of WLiOP, General Dyw. J. Gotała took part in the celebration of the 42nd anniversary of the regiment. Joint flights of MiG-23 MF / UB and F-15 C / D aircraft were also carried out. On November 25, 1996 The regiment hosted General Michael E. Ryan - USAF Europe commander, along with the commander of the 52 USAF TFW in Spangdahl. The purpose of the visit was to establish cooperation between 52 TFW and 28 PLM.
For the first time in history on October 2-13, 1995. a group of 4 MiG-23 MF / UB aircraft together with pilots and ground crew took part in exercises Cooperative Jaguar'95 operating from NATO Karup base in Denmark. In September 1996. p. k. exercises took place Amber Express, in which, among others pilots took part in joint flights with SP Germany machines. The undertaking was implemented as part of the "Partnership for Peace" program. In 1997 pilots and ground crew participated in the Polish-American exercise "Orla Szpon", including simulated aerial combat with USAF machines.
Polish MiG-23 MFs came from the 17 series (they originally did not have the ability to carry ACR R-60), 20, 21 and 24. The aircraft received modernized APU-23 M 1 launchers.
From 1993, the aircraft was repaired in the country, in Dęblin, and not as before in Ukraine or Bulgaria.
On August 8, 1996, the MiG-23 MF nb 139 aircraft, ending its service, was transferred to Bydgoszcz, becoming a museum exhibit. On the same day, another MiG-23 MF nb 120, also finishing its resources, enriched the collections of the aviation museum in Krakow. By the end of 1998, almost 90% of fighters were decommissioned. As of September 2, 1999, virtually all other MiG-23 MFs were grounded. It was on this day that the last school flights were made. Five MiG-23 MF and 2 MiG-23 UB aircraft took part in them. Only two MiG-23 UBs remained able to fly, those that flew on September 2, 1999. In turn their last flight took place on November 30, 1999.
Some of the planes removed from the WLiOP inventory were handed over to AMW for sale to collectors, while several of the youngest units (24 series airplanes), which still had a considerable supply of resources, were transported to the Nadarzycy training ground and "shot" there. In 2005, information appeared that an American businessman bought several MiG-23 MF / UB aircraft (probably 5 units) with the intention of using them as flying attractions at air festivals. In 2005, the price of one machine at AMW as an exhibit was PLN 20,000.
As a result of the above actions, by the decision of the Ministry of National Defense PF24 / ORG of 3.10.2000, the Ministry of National Defense decided to dismantle the unit. The 28th Słupsk Fighter Aviation Regiment ceased operations and went down in history on December 31, 2000.
Written by Karol Placha Hetman
255 Section 1979-06-04
OKB Mikojan and Guriewicz MiG-23 MF, UB
Fighter aircraft with variable wing geometry.
Construction MiG-23 MF
A single-seat, single-engine supersonic interceptor fighter, capable of performing assault and bomber tasks. High-wing aircraft with variable wing geometry. The main strength elements are made of steel; fuselage fuel tanks, wing girders and tailings, wing suspension knots. In addition, aluminum alloys and, to a small extent, titanium, magnesium alloys and composites were used in the construction. The plane withstands a load of 7g, and with a minimum bevel of 4.5g.
The wings consist of a center wing with a skew leading edge of 70 degrees and moving parts with a skew angle change from 18 degrees 40 minutes to 74 degrees 40 minutes. The wedge angle is 0 degrees and the rise angle is 4 degrees. In the center wing there are integral 2 x 90 liters fuel tanks, radio equipment antennas, oxygen tank, weapon nodes and wing rotation mechanism. The rear part of the center wing contains a sealing system connecting the movable and fixed part of the wings. It is made of hinged flaps and vertical curtains with Teflon seals, pressure rods, levers and pneumatic cylinders. The moving parts are mounted on a large diameter pin. The movement is provided by a hydraulic system. Structurally, they have two girders and 7 ribs. Inside there are fuel tanks with a capacity of 2 x 215, 2 x 140, 2 x 90 liters. The wings are equipped with 4-segment toes tilted to an angle of 20 degrees, with an area of 1.32 m square. Their movement was synchronized with the rear flaps. On the upper surface, 2-segment choppers, 0.6 sq m, were mounted, tilted 45 degrees at a small skew angle. At the rafting there were 3-segment flaps, 5.9 sq m, swinging 25 degrees at takeoff and 50 degrees at landing. Each segment is supported on two bearings, with the end segments having frictional vibration dampers.
The fuselage was technologically divided into two parts on the frame No. 28. In the front part 60% is occupied by fuel tanks. There is electronic equipment for frame 6, mainly a radar station. An airtight pilot's cabin was placed between frame 6 and 12. The chassis with a servomotor is attached to frames 6 and 11. Other equipment was placed from the pilot's cabin, below it was lowered tow truck with a cannon and two weapon attachment nodes. The engine side air intakes are about 90 mm from the fuselage. The air intake plane is inclined 3 degrees forward. The front air wedge is stationary. Behind it, a hinged plate with perforation for suctioning the boundary layer of air is placed. A second plate was placed with it, also movable, but with a hinge at the back. Adjustment is carried out by hydraulic cylinders with a lever system. Plate encapsulation is ensured by vertical curtains and Teflon profiles at the top and bottom pressed with flat springs. Two additional air intakes were placed on the air ducts. Frame no. 14 starts fuel tank no. 1 with a capacity of 1 940 liters and ends with frame no. 18, which simultaneously starts tank no. 2 with a capacity of 870 liters and ends with frame no. 20. The main strength elements of the center wing, main landing gear and suspension tank attachment node. Between the frames 20 and 22 there are chambers of the main chassis closed with 4 flaps. Fuel tank No. 3, with a capacity of 740 liters, is closed with frame No. 28. Engine frame, another central wing fitting and weapon nodes are attached to frame 25. The tail part begins with frame No. 28A. Between fuel frames No. 29 and 30 there was a fuel tank No. 4 with a capacity of 470 liters. To the frame No. 31 is attached the tail, aerodynamic brakes and the afterburner tube. Aerodynamic brakes, upper 0.21 sq m and lower 0.40 sq m. Swiveling 45 degrees. Behind frame 32, the hull was made of titanium.
Horizontal slab formation with a skew angle of the leading edge of 55 degrees and 40 minutes, with an area of 6.93 square meters. Swiveling in longitudinal control by +8.5 degrees and -24.5 degrees, and in lateral control by -1 degree at the wing <57.40 degrees and 6.5 degrees> 57.40 degrees. The composition has a mixed construction, classic at the front, riveted, beehive at the back, glued. The horizontal formation has a span of 5.51 m. The vertical formation with a bevel of 72 degrees 20 minutes, with an area including an inflow of 7.21 square meters. Rudder tilts 25 degrees and 0.93 sq m. The ballast is attached to frame No. 29B and 31. Classic design, beehive rudder, glued. A parachute tray was placed under the helm. At the bottom, a foldable aerodynamic steering wheel, 1.42 m square. Folding is made to the right by 90 degrees and is synchronized with the chassis.
Chassis hydraulically moved. Emergency retractable with compressed air. Pneumatic disc brakes. Liquid-nitrogen shock absorbers. KT-152 front chassis with dimensions of 520 x 120 mm and a spacing of 250 mm, in a downward configuration. Hydraulically controlled MRK-30 device with a 40 degree swing. Fenders. KT-150 D main chassis with dimensions of 840 x 290 mm. Tubeless pneumatics. The chassis base is 5.812 m, the spacing is 2.86 m.
The KM-1M catapult chair, weight 135 kg, classes 0-130. The limits are a maximum speed of 1,200 km / h and a ceiling of 20,000 m. The chair in the first phase ejects the pyroquisher, and after moving 0.82 m, the rocket engine starts for 0.38 seconds and rejects the chair about 45 m from the flight path plane. Then a stabilizing parachute opens with an area of 0.1 square meters. Then, depending on the ceiling, a second with an area of 2 square meters. At a height of less than 3,000 m, a 54-square-meter main parachute opens. Fall <6 m / s. When catapulting at a height of 0 m, the main parachute opens at a height of> 25 m. The chair is controlled by the KAP-4/425 device. Next to the chair is the NAZ-7 emergency container in the marine, desert or northern variant. Includes food, signaling, communication, first aid kit, MŁAS-1 boat (Polish LŁR boat), field equipment.
Dual-flow turbojet R-29-300 and greening 55, with 1 x 81.40 kN thrust, and with afterburning 1 x 120.0 kN. The length of the engine is 4 991 mm, the diameter at the height of the compressor 846 mm, and the height of the combustion chamber 922 mm. The maximum gas temperature behind the turbine is 1,000 degrees Celsius. Engine weight 1 222 kg. Consists of; 5-stage low pressure, (1 and 2 stage made of titanium, the others made of heat-resistant steel), 6 stage high pressure, compression ratio 13: 1, annular combustion chamber with 18 injectors, 1 high-pressure turbine, 1-turbine low pressure, afterburner about 1.5 m long with three rows of injectors. The engine ends with an adjustable nozzle made of 18 hydraulically operated flaps. Starting the engine on the ground with a turbo-starter TS-21.
Kerosene T-1, TS-1, RT. Oil IPM-10 or synthetic WNII-50. Specific fuel consumption 0.9 - 1.2 kg / daN / h, with afterburning 1.5 - 2.0 kg / daN / h. The engine's service life is 900 - 1500 hours depending on the production series. Renovation period 350 - 450 hours.
Fuel - also fulfills the role of balancing the aircraft and coolant of some devices. In the basic variant, the aircraft takes 4,800 liters of fuel. Additional 3 x 800 liter tanks can be suspended. Pressure or gravity refueling.
Electrical - DC 28 V, 208, 115 and 36 V AC, and 400 Hz single and three phase. Generators, battery pack. Two taxi and landing lights, position lights.
Pneumatic - two main and emergency circuits. It brakes the wheels, seals the wing-fuselage passage, ventilates the equipment compartment, ventilates and seals the cabin, releases and rejects the braking parachute, emergency switches off some systems. Emergency releases the landing gear and retracts the hull steering wheel.
Hydraulic - two independent circuits, one main and one supporting. Retracts and extends the chassis including the hull steering wheel, controls the front chassis, air intakes, steering surfaces, sets two wing rotation hydromotors in motion.
Communication system - 120-channel R-832 M radio in the VHF and UHF bands, emergency radio R-855 UM, SMU-7 system for remote control with technicians.
Navigation and landing system - the system allows you to fly on a programmed route and automatically approach the landing, RSBN-6 S close navigation system, low altitude radio altimeter RW-4 in the range from 0 m to 1 500 m, automatic compass ARK-15 M, receiver MRP-56 M markers.
Recognition and warning system - SRZO-2 active query and response system, SPO-10 radiation warning system (shows the direction and moment of interception by the opponent, SO-69 active response system).
Armament control - the Szafir s-23 radar station with an analogue AWM-23 meter, the ASP-23 D optical sight, the TP-23-1 thermal indicator. The situation is represented on the display by SIĘ (a system of one induction). Searches targets, prepares data for guided missiles, calculates corrections for the cannon of non-guided missiles, highlights targets.
Armament MiG-23 MF
The aircraft was equipped with 5 suspension nodes. 3 under the fuselage and 2 under the fixed parts of the wings. The middle node is only for hanging the fuel tank. In the 90s Polish planes were equipped with movable knots under the moving parts of wings in the number of 2 pieces. They only serve to suspend fuel tanks or containers from e.g.
Grazjew i Szipunow GSz-23 Ł double-barrel cannon, cal. 23 mm, 200 rounds.
Guided missiles p-p class, 2 pieces each; R-3 S, R-3 R, R-13 M, R-55 on APU-68 E launchers; 4-6 pieces; R-60 M, R-60 MK on APU-60 IM or dual IIM launchers, R-23 R, R-23 T on APU-23 M. launchers. Class p-z, 2 each; H-23 M on APU-13 MT, H-23 M on APU-68 E.
Non-guided missiles S-5-M 1, -K 1, -MO, -KO, -P, -S, -O, -I, KPM, in tanks UB-32A or UB-16 and S-24 B weighing 235 kg on APU-68 E launchers.
Bombs up to 500 kg. E.g. 16 x OFAB-100, 6 x FAB-250, 4 x FAB-500. Ignition tanks 2 x ZB-500. Everything on BD 3-60-23 F 1-Ł 1, MD 2-67 U or other beams.
Data T-T MiG-23 MF
- Span from 7.779 m to 13.965 m
- Length 17.18 m
- Height 4.82 m
- Bearing area from 34.16 m2 to 37.27 m2
- Own weight 10 845 kg
- Total weight 15 750 kg
- Maximum weight 18 270 kg
- Landing weight 12,000 kg
- Weight of 4,000 kg
- Fuel weight 4 800 liters + 3 x 800 liters
- Maximum speed of 2,445 km / h at 12,500 m
- Maximum speed Ma-2.35
- Maximum speed 1,350 km / h at 0 m
- Climbing 7 min to a height of 15,000 m
- Cruising speed 940 km / h
- Landing speed 255 km / h
- Maximum range of 2,500 km
- Operating ceiling of 17,500 m
- Run-up at take-off 580 - 825 m
- Run-off during landing 1 225 m
Written by Karol Placha Hetman
255 Section 1979-06-04
OKB Mikojan and Guriewicz MiG-23 MB, UB
Fighter aircraft with variable wing geometry.
LIST OF AIRCRAFT MiG-23 MF serving in 28 PLM in Słupsk.
MiG-23 MF nb 120 No. 390217120 - Delivered on June 4, 1979. in the first batch. Withdrawn in 1996 In 2003, he went to the museum in Czyżyny.
MiG-23 MF nb 121 No. 390217121 - Delivered on June 4, 1979. in the first batch. Withdrawn in 1996
MiG-23 MF nb 122 No. 390217122 - Delivered on June 4, 1979. in the first batch. Withdrawn in 1996
MiG-23 MF nb 139 No. 390217139 - Delivered on June 4, 1979. in the first batch. Withdrawn in 1996 Since 2012, he has been at the Museum in Dęblin.
MiG-23 MF nb 140 No. 390217140 - Delivered on June 4, 1979. in the first batch. On May 25, 1981 as a result of the failure, the first MiG-23 MF nb 140 aircraft was lost, which was piloted by pilot captain Ryszard Drzymała. The plane approached from the west side of the runway. The pilot extended the landing gear, which did not get stuck in the locks. The chassis folded and broke when it touched down. The pilot released the braking parachute. The aircraft braked by scrubbing the underside of the runway. At the end she leaned on her right wing and slid down onto the grass. The pilot was not seriously injured. However, the damage to the aircraft turned out to be very serious and eventually it was refurbished. On April 26, 1985 this aircraft was handed over to COSSTWL in Oleśnica. With time, the plane began to mark it nb 40, and years later after the dissolution of the training center, the plane as a monument was transferred to the airport Radom-Sadków. (2006-2009). In 2012, the aircraft was handed over to the Air Force Museum in Dęblin.
MiG-23 MF nb 141 No. 390217141 - Delivered on June 4, 1979. in the first batch. Crashed on 30.08.1988. Lieutenant Zbigniew Krupa was killed on the plane. The pilot performed the task of intercepting the second MiG-23 aircraft. Being at an altitude of 6,000 m, the pilot reported detection of the target on a ceiling of 1,150 m. The pilot made an energetic turn through the left wing and dived towards the target. At an altitude of 700 m, the pilot realized that he was in a dangerous situation. Speed 1 100 km / h. The pilot failed to get the plane out of the dive. The plane crashed in the village of Koczała.
MiG-23 MF nb 145 No. 390217145 - Delivered on June 4, 1979. in the first batch. Crashed May 5, 1984, was lost as the second MiG-23 aircraft. The accident occurred during exercises in capturing an air target (light bomb) at the Wicko Morskie training ground. Pilot colonel Zbigniew Kopacz took off after dark. After reaching the ceiling of 7,000 m, the pilot reported about entering the training ground zone. The pilot detected the target and launched the R 13 missile. In six seconds the aircraft engine automatically shut down. The pilot tried to start the engine several times. Without success. The pilot at an altitude of 900 m left the plane using a catapult chair. The plane crashed 13 km from Słupsk in Sycewice. The pilot was saved.
MiG-23 MF nb 146 No. 390217146 - Delivered on June 4, 1979. in the first batch. Withdrawn in 1996
MiG-23 MF nb 147 No. 390217147 - Delivered on June 4, 1979. in the first batch. He took part in the first visit of 28 PLM to a NATO country in Denmark on October 2, 1995. Withdrawn in 1997
MiG-23 MF nb 148 No. 390217148 - Delivered on June 25, 1979. in the second batch. Withdrawn in 1996 He came to the museum in Warsaw.
MiG-23 MF nb 149 No. 390217149 - Delivered on June 25, 1979. in the second batch. Withdrawn in 1997 He came to Babimost (2005).
MiG-23 MF nb 150 No. 390217150 - Delivered on June 25, 1979. in the second batch. Crashed July 14, 1988 Lieutenant pilot Krzysztof Owczarek was killed. The flight took place in difficult weather conditions. The pilot was capturing the target in the clouds. The wing angle was 16 degrees. The pilot made improper maneuvers and the aircraft lost control because it exceeded critical values. The pilot lost spatial orientation and the plane hit the ground. The pilot did not attempt to catapult.
MiG-23 MF nb 455 No. 390220455 - Delivered on September 2, 1981. in the fourth batch. Withdrawn in 1998
MiG-23 MF nb 456 No. 390220456 - Delivered on September 2, 1981. in the fourth batch. Withdrawn in 1998
MiG-23 MF nb 457 No. 390220457 - Delivered on September 2, 1981. in the fourth batch. Withdrawn in 1994
MiG-23 MF nb 458 No. 390220457 - Delivered on September 2, 1981. in the fourth batch. Withdrawn in 1998
MiG-23 MF nb 459 No. 390220459 - Delivered on September 2, 1981. in the fourth batch. He took part in the first visit of 28 PLM to a NATO country in Denmark on October 2, 1995. Withdrawn in 1998
MiG-23 MF nb 460 No. 390220460 - Delivered on September 25, 1981. in the fifth party. He took part in the first visit of 28 PLM to a NATO country in Denmark on October 2, 1995. Withdrawn in 1997
MiG-23 MF nb 461 No. 390220461 - Delivered on September 25, 1981. in the fifth party. Withdrawn in 1998
MiG-23 MF nb 001 No. 390221001 - Delivered on September 25, 1981. in the fifth party. Withdrawn in 1998 Set in Pogrszewo at the Lębork-Wicko route (2004-2020). The aircraft has red stars on the fuselage, therefore it may be a plane not used in the Polish Army.
MiG-23 MF nb 005 No. 390221005 - Delivered on September 25, 1981. in the fifth party. Withdrawn in 1998 Set in the town of Łapino near Gdańsk (2005).
MiG-23 MF nb 007 No. 390221007 - Delivered on September 25, 1981. in the fifth party. Withdrawn in 1998
MiG-23 MF nb 010 No. 390221010 - Delivered September 25, 1981 in the fifth party. Withdrawn in 1997
MiG-23 MF nb 012 No. 390221012 - Delivered on September 25, 1981. in the fifth party. Withdrawn in 1998
MiG-23 MF nb 062 No. 390224062 - Delivered on August 25, 1982. in the eighth party. Withdrawn in 1999
MiG-23 MF nb 065 No. 390224065 - Delivered on August 25, 1982. in the eighth party. Participant of the Polish-USA Orla Szpon 97 exercise on September 8-18, 1997. Withdrawn in 1999
MiG-23 MF nb 084 No. 390224084 - Delivered on August 25, 1982. in the eighth party. Withdrawn in 1999
MiG-23 MF nb 101 No. 390224101 - Delivered on August 25, 1982. in the eighth party. Withdrawn in 1999
MiG-23 MF nb 102 No. 390224102 - Delivered on August 25, 1982. in the eighth party. Withdrawn in 1999
MiG-23 MF nb 105 No. 390224105 - Delivered on August 25, 1982. in the eighth party. Crashed November 13, 1985
MiG-23 MF nb 110 No. 390224110 - Delivered on September 21, 1982. in the last ninth party. On June 24, 1999 shown in Gdynia at Babie Doły. Withdrawn in 1999
MiG-23 MF nb 115 No. 390224115 - Delivered on September 21, 1982. in the last ninth party. Withdrawn in 1999
MiG-23 MF nb 117 No. 390224117 - Delivered on September 21, 1982. in the last ninth party. Participant of the Polish-USA Orla Szpon 97 exercise on September 8-18, 1997. Withdrawn in 1999 He came to Nadarzyce (21 Central Aviation Ground) (2005). Since 2012, he has been at the Museum in Dęblin.
MiG-23 MF nb 021 No. 390224021 - Delivered on September 21, 1982. in the last ninth party. Withdrawn in 1993
MiG-23 MF nb 050 No. 390224050 - Delivered on September 21, 1982. in the last ninth party. Withdrawn in 1999
MiG-23 MF nb 152 No. 390224152 - Delivered on September 21, 1982. in the last ninth party. Withdrawn in 1993
MiG-23 MF nb 153 No. 390224153 - Delivered on September 21, 1982. in the last ninth party. Withdrawn in 1993
LIST OF AIRCRAFT MiG-23 UB serving in 28 PLM in Słupsk
MiG-23 UB nb 845 No. A1037845 - Delivered on June 4, 1979. in the first batch. He took part in the first visit of 28 PLM to a NATO country in Denmark on October 2, 1995. Withdrawn in 1999
MiG-23 UB nb 846 No. A1037846 - Delivered on June 4, 1979. in the first batch. Withdrawn in 1999
MiG-23 UB nb 850 No. A1038850 - Delivered on January 29, 1981. as the only one in the third party. Withdrawn in 1996
MiG-23 UB nb 842 No. A1038842 - Delivered on October 19, 1981. in the sixth party. Withdrawn in 1998
MiG-23 UB nb 844 No. A1038844 - Delivered on October 19, 1981. in the sixth party. Withdrawn in 1998
MiG-23 UB nb 831 No. A1038831 - Delivered on June 26, 1982. as the only one in the seventh party. Withdrawn in 1999
Aviation events of MiG-23 aircraft.
On July 2, 1984, lieutenant Ryszard Gadawski, the pilot, felt a slight shock during the flight, after which part of the left horizontal stabilizer was broken. The machine maintained its steerability and was successfully placed on the ground. The plane number is not known.
On March 7, 1985, the landing parachute did not open during landing. The plane rolled 20 m outside RWY. The plane returned to flights. The plane number is not known.
On March 12, 1985, the MiG-23 UB aircraft collided with a flock of birds at an altitude of 600 m. Pilots Marian Krzemiński and Zenon Wolski proceeded to an emergency landing, which was successful. The air duct and engine compressor blades have been damaged. The plane returned to flights. The plane number is not known.
On October 24, 1985, there was a motor failure during the flight. The compressor blades have come off. Pilot lieutenant Ireneusz Kacała landed happily. The aircraft number is not known.
In 1988, during the flight of the MiG-23 MF aircraft, the fuel system aggregates failed. There was a fire. The pilot made an immediate decision to leave the machine. The plane fell on an uninhabited area. The pilot saved himself. The plane number is not known.
In total, two pilots were killed (Hello to their memory!) And five aircraft were lost.
Written by Karol Placha Hetman