The MiG-25 is a twin-engined all-metal monoplane with shoulder-mounted trapezoidalshaped wings, lateral air intakes, twin vertical tails

and slab stabilators. The various versions of the aircraft are structurall identical, e!cept the forward fuselage. The main structural materials used are steel "about #$%&, aluminium allo s "''%& and titanium allo s "#%&( other materials account for ' % of the structure. Fuselage The MiG-25)s fuselage is an all-metal one piece structure "ie, the aft fuselage cannot be detached for engine maintenance or change&, formed mainl b a fuel tank split into several cells welded from high strength stainless steel. The forward fuselage with the cockpit is made of aluminium allo s. Total length of the fuselage is '*.5#'m "+,ft 2%in& for reconnaissance versions and '*.,-'m "+-ft *in& for the trainer versions. .uselage cross section area is 5.5,m2 "5*.+ft2&. The fuselage is of monoco/ue structure with supplementar lower longerons and beams. The centre fuselage is formed b a welded steel fuel tank. The main structural materials are 012-2, 012-5, 34-#5#, 21--, 34-5$- and 06-' high strength steel allo s, 7'*T aluminium allo and 8T,-' titanium. The structural elements were mostl assembled b automatic and semi-automatic contact and arc welding. The fuselage is composed of various panels and can be separated into the following sections9 - forward fuselage "pitot tube to frame 1o.2& - ba aft of cockpit "frames 1o.2 and -& - air intakes "frames 1o.2 to +& - integral fuel cell "frames 1o.- to '2& - aft fuselage "frames 1o. '2 to ',& - tailcone "frame 1o. :and be ond&. The fuselage has 55 frames, '5 of which "some sources sa ',& are principal load-bearing frames. .rames 1o.' and 2 formed a ba , the upper half of which is the pressurised cockpit and the lower houses avionics. The forward fuselage up to frame 1o. 2 is of monoco/ue structure and is structurall different in the interceptor, reconnaissance;strike and trainer versions. 4n the reconnaissance and reconnaissance;

strike versions "MiG-25<, )<=, )<=>, )<=2, )<=0, )<=. and )<=2h& and the defence suppression MiG-25=M the forward fuselage is composed of webs and stringers to which skin panels made of 7'*T aluminium allo are riveted. ?ameras and electronic intelligence "3lint& e/uipment are mounted inside the forward fuselage on a special pallet forming part of the loadbearing structure. The pallet can be lowered on cables for servicing and raised again b means of a winch. @fter that the access hatch is closed b a cover held b special bolts. 4n the interceptor versions "MiG-25A, )A7 and )A72& the forward fuselage houses the radar set and antenna dish( the latter is covered b an ogival dielectric radome. The radome can be slid forward for maintenance and is held b bolts on aflange mounting. 4n the trainer versions "MiG-25AB and )<B& the forward fuselage houses the pressurised instructor)s cockpit which is structurall similar to the main "trainee& cockpit. The pressurised cockpit located between frames 1o.' and 2 has a framework of metal profiles. The canop is attached to a supporting panel and is made of 3-2 heat-resistant ple!iglass. The opticall flat forward panel is 2$mm "%in& thick and the blown side panels and main portion are '2mm "';zin& thick. The canop is opened and closed manuall b means of an e!ternal handle and an internal folding strut. 4t is held in the open position b the strut forward and a retaining bar aft and secured in the closed position b four locks. Aressurisation is ensured b an inflatable ring seal. ?ockpit glazing is e/uipped with de-icers. @ttachments for guide rails for the >M-' eCection seat are attached to the cockpit floor at the bottom portion of frame 1o.2. The forward fuselage skin panels and access hatch covers, canop support frame and cockpit floor are all attached to fuselage frame 1o.'. The cockpit terminates in a sloping bulkhead "frame 1o.2& to which the canop support frame and cockpit floor are attached. .rame 1o.2 has a mortise for the nose landing gear unit and separates the cockpit from the ba aft of it. The ba aft of the cockpit connects the forward fuselage and the centre fuselage "the fuel tank ba & and is an oval-section semi-monoco/ue structure. The upper and side parts of the ba

house avionics while the lower part is the nosewheel well. The ba is composed of panels made mainl of 7'*T allo . The skin panels are spot-welded to frames 1o.2a and 2b, and to web-frames 1o.2v, 2g and 2d, longerons and stringers and incorporate a number of access panels for avionics servicing. The avionics ba and wheel well are separated b a pressure bulkhead riveted to a longitudinal s/uaresection beam assembled from metal angles. The hollow beam carries the nose gear actuator and downlock mounting and also houses control runs accessible via the removable top section of the beam. The nose gear attachments are located on frame 1o.and the actuator fitting between frames 1o.2v and 2g. The ba is pressurised and heat insulated with @T@D mats faced with @1T-5 fabric and bonded to the ba walls. The access hatches are edged with rubber seals and held b /uick-release fasteners. The air intakes are stressed-skin structures with frames and access panels carr ing part of the load. The intake ducts run along the fuselage sides from frame 1o.2, connecting to the engine inlets at frame 1o.+. The air intakes are rectangular in cross section and have a sharp leading edge slanting steepl aft in side view. =etween frames 1o.+ and 5 the air intake duct section changes to circular. The flat inner faces of the intakes are separated from the fuselage, acting as boundar la er splitter plates, and are attached to the fuselage b hinges and bolts. The boundar la er air is directed into the engine ba s via au!iliar intakes at frame 1o.* for engine cooling. The integral fuel tank between frames 1o.- and '2 is a one-piece monoco/ue structure welded from high strength stainless steel allo s "012-2, 012-,, 012-5and 21--&. The bottom part of the tank section and some internal webs in the tank are made of heatresistant 7'*T aluminium. The structural elements of this section are mostl connected b argon arc and spot welding. The centre fuselage tank section is the main loadbearing part of the fuselage, absorbing loads from the wings, the tail unit "via the aft fuselage&, the engines and the landing gear, plus the e!ternal aerod namic loads and the pressure loads in the air intake ducts and pressurised fuel tanks. 4t has eleven principal

load-bearing frames and is separated into si! ba s b bulkheads. Technologicall , the centre fuselage consists of four parts9 tanks 1o.' and 2 "frames 1o.- to +&, tank 1o.- "frames 1o.+ to 5&, tanks 1o., and 5 "frames 1o.5 to ''& and tank 1o.+ "frames 1o. '' and '2&. These are made up of separate panels. The mainwheel legs are attached to the fuselage keel beam and to frame 1o.#, the downlock struts being attached to frame 1o.*. The mainwheel wells located between frames 1o.+ and * are closed with two doors each. The aft fuselage "frames 1o. '2 to ',& is a monoco/ue structure with two principal load-bearing frames "1o. '- and ',& madeof06-' steel and built-up skin panels. 4t incorporates the stabilator booster ba s with access covers made of 21-- steel and stabilator mounting beams made of 06-' steel. .rames 1o. '- and ', serve as attachment points for the vertical tails, ventral fins and stabilator mounting beams. 4n addition, frame 1o.', is an attachment point for the upper and lower airbrake actuators and the rudder bellcranks. The upper airbrake has an area of '.-m2 "',ft2& and a ma!imum deflection of ,5E( the lower airbrake has an area of '.$m2 "'$.5+ftF& and a ma!imum deflection of ,-E -$). The tailcone consists of several panels. The internal structure is made of steel and spot welded. The e!ternal skin and webs are made of titanium and likewise spot welded, then riveted to the steel internal structure. The upper part of the tailcone begins with the upper airbrake recess, continuing into the brake parachute container with a 7uralumin cover and fittings. The lower part of the tailcone incorporates the lower airbrake recess. The tailcone is attached to frame 1o.', with a double row of rivets. The lower fuselage between frames 1o.* and 'incorporates removable panels for engine maintenance and removal;installation. Wings ?antilever three-spar trapezoidal swept wings. Ging span is ',.$'5m ",5ft ''-;,in& or ',.$+2m ",+ft '';2in& for the interceptor and trainer versions, depending on what t pe of wingtips are fitted, and '-.-#m ",-ft '$%in& for the reconnaissance;strike versions. Ging area for the reconnaissance;strike versions is +'.,m2

"++$.++ft2& including centre section, or ,' .8m2 ",,'.'+ft2& without centre section. @spect ratio is 2.*,, wing taper is -.'. <ecce;strike versions have a constant ,'E $2) leading edge sweep. 4nterceptors and trainers have a kinked leading edge with ,2E -$) sweep inboard and ,'E $2) outboard. Trailing edge sweep is *E 2*) for all versions. The wings use the Ts@G4 A-,,M airfoil section at the roots with a relative thickness of -.5% and Ts@G4 A-'$'M section at the tips with a relative thickness of ,.5+%. <oot chord is +.*,-m "22ft *-;ein&, tip chord is 2.2-5m "5ft ,in&( mean aerod namic chord "M@?& is ,.**2m "'+ft ,);2in.&. @nhedral is 5E, incidence is 2E. The wings are cambered. 3ach wing panel is attached to the fuselage b five bolts and fitted with flaps and ailerons. The wings are made largel of welded 012-2, 012-5 steel and 8T,' titanium sheet. The main longitudinal elements are the front, middle and rear spars and the front and rear stringers. The leading edge and wing torsion bo! ribs are punched from 012-, sheet. Most of them are attached to the wing skin b means of )spacer bo!es)( however, ribs 1os.2', 22, 2- and 2+ are attached directl to the skin. The trailing edge ribs are made of 8T,-' titanium. 3ach rib is thus made in two parts and spot welded during assembl . The detachable leading edge is welded from 8T,-' titanium sheet. 4t houses fuel lines and cable runs. The trailing edge assembl is riveted and welded. @t the root it incorporates attachments for the flaps and the aileron bellcranks. 3ach wing panel has four attachments for two weapons p lons, with reinforcement plates made of 28>hG21@ steel. 2pecial deflectors are installed on the wing leading edge to keep water from getting into the p lons. The upper surface of each wing has a single airflow fence riveted and welded from 7'*T sheet and a shallow fairing above each hardpoint. The ailerons) middle and outer attachments are made of 28>hG21@ steel and @>,-' aluminium allo respectivel . The rear end of rib 1o.22 serves as the outboard attachment point for the flap and the inboard attachment point for the aileron. The wingtips are welded and riveted structures fitted with anti-flutter weights, radar warning receiver aerials and static discharge wicks. The MiG-25 was fitted with two t pes of wings featuring detachable or

permanentl attached wingtips. The detachable ones are connected to the wing panels b four bolts. The wing;fuselage fairing is a riveted structure with subframes and skin panels made of 7'*T. 4t is detachable and held b bolts with self-locking nuts. The internal volume of each wing forms an integral fuel tank divided b a hermetic bulkhead into a forward and an aft section. The forward tanks are limited b the forward stringer, the front spar, the root plate rib and rib 1o.-$. The aft tanks are located along the entire span between the front and rear spars, the root rib and rib 1o.--. @ll Coints are carefull welded to seal them. The two-section ailerons are made chiefl of 7'*T 7uralumin and have riveted skins and a hone comb core. @nti-flutter weights are incorporated into the nose sections of the ailerons. 3ach aileron is '.5m "5ft 5in& long( total aileron area is 2.52m2 "2*.2+ft2&, ma!imum deflection is H25E "on take-off and landing&. The flaps also have riveted skins and a hone comb core and move on two hinges. 3ach flap is '.*-2m "+ft ,in& long( total flap area is ,.-m2 ",+.2+ft2&, ma!imum deflection is 25E. 3arl production aircraft "interceptors up to c;n #,$sch$* and reconnaissance aircraft up to c;n $2$26$,& had blown flaps which were deflected ,5E on landing. Tail Unit Three-spar twin fins with spars, stringers and ribs of 0125 steel and @>-, 7uralumin and skins of 7'*@T 7uralumin. 6eading edge and trailing edge sweepback is 5,E and ,E '#) respectivel ( the fins are canted #E outboard. The fins have an aspect ratio of $.**+, a taper ratio of ,.++ and an airfoil thickness ranging from , to ,.5%. 3ach fin is -.$5m "'$ft 8in& tall and ,.5+m "'5ft 5%in& long, with a -.22m "'$ft +%in& M@?. Total vertical area is '+.$m2 "'52.'+ft2&. Aort and starboard fin have different leading edges and tips. The fins are attached to four fuselage frames "1os'' a, '2, '- and ',&. The rudders have skins riveted to ribs and stringers. The move on three hinges and have levers at the bottom for push;pull rod connection. Total rudder area is 2.'2m2 "22.#ft2&. Ma!imum rudder deflection is H25E. ?antilever differentiall movable slab stabilisers with 5$E 22) leading edge sweepback, an aspect ratio of -.' and taper ratio of 2.*+. 2pan is #.5,m "2#ft 2in&,

though some sources state #.#m "2#ft '$%in&( area is *.#'m2 "'$5.5ft2&. The stabilisers are carried on longitudinal beams in the aft fuselage. The stabiliser hinges were moved appro!imatel ',$mm "5;2in& forward in '*5- to prevent elevator overcompensation The stabiliser hinges are located at --% M@?. The trailing edges of the stabilisers are deflected 2E upwards. 7eflection range is --2E to I'-E on take-off and landing, diminishing to-'2E -$)and I5E in cruise. Two ventral fins with riveted skins and ribs are located s mmetricall under the aft fuselage. The forward portion of each fin is dielectric and can be hinged sidewa s( in flight position it is attached to the aft portion b bolts. The aft portion is attached to the fuselage frames b two bolts. The port fin incorporated a brake parachute opening sensor actuated b impact on touchdown. 3ach ventral fin is -.+m "''ft *-;,in& long( total area is -.55m2 "-#.2ft2&. Landing Gear : draulicall retractable tric cle t pe. @ll three units retract forward. The nose unit is e/uipped with twin >T-''2;2 or >T-''2@ brake wheels "5$$-2$$mm& and levered suspension. The main units are e/uipped with single >T-''';2@ or >T-'''@ brake wheels "',-$$-+$mm& and levered suspension. @ll three units are fitted with automatic anti-lock brakes. The steerable nose unit has two turn limits "for low speed and high speed ta! ing&. <etraction and e!tension is provided b a single h draulic s stem( emergenc pneumatic e!tension is possible in the event of a h draulics failure. @ll three units are secured in the down position b mechanical locks( the nose unit is additionall secured b a h draulic s stem cock preventing the fluid from escaping from the actuator. Bpon retraction the wheel wells are closed b doors which remain open when the gear is down. Gheel track is -.#5m "'2ft 5;2in&, wheelbase is 5,',,m "'+ft '$;2in&, though some documents /uote wheelbase as 5.'-#m "'+ft '$%in&. Powerplant 3arl production MiG-25s were powered b two

Tumansk <'5=--$$ turboCets "4zdel e '5=& rated at 5,5$$kgp "'+,5-,lb st& dr or '',2$$kgp "2,,+*' 4b st& in full afterburner. 6ater aircraft were fitted with identicall rated <'5=7--$$ engines with modified accessor gearbo!es. The <'5=--$$ "<'5=7--$$& is a single-shaft turboCet with a!ial compressor, can-annular combustion chamber, single-stage turbine, afterburner and variable "three-position& eCector nozzle. The engine)s gross weight is 2,+#$kg "5,*$#lb&( overall length is ,.'m "'-ft 5%in& in )clean) condition and +.-m "2$ft 2in& with inlet duct, ma!imum diameter is '.5,m "5ft #';2in&. Ma!imum e!haust gas temperature is #$$E? during start-up and #2$E? in flight. Ma!imum engine speed at full dr thrust is 5,$$$rpm. The engines are installed in fuselage ba s aft of frame 1o.* separated b a longitudinal firewall. To ease maintenance the engines are rotated '-E outboard so that the accessor gearbo!es located at the bottom of the engines face awa from each other. The nozzles are inclined 2E -$) upwards and 'E ,+) inwards for aerod namic reasons. To reduce frontal area the nozzles were moved so close together that the distance between their centres is less than the nozzle diameter "the nozzles effectivel overlap&. Therefore, three inboard segments of each nozzle were removed and a fi!ed central boat-tail fairing installed so that the nozzle contours were slightl )flattened) but unbroken. The engines are installed in mountings attached to fuselage frames 1o.'$ and ''. 3ach engine breathes through an individual air intake. 4ntake cross section and upper intake wall angle are adCusted b means of a two-segment movable ramp. The forward segment is perforated for sucking awa the boundar la er( the aft segment is fitted with vorte! generators to energise the airflow. 4n order to minimise losses in the intake duct the intakes have a movable lower lip which can be set in either of three positions. To make the engines less susceptible to surging, inlet guide vanes attached to a thin-walled c lindrical bod are located in front of the first compressor stage. The engine ba s are cooled b boundar la er bleed air to protect the airframe and engine-mounted accessories from overheating. The engines are controlled b twin throttles located

in the cockpit. 3ach engine has a separate electronic control s stem with an <<7-'5= electronic mode regulator and a separate fire e!tinguishing s stem. The main fuel grade initiall was T-+ kerosene "T J Toplivo - fuel&, with T-5A as a substitute( <T "<eaktivno e Toplivo - Cet fuel& grade kerosene was later found acceptable. The fuel is contained in ten integral tanks - si! in the fuselage and four in the wings. <ecce aircraft built before the mid-'*5$s had two additional integral tanks in the fins. The wing tanks were split into front and rear groups occup ing almost the entire internal volume of the wings. @ll the fuselage tanks had a comple! shape. The total fuel capacit of the reconnaissance;strike versions is '5,5#$ litres "-,*5' 4mp gallons&. .uselage tanks 1o.', 2, -, ,, 5 and + house 2,#'$ litres "+2,., 4mp gallons&, -,22$ litres "5'5.5 4mp gallons&, -,$+$ litres "+#$ 4mp gallons&, 2,-,$ litres "52$ 4mp gallons&, 2,-5$ litres "52+.+ 4mp gallons& and 5-$ litres "'+2.2 4mp gallons& respectivel . The front wing tanks housed 55$ litres "'22.2 4mp gallons& each, the rear ones ',*'$ litres ",2,., 4mp gallons&. The fin tanks on the reconnaissance aircraft held +$$ litres "'--.- 4mp gallons& each. The accumulator tank held a further '5$ litres "--.- 4mp gallons& and the fuel lines ,$ litres "#.* 4mp gallons&. The interceptors carried ',.55$kg "-2,'2$lb& of fuel and the reconnaissance aircraft '5,$$$kg "--,$+#lb&. @ 5,2#$ litre "','5- 4mp gallon& drop tank holding ,,,5$kg "*,#'$lb& of fuel can be fitted. The tank is ''.$5m "-+ft - in&, with a ma!imum diameter of ' m "ft --;ein&, and increases the total fuel load to '*,,5$kg ",2,#5*lb&. 3arl production MiG-25As and MiG25A72s had no provisions for a drop tank but the MiG-25A7 can carr it on long range intercept missions in overloaded condition. Armament The MiG-25A was armed with four <-,$ "4zdel e ,+& medium-range air-to-air missiles - two <-,$<s with semi-active radar homing "2@<:& and two 4<-guided <-,$Ts. The missiles could hit targets pulling up to ,g in an evasive manoeuvre and were carried on underwing p lons, one of a kind under each wing. The p lons were fitted with @AB-#,-,+ launchers "@AB J

@vtomateechesko e Aooskovo e Bstro stvo - automatic launcher for @ircraft #, and Missile ,+&. The upgraded MiG-25A7 and )A72 carries updated <,$<7, <-,$<7' and <-,$T7 missiles. 4t can also carr two <-+$ or <-+$M short range air-to-air missiles on twin @AB-+$-'' racks on each outboard p lon instead of a single <-,$. 4n this case onl 2@<: missiles are carried on the inboard p lons. The reconnaissance;strike versions "MiG-25<=, )<=>, )<=2, )<=0, )<=2h and )<=.& can carr up to ,,$$$kg "#,#'#lbs& of bombs( starting from c;n $2$22$55 the bomb capacit was increased to 5,$$$kg "'',$22lbs&. The following combinations are possible9 -four .ot@=-'$$-#$ flare bombs in pairs under the wings( -eight .ot@=-'$$-#$ flare bombs in pairs under the wings and fuselage( - eight .@=-5$$M-+2 :3 bombs in pairs under the wings and intandem pairs underthefuselage( - eight .@=-5$$M-+2 :3 bombs in tandem pairs under the wings and intandem underthefuselage( -ten .@=-5$$M-+2 :3 bombs in tandem pairs under wings and in tandem pairs under the fuselage( -ten .@=-5$$M-+2 :3 bombs in tandem pairs under the wings and in triplets underthefuselage. :eat-insulated .@=-5$$M-+2T bombs could be used instead of regular ones. 2mall calibre nuclear charges could also be carried. The bomb armament of the air defence suppression MiG-25=M is similar to the reconnaissance;strike versions. .or combating enem radars the aircraft can carr four >h-5#B anti-radiation missiles with a range in e!cess of ,$km "25 miles& Avionics and equipment 3!cept for the special mission e/uipment "including navaids&, the interceptor and reconnaissance versions have identical avionics. These include an 2<0MB-2@ air intake auto;manual control s stem, an <-#-2M )3vkalipt) "3ucal ptus& B:. radio, an <-#$2 :. radio, an @<>-'$ radio compass, an <0-'* "later <0-'#& high altitude altimeter, an <0-, "<0-,@& low altitude altimeter, a )2irena--M) "later 68-$+ )=er oza)

K=irchL& <G<, an M<A-5+A beacon, an 28-+-= "later 28-+*& MNO transponder, an 2<8-2A 4.. transponder, an <-#,5<M "later <-#+,& :. radio, an <2=1-+2 )>orall) 2:8<@1 set, a )Aion--A) "Aeonia& antenna feeder s stem, an 2AB-5 intercom, a A07-5 pitot probe, a >>8-5 o! gen mask and bottle, a TesterBD6) flight data recorder, a A-5*' cockpit voice recording s stem with an <4-+5 tape recorder "capable of transmitting failure messages and distress signals automaticall to ground control centres&, an M2-+ )6ira) tape recorder etc. @ll reconnaissance versions were fitted with the )Aol ot-' P automatic navigation and flight control s stem including a )<omb-'>) 2:8<@1;@62, a 2@B'55A' "interceptors& or 2@B-'55<' "reconnaissance& automatic flight control s stem, an 2>0-21-' "reconnaissance& or 2>0-21-2 "later 2>0-216-2, interceptors& course s stem and an 202-A1-5 navigation data link s stem. 8perating in concert with ground 7M3;7. and localiser;glideslope beacons, the )Aol ot-' P ensures automatic climb with subse/uent transition to cruise at pre-set altitude and speed, auto route following "using reference points, including four airfields which could also be used as staging points&, auto return to home base or one of three reserve bases, manual diversion to an airfield not programmed for the flight, auto landing approach down to 5$m "'+,ft&, goaround and homing in on a marker beacon. Throughout the sortie the pilot sees his position relative to the airfield or wa points "given in co-ordinates&. The )Aol ot-' P is connected with the radar and the weapons aiming s stem and thus can direct the aircraft to the area where the target is. The s stem enables the MiG-25 to operate da and night in 0.< and 4.< conditions in automatic, semi-automatic and manual modes. The interceptors) avionics suite is built around the weapons control s stem "G?2&, ensuring it can intercept and destro targets with missiles da and night in 0.< and 4.< conditions. The MiG-25A)s G?2 is based on the )2merch-@) radar "<A-25, or 4zdel e 52$& superseded in the mid-'*5$s b the improved )2merch-@2)"4zdel e 52$M&. The MiG-25A7;A72 is fitted with a )2apfeer-25) "2-25, or <A-25M or <A-25M1&

radar. The radar can detect a medium sized target at more than '$$km "+2.5 miles& range. =esides radar, the G?2 of the MiG-25A7 and )A72 includes the TA-+22h 4<2T s stem, the @0M-25 analogue computer and the A@B-,5- pilot actions monitoring s stem "the modern e/uivalent of a gun camera&. The G?2 enables the aircraft to detect targets b means of radar, regardless of enem 3?M or ground clutter and to covertl attack targets in the rear hemisphere "ie without switching on the radar or switching it on ver briefl &, using the 4<2T set. The G?2 is connected with the 4.. s stem. The interceptors are fitted with a command link s stem receiving, decoding and indicating instructions coming in from ground control centres. The s stem could also work the other wa around, rela ing messages to ground control. The MiG-25A had the old )6azoor) s stem, whereas the MiG-25A7 and )A72 was fitted with the =@1-55 s stem integrated with the ground-based )6ooch-') guidance s stem. <ecce;strike versions were e/uipped with the )Aeleng-7) navigation;bombing s stem "later replaced b )Aeleng-7<) and still later b )Aeleng-7M)&, comprising the )@nis-#) 412, the 7422--2 7oppler slip;drift meter, theTs0M-'$-'55 )8rbita-'55) digital computer etc. 8ther mission e/uipment included @-5$M, @;3'$, @-52, 2,5-@<3 da cameras and the 1@-55 night camera "chiefl on the MiG-25<, )<=,)<=1and)<=T&, the )<omb-'>) 2igint pack, 7422-5 7oppler slip;drift meter, the 2<2-,@ or 2<2-,= 2igint pack "4zdel e -$@ or QRS& on the )<=, the 2<2-* 0irazh) 2igint pack "4zdel e -'& on the MiG-25<=0, the )>oob--M) 2igint pack on the MiG-25<=>, the )2abl a) 26@< "4zdel e '22& on the MiG-25<=2, the )2hompol) 26@< on the MiG-25<=2h, the )2har-25) 2igint pack on the MiG25<=., the )Taguar) targeting s stem on the MiG25=M and 2A2-',', 2A2-',2, 2A2-',- or 2A2-'5' 3?M sets "depending on the aircraft model&.

Electrical system @? and 7? s stems. Main power "2# volts 7?& is produced b two G2<-'2>42 generators feeding separate

circuits. 3ach includes a '52?2-,5= silver-zinc batter . 3ach engine drives an 2G>-'';'.2>42 "or 2G>-'';'.5>42-M& generator producing 2$$;2'5 0 ",$$:z& three-phase @? via a AA8-2$ constant-speed drive "?27&, also feeding two circuits. 3arl MiG-25As and reconnaissance versions had a single-phase @? s stem. 2ome e/uipment uses -+ volts;,$$:z @?( therefore, each circuit includes a T-'.5;$2 transformer. 4f the port circuit fails all e/uipment can be run b the starboard transformer( if the starboard circuit fails, '2$ volt @? is supplied b the AT8-'$$;'*$$ @? emergenc converter. @ failure indication s stem is fitted and large power consumers are shut down automaticall if a circuit fails "to ensure that enough power is available for vital e/uipment for at least '5 minutes during landing&. Hydraulic system The MiG-25 has two independent h draulic s stems "general and flight control booster s stems&. The booster s stem powers one c linder of each twinc linder booster controlling the stabilisers "=B-'5$&, ailerons "=B-'5$3& and rudders "=B-'*$& and operates the emergenc wheel brakes along with the general s stem. The general h draulic s stem powers the other c linder of the stabiliser, aileron and rudder boosters. 4t is also responsible for landing gear, flap and airbrake operation, normal wheel braking, wheel braking when the aircraft is towed, mainwheel auto braking during gear retraction, air intake ramp operation and emergenc retraction, lower intake lip operation, nosewheel steering and @AB air intake closure after engine start-up. The s stems use Grade 5-5$2-- silicon-based h draulic fluid. The general and booster s stems s stem use 5- litres "''.5 4mp gallons& and -$ litres "+.+ 4mp gallons& of fluid respectivel . The s stems are powered b 1A-5$@ engine-driven variable-discharge rotar -piston h draulic pumps coupled with fluid reservoirs. 2 stem pressure is '#$2'$ kg;cm2 "2,55$--,$$$psi&. The pumps are driven via fi!ed ratio drives and the output is in direct proportion to engine rpm. .or added reliabilit , each s stem is served b two pumps driven b different engines(

this makes sure that both s stems sta operational in the event of an engine failure. Thus, the intake ramp of the failed engine remains operational, enabling a relight "unless, of course, there is a catastrophic engine failure and restarting is out of the /uestion&. Pneumatic System The pneumatic s stem includes three independent subs stems9 -a main s stem, - an emergenc s stem and - an avionics pressurisation s stem. The main s stem pressurises the cockpit, controls the wheel brakes, canop de-icing, fuel dump lines, generator cooling vents, automatic and manual brake parachute opening and manual parachute release, @AB air intake opening. 4t also operates the winch for lowering and lifting special mission e/uipment pallets and controls nitrogen pressurisation of the fuel tanks. The emergenc s stem is responsible for emergenc landing gear e!tension and adCusting the intake ramps for landing. The third s stem pressurises the avionics ba s and radar;2igint set "on interceptors and reconnaissance;strike versions respectivel & cooling water tank. ?ompressed air for all three s stems is stored in bottles -', litres "-.' 4mp gallons& in the main s stem, '$ litres "2.2 4mp gallons& in the emergenc s stem and 2 litres "$., 4mp gallons& in the avionics pressurisation s stem. Air onditioning System The air conditioning s stem maintains the re/uired air pressure and temperature in the cockpit and avionics ba s. The s stem uses air bled from the engine compressors at about ,$$E? and '.' kg;cm2 "'5.5psi&, supplied at a rate of about #$$kg;hr "',5+-lb;hr&. The air is cooled in primar air-to-air heat e!changers and a water radiator and then fed to two subs stems, one for the cockpit and one for the avionics ba s, at a rate of about 2,$kg;hr "52*lb;hr& and 5+$kg;hr "',2-, 4b;hr& respectivel . 4n each subs stem the air is further cooled. The cockpit subs stem uses another air-to-air heat

e!changer and a turbo cooler( the avionics subs stem has a turbo cooler installed on the starboard engine. ?ockpit air conditioning air is supplied at -5E? and $.,5 kg;cm2 "+.,psi&, while avionics cooling air comes at -2$E? and about $.$55 kg;cm2 "'.$5psi&. The capacit of the air conditioning s stem is enough to keep cockpit temperature at a comfortable 2$E?. 8! gen and 6ife 2upport 3/uipment The MiG-25 is e/uipped with a >>8-56A o! gen s stem which supports the pilot throughout the altitude range if the cockpit remains pressurised or up to '',$$$m "-+,$#*ft& in the event of decompression. 7uring eCection the s stem automaticall switches to the >A-25M portable o! gen bottle with a sufficient o! gen suppl to last the pilot all the wa down. The pilot)s clothing includes a Gsh-+ pressure helmet for high altitude operations "or D2h-5 or D2h-5 light helmet for lower altitudes&, a 0>>-+M pressure suit or 0>-- ventilated fl ing suit. .or over-water operations a 0M2>-, or 0M2>-2M marine high altitude rescue suit, an @2A-5, lifebelt or @2Dh-5# lifeCacket and a pair of gloves is provided. 4f the aircraft was to operate in an nuclear, biological or chemical "1=?&contaminated environment the pilot was supplied with a )>omplekt-6) 1=? protection suit. The >M-'M eCection seat contained a survival kit, including an inflatable dingh , a )>omar) "Mos/uito& emergenc radio beacon and the usual signal flares, food ration, hunting knife, fishing gear etc. !e"icing System The cockpit canop has eth l alcohol de-icing. The de-icing s stem is actuated b a button. Two or three seconds of operation are usuall enough to clear awa the ice( if not, longer operation is possible. Flig#t ontrols The slab stabilisers and ailerons are controlled b means of the stick and the rudders b means of the rudder pedals located on the central console. 6ateral stabilit is enhanced b differential stabiliser deflection, with a special s stem countering aw during as mmetrical missile launch. The control surfaces are actuated b irreversible

twin-c linder boosters. 3ach stabiliser is actuated b a =B-'5$ booster, the ailerons b a single =B-'5$3 "3 - eleron& and both rudders b a single =B-'*$. 3ach booster is powered b both h draulic s stems at once, one s stem per c linder. The stick and pedals are spring-loaded for )artificial feel). Tailplane deflection is limited b an @<B-*$@ regulator changing the tailplane actuator ratio to prevent e!cessive elevator inputs at low altitude and high 4@2. The same regulator also altered the stick forces proportionatel with speed. Trimming to reduce stick and pedal loads is made b means of an MA-'$$M mechanism substituting for trim tabs. The control runs are of mi!ed t pe, with double cables in the fuselage spine and push-pull rods elsewhere. The aircraft is e/uipped with an 2@B-'55 automatic flight control s stem "2@B-'55<' on the reconnaissance; strike models and 2@B-'55A' on the interceptors& with a view to enhancing combat efficienc , reducing pilot fatigue, increasing flight safet and allowing operation in adverse weather. The s stem operates the control surfaces b means of <@B-'$5@ telescopic push-pull rod actuators E$ection System The eCection s stem includes the canop Cettisoning mechanism and the eCection seat proper. 3arl MiG25s had the >M-' seat, replaced b the >M-'M on late production aircraft. The >M-'M seat permitted eCection at up to 2$,$$$m "+5,+'+ft& and ',2$$km;h "55$mph&. 4t could be operated on take-off and landing at speeds not less than '-$km;h "#' mph&. %ra&ing System @ brake parachute container is located at the aft e!tremit of the fuselage spine above and between the engine nozzles. The parachute is opened automaticall on touchdown, triggered b a sensor in the port ventral fin. The parachute container is made of Tekstolit) "a cheap composite material&( its size was changed in '*55 when new parachutes were introduced. The total area of the two brake parachutes is 5$m2 "5-#ft2&.

=raking in flight is done b means of two airbrakes located above and below the aft fuselage, with a deflection of ,5E. Fire E'tinguis#ing System The port and starboard engine have separate fire indication s stems with ionisation sensors and separate fire e!tinguishers. 3ach fire e!tinguisher bottle holds +.55kg "',.##lb& of '',02 chlorofluorocarbon "?.?&.