During the pilot's cabin inside the fuselage fighter planned to install a couple of additional vertical lift engines RD36-35 (2350 kg thrust each), developed by OKB-36 MAP under the head designer Kolesov PA Additional engines had to be cut only at takeoff / landing, for the creation of tangible additions to the lift of the wing. Extra lift engines in 1966-1967 worked in the pilot E-7PD (23-01, later received the designation MiG-23PD), which was created on the basis of a serial MiG-21s. MiG-23 (23-01) on the aerodynamic assembly was close to the MiG-21, he remained horizontal tail and sredneraspolozhennoe delta wing. With all of this brand new fuselage design was used. By plane set a new engine — a turbojet engine with afterburner R27F-300 (7800 kg thrust), developed under the general designer Tumanskiy SK the OKB-300 MAP — and side vozduhopoglotiteli having a semicircular cross section. With all of this entire forward fuselage could be used under a strong radar. The building of the most experienced MiG-23 having lifting engines, began in March 1966, it lasted for 8 months. November 30, 1966 plane relocated in Zhukovsky on FOX bureau where to delivery flight prototype R27F-300 conducted its ground tests. The first instance of the MiG-23 (23-01), who was the only one not equipped with radio equipment command guidance and radar — instead of their units were installed ACA (control and recording equipment).
By plane until there was no gun. First flight of 23-01 (side number 23) was held April 3, 1967. The machine is driven by test pilot Ostapenko PM July 9 Ostapenko show takeoff/ Landing at Domodedovo new fighter aircraft for the parade. But work on the aircraft were soon gone.
Even before the start of the test experimental aircraft 23-01, it became clear that the scheme with additional lift engines has enormous prospects. Additional engines occupy a lot of space in the fuselage, significantly reducing the capacity and the right amount of fuel to and during the flight were only used a couple of minutes. Taking into account the requirement of growth duration and range, for the upcoming implementation of applets for the MiG-23 was another option aircraft assembly, which foresaw the introduction of variable geometry wing.
Next is a description of the aircraft taken out of the book Orlova BA "Notes of a test pilot."
"Around the world in the years to actively work was carried out on the aircraft with vertical takeoff and landing aircraft, with short run and run. France experienced plane "Balzac" which was built on the basis of a fighter Mipazh-3, which has sliders to the creation of vertical thrust. The British successfully used the "Hariep," one slider which was used for horizontal flight and vertical take-off and landing. In the Soviet design bureau Yakovlev Yak-36 made, which had sustainer engine and lifting engines, which work only during takeoff / landing. Us and "Suhovtsami" investigated the possibility of reducing the landing and take-off distances with small engines vertical thrust, which could not raise the vertical plane, but like a lot of reduced aircraft. In KB Syhogo this purpose built 15VD Cy-based interceptor Cy-15, installing of lifting engines. We are on a slightly modified fighter MiG-21 put the two lifting motor. The experimental aircraft was named "the product 23-31." Ostapenko PM raised in the air this car in June 1966.
Lifting the engines on the aircraft, "23-31" located in the middle part of the fuselage. This significantly reduced the amount of fuel tanks, in connection with which the aircraft flight time was reduced to 15-17 minutes., Landing gear had not been cleaned since it had no place to clean up due to the installation of lifting engines, because the machine did not rise above 1.5 km. Well, there is nothing to do on the plane was great heights, as tested priemuschestvenno behavior of the aircraft during take-off and landing. The exhaust nozzles supplied with special hoisting engines. gratings that were turning back the clock on the gas jet 10 degrees. and forward 5 degrees., which increased the total take-off thrust, and the jet is deflected forward before landing the role was played by the gas brakes.
Take-off and landing were not easy. The exhaust stream created by the lifting engines, y overflowed land in hand, creating a siphon effect of all this, when you change the height and speed of the impact of this effect effect on the lift of the aircraft, and its maneuverability and durability. If, during the take-off problems were a little — a little rebalancing, in other words, changing the angle of pitch in the pen motionless management — after leaving the ground for the pilot special difficulties are not represented, during planting, not including rebalancing, this "leak" caused a decrease in the energetic apparatus and the same inhibition. In this connection particularly to increase the landing was necessary to limit thrust propulsion motor, and in some cases even include fopsazh …
Once going through with Fedotov flight lists, we came across a report on the implementation of Ostapenko flight mission on the plane, "23-11", where he wrote: "Take off on the most traction, landing on the afterburner." First, we consider that Peter Maksimovic wrong, but he did not think to make mistakes — as it turned out, specifically how it was …
All this greatly complicates the implementation of take-off and landing on the machine, and a huge gain in the length of the take-off distance due to an apparent decrease in weight did not.
Despite this, the building was carried out previously pledged experimental aircraft under this scheme, and Ostapenko in March 1967 raised the MiG-23-01, a beautiful aircraft having a sharp nose, the lateral semicircular vozduhopoglotiteli, a new powerful slider. It took a few Ostapenko 10 s flight, flew to Domodedovo on parade, and on this plane finished his story — it gave somewhere in the museum, in my opinion, in the MAI. A couple of flights in MiG-23-01 not counting Peter Maksimovic, made Fedotov.
A similar scheme is not justified itself, although the mileage and run-on MiG-23-01 were relatively small — to carry the engines, which were used only during takeoff / landing, taking up space equipment and fuel, very expensive.
"Suhovtsy" fly on Cy-15VD — priemuschestvenno, flown by test pilot ES Soloviev — and experienced T-6 with lifting engines, realized that "not worth powder and shot." Then they built a T-6 with variable sweep wing — big-name Cy-24 bomber.
I was assigned to understudy Ostapenko, which significantly raised my own eyes. I have a couple of tim
es accompanied with cinematographer Peter Maksimovic on the MiG-21, and later he made the flight to this fascinating craft. Unfortunately, I soon had to fly a long-term business trip, and the next flight on the airplane I was making in the late autumn, when the bulk of programs from finished. Without the "input" is not done — during the 1st flight I took off, without making sure that the one lifting the engine out to the "Maximal". Naturally, he gave a blunder, for which he received from Fedotov little "sticking", but it is very bad was visible greenish light will exit the engine on the greatest mode, especially in the brightest light.
With the emergence of the MiG-23-01 first experimental machine curb lifting engines during testing was flying is not enough, but it was decided to show it in Domodedovo on parade, because made a few 10-s flight training, and demo flight during the parade. Later, the existence of their flying machine is finished. "
Aircraft performance characteristics:
Modification — MiG-23PD;
Wingspan — 7.72 m;
Length — 16.80 m;
Height — 5.15 m;
Wing area — 40 m2;
Empty weight — 11200 kg;
Most takeoff weight — 18500 kg;
Type of main motor — Turbojet R-27-300;
Type of auxiliary motor — 2hTRD RD-36-35;
Rod unforced main motor — 7800 kg;
Rod unforced auxiliary motor — 2h2350 kgs;
The highest speed — 1600 km / h;
The crew — 1 person;
Armament — 23-mm cannon.