publikace 4\e publication MiG-21 F, PF, PFM, PFM (SPS), R, SM, SMT, MF, bis, U,,UMHistorie letounu Letouny MIG-21 mnoha verzi, pfevaind pozdéjsi tav. druhé a tieti generace, jsou stale ve vyzbroji letectev stéti byvalého vjchodniho bioku, ale zejména mnoha stati tav. tretiho svéta. Tato skutegnost jz ‘sama 0 sobé hovoii a potvrzuje kvality némych jednadvacitek", je- jich2 vjvo} zagal pied vice jak tiiceti lety. Pateli leteckych sil hlav- nich udivateli se staly v letech Sedesdtych a sedmdesatych. Dodnes vvlak v nich maj své misto a hned tak je asi Po ukonéeni vyvoje typu MiG-19 byl pied ,dvomiho dodavatele" stihacich letound pro VVS SSSR (vojenského letectva SSSR) — Miko- janovu konstrukcni kancelat — postaven kvalitativné vyaii tkol vy- Vinout lehky dvoumachovy stihaci frontovy letoun, dostateéné obrat- nj a vykonnj, na druké strané pak technologicky jednoduchy a ne- ‘narotny na udrébu a opravy, schopny provozu iz méné upravenych nouzovjch ploch. Tyto poladaviy vyplynuly z analjzy bojovych stietnuti v Koreji a byly také zcela v intencich obvykijch kritérii, kkteré na své budouci letouny Kladli a dodnes kiadou piedstavitelé ws. V résadé byly moiné dvé varianty vjvoje: prvni byla zkonstruovat, letoun s Klasicikjm Sfpovym itidlem a tihlem ipu nébéiné hrany 57 stupid, tedy typem kidla jiz provéfeného na MiG-I8; druhou vari- antou pak bylo poutiti zcela nového a v té dobé nevyzkoudencho ‘rojihelnikového Kfidla, které, af teoreticky i technologicky nezné~ mé, slibovalo vjhody zvjeni vykoni pfi souéasném snifeni hmot- nosti. Také perspeltivy jeho dalsiho vyvoje byly nadjné. Na dlou- 1é teoretické vyzkumy a rozbory nebyl v té dobé éas ani moznosti 4 tak nastoupilo feBen{ metodou .pokusu a omylu. Stavély se tedy souéasné dva experimentéln{ typy. Prniz nich, E-2, byl pfedstavitel sklasické" varianty. Trup ji byl dosti podobny pozdéjéimu MiG-21 F a kdidlo plipominalo svij vzor MIG-19, ale bez mohutnjch aerody- namickjch phitki na homi strané kiidla. Pouze na spodni strané by- 1 po jednom asrodynamickém phitku. Letoun, opatfen jednim mo- torem RD-9 (AM-9) valétl poprvé I4.inora 1954, Pozdéji byl do draka vestavén motor RD-I] (AM-11) konstrukce SK'Tumanského a nové, v SSSR poprvé poutité dvourotorové koncepce turbokompresont ‘Tento motor mél tah pibliiné 60 kN v resimu piidavného spalovani, idlo pfestavéngho letouny, ktery nes! omageni E-24 a byl zalétaut poéétkem roku 1958, bylo jié opatieno jednim mohutnym aerodyn rickjm phitkem uprostfed rospSti. Jen pro tplnost historie: 2 pi vodniho E-2 byly vyvimuty a postaveny ti prototypy E-B0/1, E-80/2 a E-80/3, viechny vybavené kromé standardniho proudového moto- mi raketovjm motorem §-168, jeho# tryska tistila v kofenové Gésti SOP. Diivodem vjvoje a starby téchto letount bylo jednak ziskat omnatky z let ve vysokych rychlostech a vyakéch, jednak vyvinout piepadovy sthhac{ letoun schopny v minimdlnim ase doséhnout vy- sokjch vjsek a zasahnont tam profi nepfatelskému letounu. Zkoulley probéhly veelku tispéiné, ale lotouny trpély spolenou nemoci tako- vychto hybrid, a to jsou ,krdtieé nohy"* neboll velmi maly dolet (ade o 400 kin) a tak typ nebyl zaveden do sériové vjroby. Zistavbou motoru RD-11 vanikl letoun E-50A, kterj byl vzorem pro desetilcuso- vou sérii. Jako porovnavaci letoun byl postaven E-4/1, coz byl viast- 1né trup a ocasni plochy identické s E-2 ale opatieny zcela novym. trojihelnikovym Kiidlem 5 thlem nabéiné hrany opét 57 stuph. KHialo nemélo oproti sériovym jedinadvacitkam’ plitky na homi strané, ale dva mendi na doini strané a jeho konce byly ostré, tj. no- mély ,koncovy oblouk“. Tento letoun se poprvé vanesl 16. gerna 1956. V pribéhn zkoulek byla pfekonstruovéna zadni éést trapu vill zlepieni aerodynamickjch poméri u dst! trysky a Ktidlo bylo opatieno.na horn{ strané tremi mendimi phitky, ostré once kiidla byly zkosené, Letoun v této podobé nes! omateni E-4/2. Vestavbou motor RD-11 do draku E-4/2 vanikl letoun E-8, jinak také zndmy ‘ko I-500. Pii té piiletitosti se opét zménila zadni Gast trupu a ktidlo opét dostalo ostré konce. Porovndvaci skoulity E-2A a E-6 dopadly takika nerozhodné, 2édiné ‘markantni rozdily mezi obéma letouny zaznamenény nobyly. Miko- jan viak véiil novému kfidlu, a tak bylo rozhodnuto pokragovat ve vivoji E-S déle k sériové produkei ‘Veorem pro sériovou vjrobu (tzv. etalonem) mél bjt E-6/1. Na roz- Ail od svého pfedchidce mél pfekonstruovany trup, zvléité jeho Koncovou éést, a pfelayt kabiny. Dale byly pfidény vetupy vaduchu pro chlazeni motors (pravdépodobné komory piidavného spalové- ni) a dvé pomooné kjlové plochy pod zadni det! trupu byly nahra- zeny jedinou mohutnéjii. V pribétuu zkoudek doslo k tragické neho- 48 prototypu pilotovaného V. A. Néfédovem. Prvotni priéinou byla nestabilni éinnost vstupu veduchu do kompresory, dodlo k pumpadi a nslednému zastaven{ motor. Ten se diky daldim zévadim v pali- vové soustavé nepodatilo nastartovat a nestabiini pfechod z primér- ni hydraulické na néhradni elektrickou soustavu zpisobil ztrétu kon- troly fizeni v Ieritické féai podrovnéni letounu. Na zékladé rozboru nehody bylo piepracovéno vstupni istroji, na >bocich trupu piibyly mimo jiné i antipampdéni Klepky a vstupy pii- dayného sani a zmén t6# doznalo i polohovani vstupniho kusele. Vy- lepiena byla rovnéd palivové, hydraulicks i elektricka soustava, Daléf dva prototypy, E-6/2 a E-6/8 obsahovaly vye uvedené zmé- ny. Vijzbroj tvolily dva kanony NR-00 réie 90 mm a v pribéhu stay by ovéfovaci ticetikusové série byly zkudebné pod kifdlo monto vany dva sévésniky pro samonavadéci rakoly s infraéervenym éid lem K-18, Ktidlo bylo jif standardné vybaveno jedinjm aerodyna mick pliker. V t61o podobé se ,jednadvacitka” stavéla sériovi MiG-21 by1 prvni sériovou vers{ a byl prakticky shodnj s letow ny ovéfovaci série, tj, mél pivodni uiii SOP, dva kanony NR-30 anenesl 4dné zévésniky Hzenych reket. MiG-21 F-13 navazoval tizce na piedchosi variantu, mél viak nidii a Bird SOP, zmény doznal pielayt kabiny a nejpodstatnéji byla aménéna vzbro}, Kanon NR-3) ma lové strané byl odatranén (2by po ném pouze acrodynamicky kryt) a pod kaédjm Kiidlem neal le toun po jednom zévésniiea s raketou K-19, prakticky identickou s pr votni verai amerického AIMS Sidewinder ziskanou za korojské Wy. Obé uvedené verze jsou predstaviteli tev. .prmni generace" fady MiG-21. Jsou to Klasické stihaci letouny schopné éinnosti i zésahu pouze za dobrjch povétmostnich podminek a pfimé viditeliosti c- fe. Zmény v koncepci vedeni vzduiného boje, nové rakety vzduch -veduch i poznatky z provozu letouni prvni generace daly vaniknout sjednadvacitkam” tav. ,druhé generace'. MiG-21 PF by) pronim predstavitelem nové fady. Byla pfekon- stiovéna pfedni éist trupu, kde byl do vstupniho ofvoru zamonto vvan radiolokétor RP-21 Safir umofiujicl sledovani cile i za zhorée- njch povétmosinich podminek éi v noci. Joho zéstavba si vynutila _vétéeni priméra vstupniho otvoru 2 630 na 810 mm. Pradni ist he- bene za kabinou byla roziifena, diivodem byla instalace jak elektro- niky, tak i dalii palivové nddrie. Trubice PVD nesouci pitot-satic kkou trubici a éidla zbrafiového systému se piesthovala ze spodni aati vstupniho otvoru na jeho hori Gést, pravdépodobné z divodi eli mendf araniteinosti béhem pobytu na stojance. Zcela byla vypus- {éna hlaviiové vjzbroj a naopak pod kaidé kifdlo byly umistény dva zivésniky nesouci bud fizené rakely K-8 (navadéné radiolokito- rem) éi K-19 nebo rizé kombinace pum, nefizenjch protizemnich raket Gi raketnic. Prototypem této verze byl letoun E-1, zalétnut) ¥ pribéhu roku 1960 a byl tak jako sériové stroje vybaven motorem R-11F2-300 s tahom 606 KN v refimu pHdavného spslovini. Zvyéend vvaha lotounn si vydédala také instalaci vBtlich Kol hlavniho podvos- ku (z 600 na 800 mm), cof se mimo jiné projevilo i vétiimi vystupky MiG-21 PF1 2 MiG-21 PF2 se sly od piedchozich le- tound pouze zménami vnitin{ konstrukce. MiG-21 PFW byja speciéiné upravena verze pro potieby se- verovietnamského letectva a pravdépodobné zahmovala v s0b6 pouze tv. ci plivodni .pé efky", tj, piizplisobeni konstruk- ce a vybaveni prici ve vysokjch teplotach a vihicostech vaduchu, MiG-21 PFM bya dosti aménénou verzi piivodniho letounu MiG-21 PF. Markantni zménou byla dirki SOP, kierd ve svém kofeu nesla pouzdro pro bradici padék Ten byl u pfedchoaich verzi us- Ghovin ve schrince pod zadni Gti ypu a tdié mobl byt wypout tn af pit vybéhu lefound. Nov umistén! dovolovalo vypoullet pa: dak jid v pibehu podrovnévant jeité pfed dotykem s VED, éim? se aaéné zixétila délka piistani. \V 16 dobé dochazelo posturné kc pfehodnocent boje na 2é- Klad& zkuSenosti 2 lokainich konfikti. Jako chybré se ukazalo zru- Son{ hlaviové vyzbroje a tak se hledala urychlend cesta k napravé. Vestavba modemi zbrané s potfebnou zésobon nabojii ji nebyla moiné bez radikélni rekonstrukce Gésti trupu a tak bylo vyvinuto ousdro GP-9, obsahujici dvouhlaviovy kanén GS-23 se z4sobou stfeliva. Pouzdro o celkové vaze 280 kg bylo pfipevnéno na spodni ést trupu v prostoru contrélntho zavésni. Toto feéeni bylo pouze nouzové, jelikot objemné pouzdro ponélud degradovalo vykony le- toumy a fen také nemohl nést na centréinim zévésniku pfidavnou lo obvykié vahledem k omezené zésobé paliva ¢ problému pak bylo uplatnéne u jednadvacitek theti generace (viz dale). Letoun v této. podobé byl také vyrébén v licenci v zévodech finmy HAL v Indii pod ozna- enim MiG-21 FL. MiG-21 PF-SPS nebo také MiG-21 PFS py jako preni 2 Fady Jednadvacitek" vybaven vztlakovjmi Kapkami 2cela nové \konstrukce. Dosavadni Klapky Fowlerova typu nestaéily ji zajistt dosiatoény vzilak stale t8idich letouni pi niakyjch rychlostech a tak byly nahrazeny Klapkami, které byly pHi maximélni vychylce ofuko- ‘vany na hom strané tlakovjm veduchem odebiranjm z kompresoru motoru R-11F2S-300, Tento zpisob zabraiiuje odtréeni proudnic pi vellefch vjchylicich Klapek a dovoluje tak vy8ii zakfiveni profilu 4 tim 1 vyéii vatlak V rustiné se nazjva ,sduv pograniénogo sloja", ve zkratce SPS. Take tento letoun byl jiz vybaven vatii kylovou plo- chou mémou 2 verze PFM. Pitot-statické trubice se posunula vpravo od osy letounu,MiG-21 PFM(SPS) bya viastné .pé ef emka“ vybavena kfidlem s novjmi Klapkami a systémem SPS. V souvislosti s po tim nové sekvence katapultaie pilota byl pousit acela novy a odlié- nj pielayt kabiny slodenj ze dvou Gasti, pevného éelni s integrovanjm pancéfovym sklem a doprava odkiépéného krytu. V pilotnim prostoru bylo umisténo nové sedadlo KM-1 poskytujici pilotovi vy8si bezpeénost pHi katapull MiG-21 R by! prim z letound tv. ttt generace jednadvact- tek". Byl zkonstruovdn na Koncl dedosatjch let na" bial verze PPM(SPS) jako jednoitelovy prizkumnj letoun. PHidavnd zafizent ‘alii prostorv uf take dost! stis- Reném trupu a byl také samoafeimé nuine 2vfsit zisobu paliva 2 tim i dolet tedy u prislaimneho letounu jednu z nejdilediteji viastnosti. Reéeni se nadlo v piekonstruovani hibetni trupu, které se vyvinula z piivodniho tihlého hiebinku u verze F na mo- huiné vieleno prakticly shodndho prifesu vedouci al ke kjloves. 2de naéla sv isto dali 200 1 bylo zesileno kfidlo tak, aby na néj vasniky pro pFidavné ndaize 0 objern 40 nik pod tmpem esl Kone} D-kontojner je aréen pro denni snimkovini a je wybaven sedini meramirizné ohniskove délky ‘pro. kolmé { fllané.snimicovani i snimkovéni na pas (kamery A 00 a specidln spfazend kamera AS- éafa-SM), anténami radaru SPO-3R pokryvajici cely azimut 360 stup- i a systémem ASO-21 pro piijem a rugeni radarového vysilani ne- ‘asi 288 kg. R-kontejner obsahuje opét ka- frert A 89 pro denni snimkovani « icomé vjte uvedenfch elektro- nickjch aparatur | sestava 2denamovjch a reciatraénich piietroji (LYRA, ME-1 a). Kontejner vad cca 608 kg. ED-kontejner Je vyba- ven Komplexni eostavou elektonickjeh piistroju ureenyjch k risen radaroveho 1 rédioveho vysilan’ protiniva, N-kontojner je pale ¥y- baven sestavou kamer a podpimjch pistol a system pro noéni snimkovand Na levé strané pide v prostora ndkudia (Gan6 2a voti- pem vaduchu byl umistén snimaé ihlu nabéhu letounu. Jednoznaé- nym rozpoznavacim znakem jsou mala vietena na koncich kfidla siajvajic anteny a Gila elekitonického vybavent. Tubice PVD se opét prestdhovala, a to tentokrat Sikmo vpravo nad vstupni otvor. MiG-21 § vanixi v nevelké sérii jako zpétné adaptace trupu ver- ze R na stihact letoun, tudié ktidlo mélo pouze piivodni dva zavésni- ky pro vjabroj, nikoliv véak pro piidavné palivové nédrie, MiG-21 SM by! piimjm poicaéovénim verze So Které se lid hlavné zistavbou roveho motora Re1SP-200, Kadler zo chy 2a- vésniky a zlepSenym pfistrojovym vybavenim. Velmi dilezitou zmé- nou bylo opéiné zaveden! integrovane Maviove webroje, By 2vo- Ton opet dvouhlaviow Kanon 8-20 rato 29 mm, oveem na Tosdil od drive} adaptace byl tastavén do spodni Gast trupu spolu se 2890- bou steliva Bla t& zachovana motnost néstcentain 2avéenik. In- stalace kanonw si vydadala umisténi malych deflektori pod dvitka pfidamndho sini, protote pil stelbs. prt velejch unloch nébeh Dimaldrychleat by monlo Goji ik nasdnt spain do motoru ajeio nar sledné nestabn pric € zatave, MiG-21 SMT venixi dalsim vyvojem z verze SM opétnou re- Konstrukei hibetni éisti pro zvjieni zisoby paliva. MiG-21 M, znamj také hlavné 2 anglosaské literatury jako MiG-21 PFMA, byl vytvoten kombinaci draku verze SM se stardim motorem R-l a také starSim piistrojovym vybavenim. MiG-21 MF se igi od piedchoziho letounu pouze novjm moto- rem R-19F-906, jinak vyzbroj i vystroj zistala jako u .emky". Jeding vnéjai rozpoznavaci anak oproti predchoai verzi je do pielayta kabi- ny zabudovany vistupek se zpétnjm zrcétkem pro sledovani zadni polosféry, protoze ,jednadvacitiy" od verze F vyse mély velmi omezeny vyhled smérem vad. Nuto ovgem poznamenat, Ze jako stoprocentni rozpomnavaci znak nemie tato zastavba sloulit, jeliko? pii stfednich Gi generdlnich opravach nebo pfi vyméné poskoze- njch layti byly nékdy tyto nové piekayty montovany i na letouny ativéjsich vera MiG-21 RF byt opét analogicky kombinaci draku verze R s no- vjm motorem R-13P-300 MiG-21 bis je posiednt a co do bojové hodnoty nejvyS8i sjednadivactek", Pohani je) novy motor f-26-90 o tala 99 EN y fed mu pfidavného spalovani (tento motor ma identické vnéjai i ptipoj vaci rozméry s motory R-1l a R-13 a proto jej Ize podle nékterych pramenii instalovat i do stardich verzi) a je vybaven na svoji dobu nejmodeméjéi avionikou. Je také schopen nést kromé obvyklych vols 1aket Krl3 | modernd samoncyadees caksty R60 navadene ie fragervenym zazenim a vhodné 2vlaaté pro manévrovy boj vedeny ve velmi blikjeh vedélénostech. Hiavaim rospoznvacim 2nakem ie opét pfekonstruovang hibetn! Gast trupu, svofi mohutnost je tak -mezi* standardni verei MF a verei SMT. Nékteré letouny ne- Bou take navigaén! vybaveni zndmé 2 posdsiGich typd Mikojano- vych konstrukci (MiG-23, MiG-29), jeji charakteristické srpkové an- 2 SEBS OU EADY POU VERDES. CRVOTR eee ho plistrojoveho vybaveni Ize take uvést i instalaci nového radiolo- itor RP-22 SMA Safir, ktery mé éésteénou schopnost sledovat { nigkoletici cile na pozadi zemé. Agkoliv je drak letounu prakticky obrysové identicky $ pfedchozimi verzems, je hlavné trup celkove pfokonstruovan s pouiitim modeméjsich a lehéich material. Jak je v SSSR dobrjm evykem, prakticky od kaidcho typu bojového letounu existuje jeho dvoumistna evigna nebo eviéné-bojova varian- ta, néma spake" ko jsou ,jednadvacitky' verzi a délce vjroby typu MiG-21 U ny1 avoumistnou verzi letound prvni generace, tj. se SOP verze F a PF a kfidlem s pivodnimi Fowlerovymi klapkami. ‘Vzorem pro vjrobu byl prototyp E-6 U, ktery nebyl steiné jako viechny daléi verze spire vybaven radiolokatorem ani hlavo- vou vyzbroji. Tu nesly pouze stroje prvnich séri, vyzbrojené kulo- a tem raze 12.7 mm na misté pravého kanonu NR-30. Tato ai ostat "" si v8ak ponechaly mognost nést a odpalovat dvé samon: Yadéo! rakely K-la Hlavnin rompomnavacim znakem byla samozio} mé dvoumisina kabina so sedadly v tandemu a s délenjmai prokryty algépénjmi doprava. Trup by! také opatfen poure avama bredict mi itity umisténymi v podélné ose na spodni €asti trupu 2a gachtou piednito podvosia a pred spodni kjlovou plochou. Pozdéji vyrobe- né exemplafe mély SOP s pouzdrem bradiciho padéku poudité po- prvé u verze PFM. Tento typ SOP byl také pout u véech dalgich versi sparek", Ke améné SOP vedly ziejmé tytéz divody jako luverzo PF, ato pravdepodobné snigond smérovd stabilita v souvis losti s mohutnéjsi hibetni Casti 2a kabinou. Také u této verze byla pouiita kola o vétéim priméru MiG-21 US by! vyribén aie prototypa E-6 US a byl to viastné MiG-21 U pozdajsi série s mohutnéjsi SOP, vybaveny Kktidlem # Klapkami ofukovanjmi systémem SPS a s tom odpovidajicimi soustavam MiG-21 UM by! vyvinutv prototypu BUM a byl pokratova telem verze US s piistrojovym ym vybavenim odpovidajicir standardim verzi M a MF. V pilotni kabiné byly instalovany nové Ssodaciy, ato KM-IU v prednim a KMcII v zadnim prostoru. Viné}gim Tozpoznivacim anakom joou jodnale anténa na hrbet® trupu pied SOP, snima€ ihlu nébéha na leve strané trupu za vstupnim otvorem a arcadlovy periskop instalovany na piel druhé (instruktorovy) keabiny. Tento sklopny periskop byl dopinen dle pozadavicu pilot instruktori, aby i oni meli modnost pine Hat lotoun pil startat pis. Unt vatledem k siné omezenému wjhleda vpfed # dnuhe Kabiny Pod kfidlo bylo také moino podvésit étyii zavésniky. Tento letoun byl vybaven motorem R13F-30, Technicky popis letounu MIG-21 MF Frontovj, pfepadovy, stihaci_(stihaci-bombardovaci) letoun MiG-21 MF je celokovovy stfedoplosnik s trojihelnikovym kfidlem, plovou- cim stabilizétorem a sipovou SOP. Pohani je} turbokompresorovy proudovy motor R-13F-300. Je vyabrojen dvoublavfovjm kanonem G&-23, umisténjm ve spodni aavésnily Ize zavésit nlané kombinace Gasti trupu. Na étyii kdidel Kidlo zavésit pridavné na sit pfidavnou nadri paliva o obsahu 490 1 nebo Kiidlo ma trojihelnikovy tvar s ihlem dipu nabéiné hrany 87 stupfid a rovnou odtokovou hranu. Je debronosnikové konstrukce, tera se skladé 2 podélného systéma, t}, nosnikai a podéiniki, dale pak 2 piféného systému (Zeber) a potahu, ktery je také soucésti nos- neho systému. Podélny systém se sklédé 2 pfedniho pomooného nosniku, pfednt. ho, hlavniho, zadniho a pomocného nosniku a podéiniki. Predni po- moony, noanik je uloden v nabéiné hrané iia a prochéstcolym la, Mé tvar U profil a jeho éést mezi Zebry 19 a 25 je wyrobena zhlinikové slidny. Spoje nosnika jsou zesilony ocelovjan piilozkami au kofene Kfidia je nosnik ukonéen 2avésnym kovanim. PYedni nosnik prochézi opét celjm rozpétim kiidla a dali se na tH piedni, stiedni a koncovou. Maji tvar C profilu, pfedni éést je vyrobena 2 duralu, ostatni édsti z oceli. Tento nosnik dali kfidlo na v6 éésti podlo ulogent feber. Od pfodniho nosnileu dopfedu jsou ebra umisténa kolmo k nabéiné hrané, za nim jsou Zebra rovnobée- na s podélnou osou letounu. Timto nosnikem prochézejitdhla a va- hadla pro ovlédani keidélek. U koiene kiidla je tento nosnik opét ukonéen zavésnjm kovénim. Hlavni nosnik probihd v zadni east kkfidla od Zebra I k Zebra 6 @ jeho osa je kolmé na osu letounu. Ma tar I proflu a je vyroben z oceli.U Zebra 8 je opatfen nalitkem pro uuchyceni hlavni podvozkové nohy. Zakonéeni nosniku u Zebra 6 je upevnéno dvéma svorniky k pfednimu nosniku. Potah je k hlavnimu nosnilea upevnén srouby. Zadni nosnile ma stejny pribeh jako hlavni nosni, ma tvar C profil a je vyroben 2 duralu, Na Zebru 1 ma zi- vésné kovani a na Zebru 6 je spojovaci kovéni. Zadni pomocny nos-nik probihd po celém rozpéti kfidla, ma tvar C profilu a déli se na dvé ast, a to kofenovou (od Zebra 1 po Zebro.6) a koncovou (od febra 6 po Zebro 1). Cel nosnik je vyroben 2 ocel. Koncova cast je jesté zesilena pésnicemi oceli. Podélniky maji tvar L profilu, jscu kolmé na Zebra a vyztuluji potah a tim avyéuj i tuhost ktidle, Vyrobeny jeou 2 duralu. Piiény aystom je tvoren Zebry, kterd jsou od nabéiné hrany k pied- nimu nosniku kolma k nabéine hrané a od pfednino nosniku k odto- kové hrané rovnobéind s podélnou osou letounu, V pfedni dst Mila je 25 deber av zadni Gésti Il Zeber, Materidlem pro vjrobu Zeber Je dural. Zebra v pfedni Gast jgou lisovana 2 jednoho kasu $ odlehéovacimi otvory, Zebra v zadni sti jsou délend po tétivé profi a spojend njtovinim. Nékterd Zebra 2 vySsim namhénin jsou patfiéné zesilena. Polah je vyroben 2 duralovjch plechit proménné touslky chemic~ iejm ftézovanim. Sila potaha se pohybuje od 1,5 mm do 25mm a ¥ mists integralnich palivovjch nadrit az do 8 mm. V ktidle jgou umisténa nékteré zafizeni letounu, Pedni integraini palivové nédré o obsahu 1781 paliva je v pfedni dati itidla meri i "13. Zadni integralni palivova nadre © obsahw 1101 je ry 1 ai 6. VSechny Gast Konstrukco, kto- X6 plichézeji s palivem do styku jsou chemicky chrénény proti koro 2, Obé nédrée jsou propojeny potrubim s trupovou nédrii 6 2 a kad dé ma na spodni strane zatku pro vypousténi paliva. Hlavni podvor- ova dachta je umisténa mez piedaim a Mavnim nosnikem. Zde jsou kromé hydraulickyjch agregati nutnjch k ovlédéni podvoria také kystikove léhve a lahev se stlagenjm vaduchem. Hydraulicky zesilovae Kridélek BU-5 A je umistén na dobru 6 v zadni cast kiid- la. Plistavaci svétlomety jsou umistény v pfedni Géati Ididla meri dobry 1 a2 V zadni Cast Widla pied piistavaci klapkou je umistén pfivod llakového vaduchu pro ofukovani pYistavacich Kiapek (sys tem SPS). Kanal je vytvofen ze Zérvzdomého ocelového plectu a je upevnén nly a Srouby na zadnim nosnileu, Pro dobrou funkei syste~ mu musi byt mezi odtokovou hranou potahu, « vysunutou Wlapkou zajidténa mezera 22 mm 5 toleranci Od mm. Unileu takovéno vadu- chu pod Klapku brani ocelové stojina, jet odtokova hrana Klowle po mabéiné ‘hrané Klapky. Upeviovadl ualy kfideinich savésnied Jsou vytvoreny jako konzoly a umistény ve epojich predniho noon teu a Zebrem 18 (pfedni vnéjéi) a v cadni casti Wridla na Zebra 8 (zadni vail jebru 8a (zadni vnéjii). KFidélko je umisténo v zadni odtokove Gésti krila v prostoru mezi Zebry 6 a Il a zadnim Pomocnym nosnikem a je Zebronosnikové konstrukce, tvorené fednim a zadnim nosniker, Zebry a potahovym plechem o sile Os mm a 151mm. V jeho nabeine ast je ummisteno protivibraéni 2a vail. Kiidélko je 2aveéeno zavésy 8 kulékovjm lodisky na Zebrech 6,9 @ Il. Pistavaci Klapka je umisténa v odlokove éést Kridla mezi i im pomocajm nosnikem. Joji konstrukce sestiva any, Zober, vostinové vyping, potahu a listy na odtokove hrané. Zavésy Klaply tvofené pouzdrem a lofiskem }sou na obou koncich Klapky 2 Kenzola pro zavéseni pistnice pracovniho Valee je na nébééné hrané. Na vnitini strané Kila j vani zivési. Kridlo je savéseno k piep: Smm), 16 (avéma svisljmi cepy 22mm a vodorovn: 1mm), 2% (avema svisijymi Gepy GOmm) a 25 (evislym Eopem 18mm) a 28 (Gepem 12 mm). Ocasni plochy sestivaji z vodorownjch ocasnich ploch a ze svislé ocasai plochy klasického usporédant Vodorowne o¢asni plochy jsou Woreny 2 pravé a levé désti plovou- ciko stabiligdtora & jsou aobronosnikove Konstrukce, Sidadaji se 2 pfedniho nosniku © profil, hlavniho nosnik kruhového prife: zadniho nosniku C profilu 20 Zeber a potahu. Konstrukénim materié om je dural s vyjimkou hlavniho nosniku, kiery je vyzoben 2 ocel Obs poloviny stabilizétora jsou étyfmi svisiym: a jednim vodorov- nym nosnikem piipevaény na hlavni nosnik ulogeny v zadni Gast trupn otoéné v lofiskéch. Na koncovych obloucich stabilizétoms joou upevnéna protivibraéni zavadi. Stabllizétor je ovladan hydraulicky ples zesilovaé BU-2108, Pro utlumeni kmitd je na hlavaim nosnil Upevnén tieci tlumié s pohyblivou éésti na nosniku a pevnou Gast v onstrukel trupu. Svisla ocasni plocha se skdada 2 kylove plochy a smérového kormidia. Kjlova plocha zajituje potfebnow podéinou stabllitu pit vysokych rychlostech letu, je wofena Zebroncsnikovou Konstrukei a skldda se 2 pfedniho a zadniho podeiniku, nosniku Iej- lové plocy, ze eber a2 potahu. Podélniky jsou 1 profilu. Kon- strukéni material je dural, nosnik kylové plochy je ocelovy. Kjlova plocha je upevnéna na konstrukei trupu kovanim na nosnikt, kterjm Je plipernen na pfehradu 9 a kovanim na zadnim podélniku na Piehradu trupu 36. Zebra jeou kelmé na nomik kjlové plochy. V konstrukei Kjlové plochy jsou umistény agregaty radiovybavent a hydraulického systemu. Na zadni éésti kjlove plochy je umisténo zadni polohové svéllo bilé barvy. Smérove kormidlo je také Zebro- nosnikove konstrukce tvofené nosniker, dvéma podelniky, zebry a potahem proménné tloudtky od 08mm do 12 mm na nabéané hra- na V nabéine hrané je umisténo antivibratni zavadi a odtokova hra- na je fedena také jako pevna vyvazovaci plofka. Smérové kormidlo je,alofeno na zadnim podélniku kjlové plochy ve tech kuligkovych ‘Trup letounu je poloskoepinové Konstrukce, délitelny z diivodu smontaze a montéde pohonné jednotiy a usnadn jednotivjch soustay, system a agregati, Trupem probihaji privod- ni kandly veduchu do motoru. V piedni Géet je umsténa hermetizo- vana kabina pilota, ve stfedni Gasti jsou prevazné palivové nadrie .v zadni ééstitrupu pohonnd jednotka. Trup je konstrukéné nejslo- 4818)B{ ze viech Casti draku letounu a je sloten z podélngho nosného systému (nosniky, podélniky), 2 piiéného nosného systému (piehra- dy, prepazky) a 2 potahu. Podélny nosny syatém je tvofen nosniky, pomocnfmi nomiky a podélniky L profilu. Vétkina nosniiai a po- mocnych nosniki je duralovjch, abyié jsou ocelové. Podéiniky jou pouze duralové. Potah je také duraiovy proménné tloustiey od 12mm do 35 mm. Predni Gist trupu je tvotena étyimi iseky, prvni je ‘mozi pehradami 1 ai 3, druhy mezi piehradami 3 a 6, tieti mezi pie- hadami 6 a Il a étvrty mozi péehradami 11 a 28. Pruni tisek tvoti vvstupni zafizeni skladajici se z pevné Gésti — soustruzeného prsten- ‘a 2 pohyblivé Gésti tvofené vjsuynjm kugelem. Ten je uréen pro regulaci a optimalizaci price sactho traktu pohonné jednotky, zvlait8 pii nadzvukovych rychlostech. Sestava kuiele je umisténa meri piehradami 1 2 3a je sklonéna vii podéiné ose letounu 3 stupné doli. Pevnd dist kulele je konstruovéna jako soustava po- ‘déinikii a pfepazek vyrobenjch 2 duralu a litych krouaici z elektro- nu, Pohybliva éast je vyrobena jako ram s Kolejnicemi, které se po selovych valeécich posouvaji po krouicich 2 elektronu v pevné a atelny vénec a buben duralové kor strukce, obsahujici radiolokaéni aparaturu a viastni a kuel. Systém posuvného kulele umodiiuje odsavani mer prostorem mezi snimatelnjm véncem a kuzelem. Odebrany vaduch ‘proud do prostoru radiolokstoru, chladi je} a pote vystupuje do sa- hty pfedniho prostoru a odtud do atmostéry. Jelikoi se pti velkjch rychlostech prudce 2vyuje teplota vstupniho veduchu, je do sousta- vy zafazen pneumaticky ventil, kter privod vzduchu pferuif pHi rychlostech nei M ~ 136, V prvnim tiseku se dale nachazi hydraulicky pracovni valec kudele a lihové nédréka soustavy od- mrazovsni Gelniho ska, Druhj tisek (pfehrady 3 a 6) je rozdélen ho- rizontélni ptepaékou na dvé césti, V horn Eésti se nachézeji apara- ‘tury radiovybaveni a agregaty elektrické soustavy pod rychlo: ‘matelnym layer. V dolni éésti je Sachta ptidového podvozku, Zde je mezi pfehradami 6 a 7 umistén ocelovy uzel pro zavéseni pfedni podvozkové nohy. Prostor je zakxyt pohyblivjmi layty. Treti sek (piehrady 6 af 11) obsahuje hlavné hermetizovanou Kabinu pilota Konstrukené je sestaven 2 pfehrad, podélnilei, nosnilei a ramu krytu o tlousice 145 mm a je lepené ze tii vrstev. Postranni skla a silo od- Klopné Gésti jsou organické 2 maj silu 10mm. Vsechna skla jsou utésnéna v rémech pryzovjmi profily a tésnicim tmelem. Odklopny laryt zajituje sklopna podpora. Na horni strané odklopného kxytu je uumistén periskop pro kontrolu zadni polosféry tvoreny dvéma zpét- njmi zrcatky umisténjmi ve spoleéném kaytu a sefiditelajmi ve vo- dorowné i svislé poloze. Odklopny layt je moéno oteviit z vnéjii { vnitini strany. Uzavteni krytu kabiny 2ajisfuji etyli provozni zamky a signalizaéni soustava upozoriuje pilota na pfipadné nedokonale uzavreni kabiny. Hermeticnost kabiny je zabezpecena utésnénim vdech prichoafeh otvord a odklopny lnyt fe éenén pomoc! ténic profilované gumové du Na pravé strané rému iytu kabiny v mistech pfohrad 9 a 10 jsou upevnény zavésy pohyblivé Gésti kxytu Kabiny. V dolni éésti pod kabinou je vytvoien prostor pro ulofeni akumulétorovjch bateri 4 Gésti radiosoustavy. Na podlaze pilotni Kabiny, kterd oddéluje obs vé Esti sek jsou konzoly pro upevnéni vodicich kolejnic a like ze zamkem pro ulozeni a fixaci vystfelovaci sedaéky KM-IM. Pro- stor kabiny je tepelné a zvukové izolovén pomoci specialnich textil- nich vlozek umisténych na bocich kabiny. Piistup do dolni east liseku je zajiétén rychlosnimatelnjmi layty a vyklopnymi_panely. Ctwrty Usek (prehrady 18 a 28) je ve sve pfedni asti rozdélen na homi a dolni éést. V horni Gasti mezi pfchradami 12 a 28 jgou ulode- ny gumové palivové nédrte, a to nédré 6.2 (pfehrady 13 af 16,820, 6.3 (piehrady 16 a2 20, 9101), & 4 (piehrady 20 af 22,1781), & 8 (pfe- hrady 22 ai 28, 245 1) a &. 6 (piehrady 25 ad 26,1851), Nad &.7 je ko- vovd o obsahu 3401 a je umisténa hned za kabinou pilota, V’ dolni je mezi pfehradami 16 az 20 z levé a pravé strany vytvofen pro- stor éachet kol hlavniho podvoziu kxyty profilovanjm krytem ovlé- danjm hydraulickjm pracovnim valcer. Mezi pfehradami 11 az 13 je ve spodni éésti trupu umistén Kanon GS-23, V tomto prostoru je Konstrukce (rupu pathiéné zesilena dvéma profilovanymi nosniky a dvéma stojinami, ‘Tento uzel pini tlohu lafety. Kanon je zakryt ac- rodynamickjm krytem, jehod pfedni a zadni 4st je snfmatelnd, Zad- ni Ast karytu a prostor pfed kanonem v mistech pfehrad 9 a 11 jsou roti ucinkoim plamene pii stielbé potazeny platy z ohnivedomé oceli o tlousfce 08 mm. Na spodnt strané jsou t62 ulozeny thi bradici Btity ovlddané ydraulickym pracomnimt vile, Boént Sty jsou ny meai pfehradami 1] ai 13 a jsou provedeny 2 prepéiek nosnikil a profili a z vnitmiho a vnéjsiho potahu. Zavéseny jsou v otoénjch zavésech na pfehradé 11 a na pichradé 13 jsou umistény Kardanové zivésy pro upevnéni pracovnich valet. Spodni bredici Sit je ulogen mezi pfchradami 22 af 28 a je shodné konstrukce jako botni stity. Zavéson je na piehradé 22 a pracovni valec je zavésen y kardanovém zévésu na pfehradé 25. V prostor: mezi pfehradami 22 af 28 je lo! ti je vestavén nosnile pro upe néni motoni s lizkem pro 2avés motoru na prehradé 28. Vaduchovy kanal je az i pfehradé 22 zdvojen a za kabinou se spojuje do valco- ju. V ném je pfed motorem umistén vjménik tepla. Na 28 jsou ualy pro zavéseni sti trupu je provedeno osmnacti spojovaci- 2mi Srouby, které jsou nanjtovany na piehradé 28, Dale jsou zde tii centréini koliky. Zacini Gést trupu je také poloskofepinové konstruk- ce 2 piehrad, podélnilai a potahu. Piehrad je trinact a piehrady 28a, 34, 36a a 35, jsou vice zatigeny a tudié zesileny. Vyrobeny jsou z du- rain kromé piehvad 24,954 4 96 kere jsou 7 ocell Podélniky jaou duralové profilu U. Potah je duralovy a tlouitkou v rozmezi 12 af mun, Mezi pfehradami 20 a 31 je umisténa anténa MRP-86, V homi éésti mezi pi i 31 af 3¢ jsou umistény hydraulické akumulé- tory a hydraulické vontily. Tento prostor je tepelné izolovan tepelné stalou tkaninou. Na spodni Gast trupu od pfehrady 28a ai do konce trupu je upemnén aerodynamicky hteben s piedni snimatelnou sklo- laminstovou Gést, pod nid je umisténa anténa. Vnitini potah zadni éasti trupu je z vinitého ocelového plechu. Ocelovy nosnik plovouci- ho stabilizatoru je lozen v kuligkovych lofiskach ulozenych na pie- hradach 38a a 36. Spojeni Ielové plochy je provedeno na pfehra- dich 3 a 36. V zadni Gésti trupu je take na teleskopickych spojich ulodena komora pfidavného spalovani.2 diivodii chlazent je motoro- vf prostor od pfepééky 24 profukovan vzduchem odebiranjm z pii- vodniho vduchového kanalu. Jedrotlivé agregaty jsou téé chlazen; veduchem odebiranjm 2 atimostery, ato dynamospoustaé a generd: tor lapaéem na pravém krytu piistupu k motoru, déle komora davného spalovani lapaéem na pfehradé Sla a hydraulické valce na ovladani segmentii hnaci tysky lapacem na pfehradé 95, Pi praci motor na zémi se prostor chladi vaduchem nasévanjm 2 ololni at- mosféry dvanécti talffovymi ventily o priméru 70mm, Které se ote- viraiv disledku pfellacu okolnatmoufery a ejekéniho Gini ejto- kovych plyni, kleré odsavaji ohtéty vaduch z prostoru motor, Podvozek letounn je titoiovy piidowsho typu s Hiitelnjm pfednim Holem a silédé se 2 pfedni a dvou hlavnich podvoskovych noh. Piedni podvozkovd noha se zasouva do prostoru ve spodni ti tupu meal prehradami 9 a6 Hlavni podvotkové nohy Jeo 24- kotveny v Konatrukel Hila a zasouvai se do dachel v kaidlech. Ko- la hlavniho podvozku se pii zasouvéni otaéeji o 87 stupfii vzhledem k noze a zatahuji se do prostoru v trupu. Véechny nohy jsou vybave- ny clejopneumatickjmi dure, jako plynné médium je pout dusk Pledn Kolo je typu KT-102 a hlavn bola jeou typu X7-228, Podvosek je ovlddan hydraulickou soustavou, nouzové vysunuti je zajiéténo Pnoumaticiy a predn! podvoasovou nobu Jo mozno taks eysunout Tuéné lanovym mechanismem. V krajnich polohach jsou nohy jistény_ hydraulic a mechanickymi zamky. Predni podvozkova noha je uloditelnd ¥ rotimedi 47-1 atupen na kadGon stan, Veechsa Kola jsou vybavena kotoutovjmi bredami s osmi pistky na pfednim Kole ‘a dvanacti pistky na hlavnich kolech a jsou také vybavena protisklu- zovou automatikou. Véechny nohy jsou také opatfeny tlumi¢i boc- nich kmiti. Poloha podvozkovych nok je signalizovana na tablu PEG- 9 kabind zelenjmi (easunuta polo) a Gervenfmi (vysunuta poloha) Zarovkarni. ‘Ofukovini Hiapek vysunutjch do pFistavaci polohy (45° je 2abea- peteno systemem SPS. System se zapind auiomaticky, Blokovact odminicy zapnut! jeou vysunuli Klapek na uhel vétdi ned 20, polo- oa paky orlidani motoru ped polohou maximal doratem a zapnutim dsokovyoh spinac 58 na pravém puta. Pe tat 2 PPG-19K na lovem pultu musi bjt také v poloze Dojde-li k zapnuti systému SPS pii forsaznim redimu, forsaz se auto- maticky vypina a naopak, je-li systém SPS v Ginnosti nelze forsaz za~ rout Zmengeni vybéhu pi ptistani zabezpecuje brzdici padak PT-21UK, ory se vypousti ve vjace OB-lim od draty pH rychlost ca 260 Fw/ho. Maaimalni povolena rychlost pro vypudignt je S20 Kn fod Plocra vrenlimn jo 45 tk pnemu otevien! dojde do 183 po vypusténi. Tlacitka vypousténi a odhozu padaku jsou v kabiné pilo- @ Si Fizeni letounw sahmuje oviédini plovouciho stabi- lizatoru, balanénich kfidélek a smérového kormidla. Rizeni je tuhé pomoc/ tdhel s viodenymi hydraulicleymi zesilovaéi BU-210B (pro fi- zeni plovouciho stabilizatoru) a BU-49A (izeni kfidélek). Dale jsou ¥ systému Fizent zafazeny mechanismy ARUSV pro automatickou zménu vychylky stabilizétoru v zévislosti na vce a rychlosti, vyva- Zovaci mochanismas Mf vodového 1AP-168 oviada 'V systému fizeni jsou dale vrazeny pr By le gees ey Doe ee ke ae 442 letoun falc! paleou a noinimi pedaly. Ridici paka je ulozena otoéné v télese zavésu ve dvou lodiskach. Na rukojeti fidici paky je pét tladitek a dvoupolohovy pfepinaé. Tlaéitko pro uvedeni letounu {0 horizontalni polohy pomoc! aulopilotu AP-168 je cere a ura né vpravo nahote a tlacitko pro vypnuti autopilota je Zorvené a umisténé vievo nahoie. Pod nimi je tlacitko pro zachyceni cile ‘a vzadu na hori éasti rukojeti je tladitico vyzbroje s packou. V dolni Gast je tlatitko odhozu podtrupové piidavné palivové nadrée kryté ‘ochrannou krytkou. Uprostied homi Gésti nakojeti mezi tladitlcy auto- Pilota jo dvoupolohovy propinaé ovladani vyvazovaciho mechanis- ru. Dale je na Fidici pace upevnéna packa ovladani bred s lankem aneee ulicka soustava sestiva ze dvou nezivisljch vétvi. Bye hydraulické instalace zajiéfuje vysouvani a zasouvani vstup- nniho kuiele, déle pak otevi. ich klapek, ‘vysouvani @ zasouvani piistavacich klapek, vysouvani a zasouvani 4 bredicich stiti, vysouvani a zasouvani podvozku, prestavovani polo- hy hnacf trysky a je nouzovjm 2drojem tial pro zesilovaci elemen- ty soustavy fizeni Servoinstalace ovléda hydraulické ze: biligdtora a Kfidélek. Zdrojem tlaku v kaidé vétvi Je plun: padlo NP-24 M-1 7, provozni kapalina je AMG-10. Hydraulick n: je rozdélena na dvé poloviny (pro kaidou vétev), v kaidé vétvi je pak jeden kalory a jeden valcovy,akumulator se zpéinjmi venti ferpadla jsou pohdnéna pfimo pohonnou jednotkou. V pHipadé padku obou Eerpadel je do ckruhu hydraulickjch zesilovaci vi no pomoené Gerpadio NP-27 T pohénéné elektromotorem napa nym z palubni sité, Tlakové potrubi je ocelové, zpéiné potrubi je duralové, Vzduchova soustava se také skliaé ze dvou vétvi. Hlavni vétev zabezpetuje bredéni podvozkovych kol, hermetizaci kabiny, ‘vypusténi a nasledny odhoz bradiciho padakeu, odmrazovani éelniho Hibea prelaytu kabiny, usavirani kabiny, uzavirani ventili chlazeni radiovybaveni a odhoz startovacich raket. Nouzova vétev zajistule nouzevé brzdéni podvozkevych Kol a nowzové vysunuti podvozko- ‘vjeh nok. Zdrojem jsou tlakové lahve umisténé 9 letount a to pro Vlev dvé kulove nédrie o obsahu 2% 2 litry, jeciné valoove nadrZe 0 obsahu 4¢ lit a dvou a sahu 2 x 223 litru. Veechny nédrie 5 3 podvoskové Sachté a pro nouzovou vatev dvé kllové nadrée © Sahu 218 litra v levé podvozkové Sachté. V olruku wypus @ odhozu bradiciho padaku je jedté umisténa pfidavnd veduchor ide sabespesujet pou, tento, ok, Véochny nédide so pit # pozemaiho roo slazencho veduchy pipojton unitenow y pro- sora pro zasunut pravého podvozkového Kola za pfehradu 20. Zde jsou také dva plnici kohouty jednotlivjch vétvi, VEechny nédrée sou ocelové, potrubi instalace je 2 dural. Palivova soustava zajiituje dodivku paliva do motora pi ‘viech regimech lotu a cabezpecuje spusténi motora na zemi i za le- tu. Zafiétuje také chlazen{ eleltromotoni palivovjch Gerpadel a mo- m_palivem. Palivovd instalace se skléda davnyjch nédraf, palivovjch Cerpadel, spojova: greg tina ném umistenjch. Trupove nédrée mafi Gislovani od &. 2 do ajgou umistny msi prehradam! é\1 af 2826 vyjiniou nécrie ou mékke dvouvrsivé konstrakce. Vnitint CHOBE prot Seiki pall Soule 8m a 7b vane tkaniny © proménné tlousfce od I,lmm do 298 mm, Nadrie jsou ulogeny ve specidlnich schrénkéch, Které zajiStuji odlehéeni stén nédrif od rozpinavjch sil, Trupové nadrée jsou mezi sebou propojeny potrubim a sbéma nédré, kam se dopravuje palivo 2 05- {atnich nad, je nédré é.8. Zde je take umistén ventil zapomych né- sobkii umodAwjici let na zédech do 18 sec, pii rezimu forséie do 5 sec. Kidlové palivové integralni nédrée jeou tvofeny pfimo kon- strukef kfdla a utésnény. Jojich konstrukce je uvedena v éasti véno- vané Konstrukei Hidla. PYidavné palivové nadrée se podvésuji na luniverzalni zévéeniky pod trup a kfidlo a jsou odhoditelné 2a letu. Konstrukce je skofepinové a nédrée jsou déleny pfepaikou na pledni a zadni tisek V zadni Saati sou opatfeny stabilizaénima plo’- Kami, Palivo je pfecerpavéno do trupové nédrie & 2 pfetlakem veduchus Pinéni upovych a Idldelnich n4dill se providi centalne pinicim hdlem na nadrii 6.7. Odvedusnéni pinénych nadrsi se pro- vvadi drendénim potrubim pfes dren 1 vzada nahofe. Pinéni plaaunjeh nédrii es provadt plnieim hrdly uumnisténjrai na kazdé nadréi vzedu. Do soustavy potrubi jou téz vlofeny Gistiée nitkého a vysokého flaku a sitka v privodech od delnich a peidawnjch nédrai. Vypousténi paliva z trupovych nédrii se provadi pomoci vypusiného kohoutu na piehradé 28, z kfidelnich a piidavnych nédréi se palivo vypouiti zatkami 2 kaédé nédréc. 2 piidavnych nédrai ize palivo odéerpat specidin{ hadici do letista{ ‘automobilové cisterny. Z potrubi ize odpoustét usazeniny vypoust ‘imi kohouty. Palivova Gerpadia jsou odstfedivé, pokanéna Viastaim ‘lektromotorem chlazenjm paliver protékajicim okolo jeho télesa. V nédrii & 3. a 4 je umistino Serpadio 495B 0 vjkonu 14 000 /min, v nddrai & 2 je Gerpadlo 422A 0 vykonu 8 000 1/min. Spojovaci po- ‘mubi se dali na dodévaci, které ee dodavicu paliva od hlavni ho dodavacino copadia v nddri €.$ do motor, dale na pieéerpé- potrubi pomocného tlaku vaduchn zajigtujici na hladinu trupovjch nédrii, pi davnych nédrif a ptivod. eho tlaku vzduchu k signalizétonim { umobiujick odvzduinéni véech pevnych palivo- vjch nadrat pi jejich pinéni. V potrubi jsou vlodeny sifove cistice, zpétné ventily, enimaée tlaku paliva, élctici clony a dlertici ventily vypoustéci ventily, uzaviraci kohouty, vysilaé spotfeboméru, pojist- né ventily a plovékové ventily. Palivova soustava zajistuje plynulé isGapinin yara do shams nédcie pl eons Senos ent Jetouny a signaizact vycorpant péidaynjoh nédfi, dil ‘eerpani pron skupiny nad, signalizaci oytka paliva, vyerpani Hed skupiny nadul'a vyéerpan! ebimé nade paliva, Jodnolive signalizace jsou zelenjmi faroviami na tablech T-8U2, T-4U2 a T-10, Protipozami soustava zajistuje signaizaci « haseni poté- Tu v motorové sekci trupu a skladé se 2 ionizaéniho éidla podaru 18-3, dale z lahve s hasici ‘dvou ocelovjch kolektorii a elek- trického vedeni. Cidlo pof4ru je symetricky ulofeno na pfehradé28a a 29 nahoie a dole. Lihev s hasici smési je ocelové o obsahu 21 a umisténa je na prehrads 20 v prostora pro Zasouvni pravého pod- vorkového kola. Pracovni tlak smési je 10 + 05 MPa a tato je vyt- Esfiovana v ptipadé aktivizace systému pyropatronou do ocelovjch Kolektori o primézech 06 a 08 mm a lemi do proston: motorove sekee. Signdlni #érovka ,po#ér" je na table T-10 a tlaeitko spout hageni jena levem pults Klimatizaéni soustava zajiituje optimalai podminky v pi- lotni kabiné ve véech redimech lett. Sklada se 2 vzduchoveho radi- toru, Skertici clony, elektricksho rozdélovace vaduciu, turbochla- dige, pojistného a zpétného ventilu, zpéiného ventilu pietlaku, ko- houtu napdjent kabiny a jeho ovlédans, regulétora tlaku ARD-S7V, ventilu regulétora tlaku, termoregulator. TRIVK-45M, blokového relé RP-2, dale vzduchovjch kolekiori a piipoiky pozemini ventilace Kabiny. Kabina je utésnena v mistech vyvedeni ovladacich prvki, potrubi a vedeni av mist dateni laytu kabiny. Jednotlivé soustavy jsou barevné odliseny. Potrubi hydraubiky je Sedé nebo v barvé kovu, potrubi vaduchové instalace a pfislusné agregaty jsou Eemé, kyslikové vedeni a zasobniky jsou modzé, po- ‘trubi palivove instalace je Bluté a lahev s hasici kapalinou a potrubi ppodérni instalace jsou Gervené. Elektricka soustava zojistuje napsjeni piistroji a agrega Jetouna stidavjm 1 stefneamémnpm napetim riznjeh hodnol Zero) liricks energie vot dva stbrociteve akumulstory (ypu 18 SCS {55 Faia ¢ Kapecitou 48 Ak a jrenovilym napetim 2 V, za chodu motoru jsou zdroji energie dva generatory pohanéné hiidelem vy- sokatiabsho stuns motera pepe secuitcry hers poreruie AlatGp napdjenl soustiry clejosmsméto nape pV, Oruky. napéjent oustavy stidavého napett TIS. dGDiiz Teed howove soustara stejnosmémého napéti 24V je napajena piimo z akumulatori. Méniée PO 760 a PO 1800 zajiSfuji napéti 118 V 400 Hz a méniée PT 1b a Pr £00 tifazove napoli 3% 86 V'400 He nuine ke napajond Kars ového systému KSI-2, Elektronické vybaveni letounu sestivé ze spojovaci radiostanice RSIU-5, radiokompasu ARK-10, piijimace navéstnych Maja. MRP-58, larsovcho eyetérmu KSL2 auopllota AP-165, =. Giorjskomera EVM, palubatho odpovideée SOD-a1 M systema rozpoznavani SRZO-2, radiolokatoru RP-21 a systému SARPP. Motor 213 F2s-200 je turbokompresorovy proudovy dvouhiide- lovy motor vybaveny Komorou pfidavného spalovan{ za vystupem 2 plynové turbiny. Kompresor je dvouhtidelovy s tfemi stupni na nizkotlaké Easti a se étyrml stipni na vysokotlaké dst. Spalovact komora je prstencového typu s deseti plamenci. Plynova turbina je opét dvoustuphoveho typu a dvouhtidelova, Piedni vysokotlaly stu- pei je spojen s vysokollakjm stupném kompresoru, zadni nizkot- laky je na stojné htideli s nizkotlaejm (piednim) stupném kompre- soru. V¥stupni systém je vybaven regulovatelnou hnaci tryskow § plynulou regulaci primént ve forsaénim rezimu. Rotor nizkot ho stupné (prini tH stupné kompresoru a zadni nickotlaky stupes plynove turbiny) je ulozen ve tech logiskach, a to v pfednim hlav- nim valeékovém logisiu, stiednim pomocném kulickovém lozisku a zadnim pomocném valeckovém lotisku. Rotor vysokotlakého stupné je ulozen ve dvou hlavnich kuliékovych lotiskéch ve stfedni Gésii rotoru av hlavnim valedkovem lozisku v zadni édsti rotor. Z rotora nizkotlakého stupné je vyveden nahn piedniho olejového Gerpadla a 2 rotora vysokotlakého stupné je vyveden néhon na centraini hiidel skriné pomocnjch nahoni a odtud po zpfevodovani jsou pohanény jednotivé agregéty. Nahon startér-generatoru je ve- den pfes lamelovou spojku a déle dle refimu price ples zépadko- vou i valeékovou spojku. Vystupni systém je ukonéen hnaci tryskou, tora proménlivym primérem optimalizuje vyuiiti v7komu motoni pit ySech regimech. Minimalni primér je nastaven phi reZima maximalnich otééek moto- a, nastaveni od stiednito do plného priméru odpovida regimim minimdlni ai piné forsaze, Ve volnobéhu je také tryska oteviena na rmaximalni primér. ‘Mazani lotisok roioni, néhonii a lozisek sktiné pomocnych pohomi aajistue olejovy systém tvoreny olejovou nédrZi, Cerpadiem s re- ukénim a pojistnym ventilem, fryskami, odsévacim éerpadiem, od- lugovaci, flr, chladigem, signalizatorem minimdiniho tlalzu a potru ‘him. Sysiém je plnén olejem MS-8P, obsah soustavy je 16 I, pracovnt flak je 035 MPa a spotfeba oleje je 12-1,61 za hodinu, Minimaini mnofstvi oleje v instalaci je 7 ltr. Vgzbroj se skléda 2 dvouhlaviiového kanénu GS-23 rage 23 mm 00. ndboji, zaméfovaée ASP-PF-21 a fotokulometu. Na ctyii zavésniky pod Kiidlem Ize zavésit rizné varianty vyzbroje dle zavédovacito diagramu uvedeného na 2vlastnim vykresu. Technicka dat ti 715mm — Délka s trubici PVD 15 760 min ¥ 4125 mm, bea PVD 14 500 mm. Rozchod kel 2790 mm Rozvor kol 470mm ‘Typ a roamér kol hlawniho podvozleu ‘7-908 800 x 00 V Typ a roamér predniho kola KT-102 500 x 160A ‘lak v pneumatikéch —hlavni 08+006 MPa piedni 07-+005 MPa Zavih tlumige avai 29042 mm piedni 8842 mm ‘Tak dusk lavni 3+0,1 MPa péedni 37+01 MPa ‘Mnoéstvi kapaliny v tlumiGi hlavni 2.200 om? edn 650 on Hmotnost kola hlavni 635 kg edn 28 kg Pracovni tak v bradové soustavé 19401 MPa hel sipu lila 67 Plocha Kfidla me ‘hel nastavent kia 0. hel veepstiiidla af ‘hel Sipu stabilizatora 85 Plocha stabilizatora Spt me Uhel Sipu klové plochy 6127 _Plocka kjlové plochy Same Plocha sméroveho kormidla 0968 ri Vichylia stabiztor: "ve sméru lets nabéznd strana nahor Tor oti 1a, ~ kolmo na osu otigeni nabéiné hrana_ nahora 1s dl e ‘Vjehylky smézového kormidla + 5 Plocka prodniho bradiciho sity gaa ne Uhel vychfleni pe bradicino stitu e Normélni valetova hmotnost saizkg Maximaln valetors Rmotnost 9681 kg Max. ryehiost lotu v vce 18.000 m Mea (2.290 km/h) Max, stoupavostv retimu forsi lms Dostup praktic 17300.m Dostup dynamicky 200m Maxima dolet 176 km Maximalni vytrvalost(vjka 10000 m) Lal hod ‘Hydraulicks soustava: celkové mnoist Kapatiny v obou vétvich 281 cbsah nédze hava vetve 1031 edbsah nadie servoinsalace 72-81 tak veduchu pro pietlak 017-028 MPa max, provoari lak Crpadla aig MPa pict lak plymav akurnulétorech SMPa Vaduchovd soustava: obsah lahvi hlavnt instalace 12881 dbsah lahvi nouzove instlace 281 Zaldadnitlak vaduchu v obou vétvich 1-1g MPa lak v bredé pfednito kola 15 MPa tak v bradéch zadniho Fola 1p MPa tlak pi nouzovém bradéni 178 MPa tak ¥ clu odimazove 08 Ma tak v okrub hermetizace 018 MPa Palivova soustava: obsah soustavy bez ptidavaych nédrdi 26001 obsah s podtrupovou nadréi {901 31001 001 33901 absah s dvéma podidlovima nédion 3301 sa sdvéma podiidngn ajednou podtupovou nédrit 49) 4001 Sutaia rin ie ea aor podtrupovou nédrii 8001 4301 pfetlak vaduch0 v trupovyjeh nédrtich ‘021-0093 MPa pietak vaduchu v Kfclovyeh nadrdich ‘41-0063 MPa pietak vaduehu v péidavnych naisich (pe 0068 MPa ignalizovany zbytek pliva 480 + 1001 palivo letecky petroej PIs Fiat dak paliva 010 MPa Motor: dela 460mm —_primér télesa tuebiny 722mm primér komory ptidayného spalovéni 6 mn Imotnost 111673 kg tah plnd forséz a7 kN teplota vj. plymu 740°C nin ors 4800 kN 10°C max. forsdé 3825 KN noe valnobeh STN °CThe aircraft history Many versions of the famous MiG-21 fighter (especially .second and third generation”) are still in service in many former east block" air forces and third world" air forces. This demonstrates the well- known qualities of the fighter, the development of which began about thirty years ago. They were the backbone fighters for thei users in sixties and seventies. It has still ts own position in these air forces today and it is possible it will not be abandoned in the near future, The Mikeyan and Gurevich OKB (experimental aircraft con- struction bureau) was (and still is) the main ,supplier" of fighters to Soviet Army Air Force (V-VS USSR). It's goal was to develop a real new lightweight fighter - interceptor with speeds above M~2. The new fighter had to have the highest possible air combat perfor- mance and maneuvrability and it had to be simple and cheap to maintain and repair, to be able to operate from the front-line or roughly prepared airstrips, This requirement was drafted on the basis of Korean War combat analyses and corresponded with normal V-VS postulates for new fighters, past or future. There were two basic development lines: the first was to construct, an aircraft with ,classic™ slender 87 degrees swept wing angle (e. well-known type of wing from the MiG-19), the second was to use practically new and untested pure delta-shaped wing. This type of wring promised good perfomance with low weight, but was theoreti cally and technically unknown. Because no time remained for re- search and theoretical experiments, it was decided that the problem would be solved by atrial and error" method practically. Two ex- perimental aircraft were constructed and built simultaneously. The first, E-2, was the ,classic" wing type. The fuselage was similar to the late MiG-21 F and its wing was practically the same as on MiG-18, but without large aerodynamic fences on the wings top side, Only one litle fence was on the hottom wing side. This aircraft with RD-9 (AM-9) engine first flew on l4th February 1954. The new RD-11 (AM-L1) two-spool turbojet engine, constructed by SKTu- mansxy, was builtin to this prototype later. This new engine had the output power about 50 EN with afterburner on. The wing was also rebuilt it had one large fence on the wing top side (approx. in the wing Span centre). The aircraft, known as E-2A, first flew in the spring of 1956, An addendum: there were three prototypes de- veloped from E-24: E-80/1, E-80/2 and E-60/3, all equipped with a 5-155 auzxiliary rocket engine located in the fin root. The develop- ment objective was to oblain a high speed, high fight level inform: tion and to develope an interceptor which would be able to reach the high flight levels to attack the enemy high-flying bombers. The tests had limited success, but the aircraft were .short-logged”, ie. they had limited combat range (up to 400 kan) and that was the rea- son why they didn't reach mass production. The prototype E-8) A was practically E-80/1 with a RD-1l ongine. Ten examples were built. The E-4/1 prototype was built as a comparative aircraft to the E-2 It had an identical fusolage and tailplane but absolute new pure dolta wing with a 57 degrees leading edge shape. This wing Rad no top wing side fences, it had only two little bottom side fences. The outer wing ond was pointed, ie. it had no end rib, This aircraft first flew on 16th June 1986, The rear fuselage section was reconstructed as result of the tests. This reconstriction improved the aerodynamic conditions in the nozzle fuselage section. Three litle fences were added to the top side and the wing end got an end rib. This proto- type was named the E-4/2. It was redosigned as the E-5 (or 1-500) when the RD-11 engine was builtin. The fuselage rear section was also changed, the wing end ibs were dolotod and the wing had pointed ends again. The comparison tests between the E-2A and the E-S were practically indecisive with no great differencies be- tween both aircraft. Mr. Mikoyan believed in the new wing, 90 it was decided to continue in the E'S development and bring it into mass production, The model for mass production was to be the E-8/1, It had a reconstructed fuselage , especially the rear section, and a new cockpit canopy. The auxiliary air inlets (maybe for afterburner cooling) were added to the rear fuselage section and two canted ventral fins under the fuselage fin section were replaced by one larger centreline ventral fin. One test light, when the prototype was flown with V.A.Nyefyedov at the controls, ended in a fatal accident. The primary cause was un- stable air action in the air intake into the compressor which event- ually caused the engine to stop. Due to other failures in the fuel sys- tem successive attempts to restart the engine failed. The unstable transition between the primary hydraulic system and the auxiliary electrical system caused the lost of controls in flare. ‘The air inlet was improved by newly positioned the inlet center- body and by adding spill and suction relief doors. The fuel system, hydraulic system and electrical system was also improved. The fur- ther two prototypes, E-6/2 and E-6/3, accomodated these improve ments. These aircraft were armed with two 30 mm NR-20 cannons and two underwing pylons wih K-18 (RS) IR mise launch rae ONS ES SCCSE. TS COND GULANON “CW Meret TRCN BSS production. ‘the MiG-21 was the first line-built in mass production. It was practically identical to the pro-mass production aircraft. It had a nar- Tow and taller fin, two NR-2O cannons and no K-13 pylons and launch rails. the MiG-21 F-13 was very similar to former version. It had a broader and lower fin and a different cockpit canopy. The armament ‘also changed. The port NR-20 cannon was removed (only aerody- namical fairing was located there) and the aircraft carried two underwing pylons with K-13 launch rails. The K-13 IR missile was identical to first AIM-9 Sidewinders captured in the Korean War. Both versions are representants of the MiG-21 first generation" fighters. They were purely classical day-light fighters used only ‘under the good weather conditions and visual target contact. ‘The changes in the fighter combat conception, new air-to-air guided missiles and the results from ,first generation" fighter operations gave rise to the second generation’ MiG-21s. the MiG-21 PF was the first from the new generation. The front (air inlet) fuselage section was reconstructed and new RP-21 Safir radar was installed into the centrebody. This radar could search and track the target in bad weather or af night. The air intake diameter rose from 63) mm up to 870 mm. The doréal spine front section was enlarged because of new electronic equipment and new fuel tanks. The pitot-static boom with vanes was installed on top of the air intake centreline in contrast to low centreline instala- tion on MiG-21 F, probably due to lower possibility of ground dam- age. The NR-2 starboard gun was removed and the underwring py- lons could carry K-13 IR missiles or K-§ (RS-2US) radar-guided missiles. Bombs, unguided air-to-ground rockets or rocket pods could also be carried. The prototype, E-, first flew in 1960, was equipped with the new R-1F2-300 engine with output power of about 60 kN with afterbumer on like on the mass production aircraft. ‘This version had also larger main wheels (from 600 mm up to 800 mm) because of greater aircraft weight. The fuselage main wheel fairings were also larger. ‘the MiG-21 PF1 ana MiG-21 PF 2 were aitterent from the former version only in minor internal construction changes. the MiG-21 PFW was specially built for the North Viet- namese Air Force and was probably only a ,tropicalised PF", ie. anti-corrosion and heat-resistant protection was incorporated. ‘The MGG-21 PFM was radically changed in comparison to the basic ,PF", It had a broader fin with a brake chute fairing in the fin root. This was located in fuselage rear bottom section on the former versions and the brake chute was released only after touchdown. New brake chute position pemnitted release before touchdown. This release sequence radically reduced the landing distance. ‘The fighter combat tactics were overestimated due to only local war experiences. The gun deletion and the orientation only on missile armament was a mistake, so a search for a quick method for its cor- rection had to be developed, the installation of modem. gun equip- ment was practically impossible without radical structural changes, so the GP-§ gun pod was constructed, containing a 23 mm twin-bar- rell GSh-23 cannon with ammunition. The 290 kg pod was mounted under the bottom central fuselage section in place of the underbelly pylon. This was only an emergency solution because the massive pod degraded the aircraft performance. The underbelly extemal tank couldn't be carried, although it was normal practice because of limited internal fuel capacity. The final solution can be seen on third generation" MiG-21 (see next text). This version was also licence-built in Indian HAL factories as the MIG-21 FL. the MiG-21 PF-SP§, also known as the MiG-21 PFS, was equipped with new ,blown" type landing flaps. The Fowler- type flaps used hitherto didn’t absorb the higher wing loading of heavier aircraft at low speeds, so they were replaced by new flaps, which were blown in maximal deflection by air taken away from the R-IIF2S-900 engine compressor stage. This system prevented the airflow separation from landing flap surface in high flap deflections and pemnitted higher aerofoil curvature and higher lifting force. ‘This system is known as .sduv pogranichnogo sloya’" in Russian, or PS in abbreviation. This aircraft also had a broader fin than the one found on former MiG-21 PFM. the MiG-21 PFM (SPS) was practically a FFM" with a SPS Tata Wiig: Tis sw aristgoncy pact ojentcg “eerie ves tked, In conjunction with this a new divided cockpit canopy was constricted, It consisted of two parts, the fixed windshield with inte gtafed armoured glass font part and starboard-open canopy. The ow aevo-cero EMCI ojection voal was used. t improved safety com tons for the plot The piot-static boom moved effet to the ightThe MiG-21 R was first of the .third generation" MiG-21 line. It was constructed in the late sixties from PFM(SPS) as a special rec- onnaissance aircraft. The electronic equipment necessary for recom malssance missions needed additional space in the narrow fuselage, as well as the groaterfucl capacity necessary to improve range (fot reconnaissance aircraft the most Yaportan attribute), The fuselage dorsal spine reconstruction solved this problem. The slim dorsal spine Iaown from the ,F" version changed into a broad dorsal spine with a practlcaly identical crose-secion upto the fin root. 300 litre fuel tank and electronics were located there, The wing we strenghtened to be able to carry two oulboerd underwing pylons orth 420 litre extemal tanks. The underbelly pylon cartied the spe~ cial reconnaissance pods, D-pods ere used for daylight photo duties and are equipped with seven cameras (six A 9 cameras and Aght Schafa-SM stip camera) with diferent focuses used for normal, ob- lique and strip photon The SPO-OR radar aerials covers the whole 360 degrees azimut and ASO-21 radar monitoring and counter- measuring system is used. The pod weight is 288 kg approximately. The R-pod contains an A 89 camera for normal photos and more electronic’ equipment in addition to the electonies used in the D-pod, for example LYRA and MS-81 monitors and recorders. Weight of this pod is about 208 kg. The ED-pod contains wide range of electronics used for enemy radar and radio monitoring and countermeasuring. The N-pod hao photo and electronic equipment optimalised for night photo duties the atude (A-O-A) sensor is located on the port side ofthe nose fuselage section just behind the air intake, Unambiguous distin: guishing macka ofthis version are to small facings located on the sting enda which cover the electtonic aerials and sensors. The Pitot state boom (PVD) without vanes also moved now offel tothe Fight. the MHG-21 S was a small series which rose from the .R ver- fuselage reconstructed back to a fighter. The wing carried only two underwing pylons used ony for amarent, ot for external tanks, the MiG-21 SM was the direct successor of MiG-21 S. It had the new R-13P-300 engine, four-hardpoint wing and improved insti ment equipment. A very important change was the totaly new inter- nally Dulin fwin-barrell 23 mm GSh-22 cannon with 200 rounds. An underbelly extomal tank could aloo be carried. The cannon instal tion required the adding of two debris deflector plates under the suction relief doors, because the gun gases could be sucked into engine at high angles-of-attack and low speed. the MiG-21 SMIT was the MiG-21 SM with an enlarged dorsal spine for larger fuel tan The MG-21 ML, known from literature a8 the .PFMA" as well, was a combination of SM" airframe and the R-1l engine, It had also elder instrumental equipment known from PFM(SPS) version. tae MiG-21 MF is practically a MiG-21 M with & R-19F-900 en- gine. The only one distinguish mark is the cockpit canopy rear-view mirror faiting added to improve the lack of rearward view poss bility known from the PF" version on. Itis necessary to tell that itis not & chundred percent distinguish mark because these fairings were offen added to older sireraft during repairs or general main: tenance. tae MG-21 RF was analogical combination of the .R airframe and equipment with a R1aP-300 engine. tae MHG-21 bis is the lst and top combat value MIG-21 ver- sion. I has a new R-28-200 engine with & KN output with afterbumer on. This engine has identical (oufine) dimensions and hardpoints ae the older Rll and R13 series and it can (according to several sources) be installed into older airframes. It is equipped with up-to- date avionics and it also carries new R-00 close combat It missles. The reconstructed enlarged dorsal spine is the most distinguishable mark Iti greater than on the -MF" version but smaller than on the »SMT. Several aircraft carry new navaid known on the MiG-23 or MiG-23. Its serials are located under the ai intake and on the fin top. The new RP-22 SMA Safir radar has limited look-down shoot down expacity. The fuselage has practically the samo ouine as the SME" except for the dorsal spine and ait intake curvature, but i ictaly reconstructed internally to use up-to-date iateras, A custom in USSR is to produce twin-seatera, developed practically for every warplane, Several twin-sea! versions were. constricted and produced because of the great MiG-21 production line, tae MIG-21 U was a twinsester developed trom the frst generation”, Lowith a-P* and PF" in and radaer and with Fowler fap wings. The prototype was the E-6 U, which had no radar and guns. Only the fst series of the ,U" carried one 127 mm machine gun in the starboard NR-&O cannon faring. AllU" could carry and fre wo Ka9 IR missiles, The main diference isthe two-seat cockpit with divided, starboard hinged canopies, The fuselage has had only two centeline air brates, the front one behind the nose gear witel well and the rear one in front of the ventral fin. ‘The later series had the broader fin and rudder with brake chute fairing used first on the ,PFM" version. This type of fin and rudder was used first on all later two-seaters. The reason for the fin and midder change was probably the improvement of low directional stability in circumstances with a larger spine. These series had also larger 800 mm diameter main wheels. ‘the MHG-21 US was produced under the B46 US prototype and it was practicaly @ MiG-21.U later series (Droader fin and redo) fuselage combined with a SPS wing and comesponding systems The MiG-21 UM was the tinal two-seater version developed from the E-6 UM prototype. It was practically a ,US" airframe with improved instruments and avionics up to the .M" and .MF" stan. dards. The new ejection seats were installed the KM-1U for the front (student's) cockpit and KM-II for the rear (instructor's) cock- pit. The distinguish mark is the UHF aerial on the dorsal spine in front of the fin, the attitude sensor on the front nose section and for- ward-view instructor's periscope installed on the rear canopy frame, This foldable periscope was added because of instructor's require- ments to look straight forward during take-off and control the air- craft when it is necessary. Four underwing pylons could be attached under the wings. This version also has a R-13F-200 engine, The MiG-21 MF technical description ‘The MiG-21 MF is a one-seat supersonic limited all-weather fighter or fighter-bomber of all-metal construction. The MiG-21 MF is a mid-wing cantilever aircraft with triangle shaped wring, all-moving stabilator, sweepback fin and rudder. It is powered by one R-1SF- 300 axial-flow turbojet engine with a modulated afterburner, ‘The MiG-21 MF has a twin-barrell GSh-28 cannon located in the bot- tom part of the fuselage. It has four external wing store stations, Various combinations of guided or non-guided rocket missiles, bombs and rocket launchers can be carried. 480 1 external tanks can bbe carried on two wing stations and 48011 or 8001 extemal fuel tank ccan be attached to the central fuselage station. The wing is tiangutar shape with a 37 degree sweepback and wih a stright tailing edge. Wie a sab and par’ construction ‘which is assembled from longitadinal system (te aparg and longe- Yona), the tensversal system (nbs) and the skin which aloe part of the carying system. Fhe longitudinal system is assembled from the front auxiliary spa, the font spar, the tan opar te Tear gpax the suclary gpa and from longerons. The front auxiliary spar is located in the wing lead- ing edge and passes the entire ienghh ofthe wing span. This tpar i UT thapod and tho part between bs Nos and 2 te mado from dural The spar connections are strenghtened by sieel cover plates ‘Ths oper is tonninated by root mounts, The font spar also pastes rough te extie wing pea and ie mado {tom Utes parts ont middie and outer, Thot: rote is © shaped andthe font patti fade from dural the other parts are fom steel Ths spar divides the wing into two parts according to the 1ib postion, The tbs in front of ihe front spar are positioned nomal to the leading edge trie th te inthe sear pal of wing to portnoned parallel (a Lor titudinal ends of tho aircraft The aleron operating rode and balance Beams pase through this front spar. The fron spar is also terminated By Feet nerunte The main, apes i Joaiod te ee ok ge tween tibs No. and 6 and ie axe a noma to longitudinal xi o Rrselage, The rain spar has an I profi and ie madi fem soe The main undereamage leg Dearings are located inthe joint of this spa and rib No, 8. The tall end ofthis spar on rip No. 61s connected by two bolts to the tront spar, The skin is fixed to the main spar by Sotows The roar epar hs eitlar doserpton ao tho man spar i has 21 pros and is rade om dura has te oot out en ieNG.) ane Ca JOIBE ERIN CRF ING... 1 RAE SURE EE through the whole wing span, it has aC profile and is assembled from two parts, first the ,root" part from rib No. 1 to No. 6 and the second ,outer" part from the rib No. 6 to No. 11. The whole spar is made from steel. The outer part is also reinforced by steel flange plates. The longerons have a L profile, they aro normal to the ribs and they reinforce the skin and also improve the wing rigidity. They are made from dural. The transversal system is constructed from ribs which are normal to the leading edge in the front part of tho wing and paralel to the lon- gitudinal axis of the aircraft in the rear part of tho wing. There are fwenty five ribs in the front part of the wing and eleven ribs in the rear part of the wing. The ribs are made from dural and are pressed from one-piece sheet with relief holes in the front part. The rear wing ribs are assembled from two parts and connected by rivets, Some nbs with higher loading are accordingly reinforced. The skin is made from dural sheets of varying thickness by chemi- cal milling. The thickness of the skin varies from 18mm to 28 ra and up to Smm at the integral fuel tanks, Several devices and units are accomodated in the wing, The front integral tank of 178 litre ca- pacity is positioned in the front part of the wing between ribs No. | and 13. The rear integral tank has 110 litre capacity and is posi- tioned in the rear part of the wing between the ribs No. | and 6. All pars of the wing which come in contact with the fuel are protected against corrosion by chemical antioxidants. Both tanks are con- nected by fuel pipe to fuselage tank No. 2. Each wing tank ha own drain plug on the bottom. Main undercarriage leg well is 1o- cated between the front and main spars. Beside the hydraulical units for u/c operations located here are oxygen tanks and pressurised air tanks. The hydraulical alleron booster BU-45 A is located on rib No, 6 in the zear part of the wing. The landing lights are located in the front part of the wing between ribs No. | and 2 The bleed air for boundary layer control system (SPS system) passes through ducts along the leading edge of the landing flaps. The ducts are made from heat-resistant steel sheet and are connected to the rear spar by rivets and screws. The system needs a 22 + 02mm gap be- iween the trailing edge of the wing the extended flaps to function properly. The gap under the extended landing flap is sealed by a steel Web plate. The trailing edge of this plate slides on the lead- ing edge of the landing flap The external store mounts are made as consoles and located at the connection of the front spar and rib No. 13 (inner pylon) or rib No. 18 (outer pylon) and on the rear part of rib No. 5 (inner pylon) res- pective No. 8a (cuter pylon). The aileron is located in the rear part of the wing between ribs No. 6 and 1 and the rear auxiliary spar. It is constructed from front and oar spar, ribs and 08-15 mm skin The antifutter countorwoight is in the aileron leading edge. The loton is suspended by ball bearing hinges on ribs No. 6,9, and 11. The landing flap is located in the rear part of the wing between ribs No. 1 and 6 and the rear auxiliary spar. It consists of the spar, the leading edge, ribs, honeycomb trailing edge, the traling edge bar and sin. The landing flap hinges are Dust and bearing type and are located on both ends of the flap. The hydraulic actuator is hinged on the leading edge of the flap. The wing is connected to the fuselage by five mounts. On bulkhead No. 13 (by vertical pin 8mm in diameter), No. 16 (by two vertical pins 22mm in diameter and one horizontal pin 16 mm in diameter), No. 22 (by two vertical pins 30 mm in diameter), No. 25 (by vertical pin 18 mm in diameter) and No. 28 (by pin 12 mm in diameter). The tailplane consists of the horizontal al-moving stabilator ad tie ert oa ar ard rune The Houtortal taiplano| consists of io lefl and vight all-moving slabilators also of jab an spat" contruction. The stalltor is Con. structed from the front © profile sper, the main © profile spar, the rear C profile sper and of ribs and skin, All parts ae made irom Sorel except tte main spar whici is made from steeL. Both stabi. fos ava stored by fou vate ad oo Mediz epar eo a gar whut io Sosponod by Hoiaga'to tlie petit ferlage Tho antivibraton counlerwelghts are located atthe last outer rb of the stabllators. The all-moving stabllator is operated by hydraulic acluatere through booster BU-HO B. The fiction damper fs fastened fo tle main spat, The vortcal tailplane conssto of the vertical fn and the rudder. The vertical fin secures optimal longitveinal sa: biity at higher speeds. The fin consists of the front fongeron, the roar oageton tne fin eben fo’ ius erie saat THC ier cet have dural profiles except the steel fin spax The vertical fn is fastened tothe fuselage by mounts fo bulkhead No. 94 and 36 The Tb a°6 nesta ota bt ppar Sovotal kydraaie way and electors equipment are located in the base of the vertical fin The rear white penton light te Wcwted af the lop rear part of the vertical Ex The Pedic tte een tetanic peta rea with different thicknoss from 12 mm af the teasing edge to O8 mm, Thi antici eicy coorrwsight isi he locing aaye or Ge rudder The trailing edge is also used as a fixed balancing surface. The fal ourletepented ly roe all aringu tthe reer ta longeron The fuselage is a semi-monocoque structure and is dividable SOS See De TRA POO, OASYS OR Se eee lation and easy maintenance and repair of the systems or units. The air ducts pass through the front part of the fuselage. The press- lurised cockpit is also positioned here. The fuel tanks are located in the middle section of fuselage and the engine is in the rear, The fur selage is the most difficult part of the aircraft construction. It is as- sermbled from longitudinal system (spars, longerons), the transver- sal system (bulkheads, stations) and from the skin. The longitudinal system is constructed from spars, auxiliary spars and longerons of L profile. Most of the spars and auxiliary spars are made from dural, the remaining are of steel. Longerons are made from dural. The skin ig also mado from dural of different thicknesses from 35 mm to ‘The front part of the fuselage is assembled from four main sections. ‘The first is between bulkheads No. 1 to 3, the second from No. 3 to 6, tho third from No. 6 to 11 and the fourth from No. 11 to 23. ‘The first section consists of the air inlet of fixed and movable parts. ‘The fixed part is the tured edge ring and the movable part is the releasing entrance cone which provides optimal air intake at sub- sonic velocities to the compressor face throughout of wide range of speed, specially above the speed of Mach = 1. The entrance cone assembly is positioned between bulkheads No. I and 3 and has 8 degrees downward (pitch) indication. The fixed part of the cone assembly is constructed from longerons and bulkheads made from ural and the rings from magnesium alloy. The variable cone is con- stricted as the frame with rails and steel cylinders rolling in the magnesium alloy rings. The detachable dural rim and drum are fixed on the frame covering the radar system, The whole part is covered by a fibre-glass cone cover. The variable inlet cone system also serves as boundary layer suction system. Air is used for cool- ing the radar electronics and after that is ducted to the front wheel well and out to the atmosphere. Because the air temperature of the incoming air rises at higher speeds the system encorporates pnewmatical valve which closes and interrupts the airflow above Mach = 135 The nose cone hydraulic actuator and windshield de- icing fluid tank are also in this section. "The second section is divided into two parts by the horizontal bulk- head, The radio equipment and electrical units are in the upper part of this section under a quick-closing panel. The nose gear well is in the bottom part. The nose gear leg is hinged to the steel forging lo- cated between bulkheads No. 6 and Za. The wheel well is covered by two doors. ‘The third section contains mainly the pressurised cockpit, which fs constructed from bulkheads, longerons, spars and a light alloy ca- nopy frame. The armoured front windshield is constructed from three separate sheets (glued together) of silicate glass of total thickness 145 mm. The port and starboard windshield sides and ca- nopy are made from 10 mm acrylic glass. All clear parts are sealed by rubber bands and sealing putty. The canopy opens starboard ‘and is supported by a foldable strut in open position. The rear view periscope is located at the upper part of the clam shell canopy and it is constructed from two separate mirrors both adjustable in the horizontal and vertical position:The canopy can be opened from in- side the cockpit or from outside by a handle on the port side. The ‘canopy is locked by four locks in closed position and the warning light signals the imperfect closure of the canopy. To ensure press- ‘urisation all opening leading into the cockpit are closed and sealed and canopy frame is sealed by a pressurised rubber tube. The ca- nopy frame is hinged to bulkheads No, 9 and 10, The batteries and ppart of the radio equipment are under the cockpit floor. The KM-1M ‘ejection seat rails and locks are hinged to the cockpit floor. The ‘cockpit is insulated against heat and sound by special insulating fabric pads on the sidewalls. The bottom part of third section is covered by quick-closing and swinging panels, ‘The fourth section is divided in the front part into the top and bot- tom part. The rubber fuel tanks are in the upper part between bulkheads No. 18 and 28. Tank Ne. 2 between bulkheads No. 13 and 16 can hold 820 litres, tank No. 3 between bulkheads No. 16 and 20 ‘can hold 340 litres, tank No. 4 between bulkheads No. 20 and 22.can hhold 186 litres, tanic No. § between the bulkheads No. 2 and 25 can hhold 248 lites and tank No. 6 between bulkheads No. 25 and 28 can hhold 168 litres, Dural tank No. 7 can hold 940 litres and is located di- rectly behind the cockpit. The main gear wheel wells are in the ower part of this section between No. 16 and 20 bulkheads, covered by two doors operated by hydraulic actuators. The twin-barzell 28mm GSh-23 cannon is hinged to the bottom part of this section ‘between the bulkheads No. I and 18. This section is partially rein- forced by two spars and two web plates. They serve also as the gun carriage, The gun is covered by partially removable panels. The rear part of cannon cover and part of the skin between the bulk- heads No. § and 11 are covered by heatzesistant 08mm steel sheets. Three air brakes are also in the bottom part of this section ‘operated by hydraulic actuators. The front side air brakes between the bulkheads No. 11 and 18 are made from dural walls, spars, Jongerons and the inner and outer skin. They are hinged by bear- ings to bullthead No. 11 and the corresponding actuators are hinged by gimball suspensions to bulkhead No. 13, The rear air brake is ‘between bulkheads No. 22 and 26 and is similar in construction to the front air brakes. It is hinged to bulkhead No, 22 and the actuator is hinged by gimball suspension to bulkhead No. 26, The engine is in the compartment between bulkheads No, 28 and 28, A builtin