Ricci BHPian



Join Date: Nov 2008 Location: Pune Posts: 807 Thanked: 1,140 Times

MiG-29 Fulcrum : The balance rests on us



Age 6 , I wanted to be truck driver.

Age 7 , I wanted to be a train/engine driver.

Age 8 , things changed again, but for the last time.



Imagine if one fine day, your father says, come on, we're going to see to a jet fighter. Of course, it's exciting, since you'll have seen them flying noisily about, heard from people how fast it goes. But nothing, utterly nothing, prepares you for the personal encounter like this one.



So off we went on the luna, a short journey which probably took what seems like ages today due to the fast machinery I have today - but let's not digress, to the not-so-friendly neighbourhood air force base. Security formalities done, we're led by our host - an IAF officer and friend of my father, to the flight line. Cluster of trees, shrubs and low 2-3 storied buildings block the sight of the runway and hangars, from the entrance.



Then moving along, you see a sight you can never, never forget. If I was Clint Eastwood smoking a cigar, this would be the proverbial "jaw hanging open, cigar dropping" moment, when you see this.







It's unexpected. When you see the MiG-29 for the first time ever - not having seen even a photo or diagram of the jet. I defies convention, it defies what you think a fighter should look like. Think fighter jet, and you think of a pointy nose, fuselage behind it, with rectangular intakes at the side - like an F-15. There's a nose and the intakes are at the side of the nose , at the side of the fuselage.



When you see the MiG-29, you try to make sense of what you're seeing. You see two intakes alright, but there's no nose or fuselage between them. It's ABOVE them. Who would even think of doing this, and why?



And yet, it looks smashing.





You think, why's the pilot sitting high up. How did he even get there ? Why have they left a gap between the intakes ? That thing looks big. More than big, it looks strange. You have pre-conceived notions of where the fuselage and intakes are : either at the sides of the fuselage or up front in the nose, and this defies the convention. This is what convention looks like (F-15 Eagle).









Yet, it's not all that big. Not anymore, at least. But it is a thing of beauty.

Timeless beauty.





Age 8 - I wanted to be fighter pilot.

I wanted to be the guy in there.







As I walked around the MiG, it was growing on me. Those huge gaping intakes, that massive exhaust nozzle. I could crawl inside one!





One hot sultry day in May 1989 changed everything for me.

Meet the Mikoyan Gurevich MiG-29. NATO christened it the "Fulcrum".





Taking to the air for the first time ever, on 6 October 1977, the MiG-29 was the smaller of the TsAGI twins. TsAGI is the Russian aero and hydrodynamics research institute, somewhat of a smaller NASA you might say. The Soviets had already for the news of the new American teen series , how powerful and agile they were, and they had to do something that could match the new threats. TsAGI studies on aerodynamics in the late 1960s and early 1970s suggested designs incorporate wing-body blending to smoothen flows. The previous generation of fighters have very distinct wings and fuselage - the junction where they met was abrupt. Thin wings - thick fuselage.



As basic design progressed, the wings got thicker and longer as they approached the fuselage, becoming LERX - leading edge root extensions. This increased the effective wing area, since much of the fuselage was also effectively the wing.



The Americans were keeping tabs too. Grainy satellite images were meticulously viewed, discovering what appeared to be a new fighter, or two. They were quickly called Ram-K and Ram-L , the Ram denoting the airbase they were spotted at - Ramenskoye airfield, where much of new prototypes are tested.



Two designs were cleared - one larger interceptor that became the Su-27, and one smaller fighter - the Ram-L , that became the MiG-29. From the onset, it was clear that the new jets would have to master both long range and short range air combat - powerful engines and 1:1 thrust to weight ratios were the order of the day, along with loads of electronics.



Around 1984-1985, the first of the MiG-29s entered service with the Russian air force. NATO, long used to encounters with Soviet jets over the Artic or North Sea, or the Baltic , were always ready with their cameras. Predictably, they got their first up close glimpses soon after.







NATO intelligence community went into a frenzy. New Soviet fighter, with new missiles! More, more ! We need more information.



Then in July 1986, Rissala air field in Finland received 6 new, unexpected visitors. Finland has been somewhat neutral in the Cold War, and have operated both western and Russian aircraft in the past. So this group of 6 Fulcrums appearing in Finland, was aimed at getting export orders. The western world got a very close look at the new Russian fighter.



And back home, the IAF too got interested, and not long after, got the first batch of MiG-29s in 1987. The 1980s were an interesting time. The IAF has just received the Mirage 2000s in 1986, and now there was this new jet right after.



The IAF named the MiG-29 the "Baaz", as in hawk. IAF pilots were quick to pit the French Mirage vs the latest Russian fighter. As luck would have it, Lohegaon AFS near Pune was selected to host the new Russian jet.











IAF went on to order 70 of these twin engined fighters. Pune became the first home for these , with 2 squadrons - no. 28, "The First Supersonics" , and no. 47, "The Black Archers". A third squadron formed, in Adampur , no. 223.





Dimensions and weights:

Length: 17.32 m (56 ft , 10 in)

Wingspan: 11.4 m (37 ft 3 in)

Height: 4.73 m (15 ft 6 in)

Wing area: 38 m² (409 ft²)

Empty weight: 10,900 kg

Loaded weight: 15,240 kg (33,730 lb)

Max. takeoff weight: 18,000 kg (44,100 lb)



Powerplant: 2 × Klimov RD-33 afterburning turbofans, bypass ratio 0.3 , convergent-divergent nozzles

5,100 kgf (50.9kN , 11,110 lbf) each

8,300 kgf (81.4 kN, 18,300 lbf) each



Fuel capacity: 4365 litres internal

1500 litres centre-line drop tank

1100 litres x 2 wing drop tanks





Performance

Maximum speed: Mach 2.35 (2,480 km/h, 1,520 mph)

At low altitude: Mach 1.25 (1,500 km/h, 930 mph)



Range:

1,500 km (790 nmi, 930 mi) with maximum internal fuel

2,100 km (1300 mi) with external drop tanks



Service ceiling: 18,000 m (59,100 ft)

Rate of climb: initial 330 m/s average 109 m/s 06000 m[188] (65,000ft/min)



Minimum take off run : 240 metres

Minimum landing run : 600 metres



Sustained turn rate : 22º/sec

Instantaneous turn rate : 28º/sec

Shortest turn radius : 300m at ~450km/h





Maximum G-load:

+9G/-3.5G subsonic (upto ~ Mach 0.85)

+7G supersonic



Design points :

The MiG-29 is primarily a single seat fighter, designed to operate from forward areas , scramble and attack incoming aircraft, or provide air cover for CAS (Close Air Support) aircraft in the vicinity.



The wedge type intake ducts are canted outward approx 8º. They feature ramps to contain the shockwave at supersonic speed. Intakes have hydraulic door that shuts close for ground operation ; the engine breathes through spring-loaded intake grilles on the upper LERX surface, that open when the main inlet door shuts. Door open/shut operation is automatic, triggered by engine start-up and weight on wheels sensors. When the sensors detect weight on wheels with engine running, the doors shut close by hydraulic action. Opening starts when at rotation, weight is "off" the wheels. When landing, the door shuts again when main wheels touch down.



Although this restricts air flow, the MiG-29 can run at upto 800 km/h with the upper louvres alone (with main intake door closed), allowing for emergency operation in case of failure.





The twin large tail fins are placed on LERX booms, and canted outward approx 4º. Upper lip of tail fins is clipped in common Soviet fashion. Tail fins feature RWR (radar warning receiver) and IFF equipment.

Tail fins feature leading edge extension fences containing infra-red (IR) (flares) and radar countermeasures (chaff) cartridges. Each fence holds up to 30 cartridges. In MiG-29M/K and MiG-35, fences deleted and countermeasures moved to spine ahead of the air-brake.



Wings are fixed with 40º leading edge, feature leading edge slats that deploy automatically. Trailing edge has inboard flaps for landing/take off, with ailerons outboard. MiG-29M, K and MiG-35 feature larger wing area, with larger flaps and rounded wing-tip containing ECM equipment.



All moving tail planes (stabilators) perform roll control at high speeds, have 60º leading edge. MiG-29M features larger stabilator, with dog-tooth and extended area.





MiG-29 employs a braking parachute for landing, housed in a dome between engines at the rear fuselage. Air brakes are split with dorsal and ventral surfaced. MiG-29M/K and MiG-35 delete split air brake in favour of single dorsal airbrake and twin parachutes in tail fairing.



Nose gear has 2 wheels with mudguard , retracting backward between engines. Main gear has single wheel, rotating flat and nested in LERX and engine duct. Each gear has a single landing/taxi light.



Pilot sits under one piece bubble canopy, hinged to the rear. Windscreen is also one piece, with no reinforcing metal frame, allowing for unprecedented visibility for Russian fighters. Ejection seat is Zvezda K-36D, regarded by many as the best ejection seat in the world, capable of 0/0 ( zero speed, zero altitude ejection). Rear view facilitated by 3 mirrors in cockpit, attached to windscreen bow. Rear crew/instructor in the two seat MiG-29UB gets a periscope to get a view of forward hemisphere.



The MiG-29 has a very short take off roll due to high lift and high thrust. All controls are hydraulic, with no fly by wire. Handling is benign - resistance to enter normal spins, very resistance to flat spins, recovers to stable flight on releasing controls. Airframe displays exceptional agility despite being a static stable design with no fly-by-wire controls. The MiG-29 can maintain controlled flight up to some 30-35º alpha (AoA) but is restricted to 26º AoA (angle of attack) under regular flight, to prevent stalling and departure from controlled flight. For aerobatic displays or combat manoeuvres, the AoA limitation can be overridden by a switch on the joystick, removing the AoA limitation, which allows the pilot to do this :





MiG-29 pulling a high alpha manoevre - AoA looks like ~120º !



The RD-33 engines can go from idle to full afterburner in 4 seconds, among the best in the world. Engine is very resistance to airflow disturbances, can operate even in zero airspeed as witnessed by the Pugachev's Cobra or the tail slide maneouvres, that demonstrate engine robustness to disturbed airflow conditions. Major issues with engines are short life and short time between overhauls ( 350 hours ), smoky exhaust and high fuel consumption.





While the radar range was nominally held as 100-110km search, the big news was the IRST - Infra-red search and track system. With the radar off or on standby, the IRST could be used to search and track targets as far as 50km in good weather conditions, to launch missiles at a target without emitting any signal - that could warn the target it's under attack. In practice due to AWACS, sneaking up to western aircraft is hard to do, but in absence of AWACS, a MiG-29 could sneak up to and shoot down other aircraft in sort of silent mode.



Later upgrades to the radar achieve better range and resolution, multiple target tracking capability and thus can use BVR/medium range missiles to greater effect.





MiG-29 variants :

Prototypes and early production units:







Some of the early production units had ventral fins, similar to the Su-27. Subsequent production deleted these. The nose gear was moved further back to reduce chance of FOD - Foreign Object Damage, and the strut retracts backward between the intake ducts.









Production jets:

The early MiG-29 was designated MiG-29B, Fulcrum A, with the 2 seat trainer MiG-29UB, as Fulcrum B.











The MiG-29UB sacrifices full combat capability to seat the 2nd crew. The cockpit is moved forward, leaving the nose volume reduced, so the radar is deleted and the 2 seater carries only a passive radar receiver, no transmitter.





The first enhancements came with an eye on increasing fuel capacity, with a raised spine/dorsal fairing, which was designated MiG-29S ( Fulcrum C ).





Here you can tell the difference, the Fulcrum A has a slimmer, single-slope/straight sloped spine, while the Fulcrum C has a fatter, curved spine.



A much revised upgrade was the MiG-29M, which added analog fly-by-wire, more powerful and fuel efficient engines, larger wings and stabilators, better radar, 2 additional wing pylons , more fuel after deleting the intake louvres. Unfortunately, the collapse of the USSR ended this upgrade path.



The navalized MiG-29 , the K model , inherited the new wing and control surfaces from the MiG-29M, along with stronger undercarriage, arrester hook and folding wings. Engines were uprated too, with 8800kgf thrust in afterburner.





The MiG-29K , designated Fulcrum D, also was victim of the collapse, Russia choosing to develop only the Su-33 with its limited cash, and was held in storage until the cash from India's order of the MiG-29K with the aircraft carrier Gorshkov.





The Russians went with smaller upgrades, which spawned the MiG-29SMT, with an even larger, fatter spine for more avionics equipment and more fuel.





Can you see the fat, ugly raised spine? Such a departure from the sleek MiG-29 Fulcrum A.





Another view of the ugly looking but useful hunchback spine of the MiG-29SMT. Fuel capacity went from 4365 to ~5100 litres in the SMT.





The next major upgrade was the revised MiG-29M - now designated MiG-29M1 for single seat and MiG-29M2 for two seat variants. Based on the MiG-29M, the upgrade has new radar with multiple target tracking, increased range and reliability, more ECM jammers, digital fly by wire, smart weapons for ground attack. Eventually, this was marketed at the MiG-35 , without any orders so far.







MiG-35 is simply the MiG-29M2 , following Sukhoi's lead in redesignating models for major upgrades.





Last but not least, RSK MiG built and displayed at several airshows, a MiG-29 with thrust vectoring nozzles, call the OVT. Unlike the Su-30MKI, which has 2D ( pitch control) only thrust vectoring, the MiG-29 OVT has 3D vectoring, it can vector the nozzles at any angle in the X-Z plane, by up to 15º off the axis. This variant has not yet reached production.



Summarizing :



MiG-29 Fulcrum A : first series production , sleek slimline dorsal spine, mainly fighter/interceptor role, ground attack capability limited to unguided rockets and bombs. Max 3000kg ordnance load. Radar search range ~100km.



MiG-29UB Fulcum B : two seat trainer variant of the Fulcrum A. Lacks radar transmitter.



MiG-29S Fulcrum C : raised dorsal spine, gets better radar and ECM, marginally more fuel, 4500kg ordnance load



MiG-29SMT : upgraded MiG-29S , larger/fatter dorsal spine , ~5100 litre fuel capacity, improved N01M radar, full ground attack capability with guided missiles and bombs.



MiG-29M : prototype only



MiG-29K Fulcrum D : developed from the MiG-29M , gets larger wing and flaps, larger stabilator, upper louvre intakes discard, more fuel, approx 5100 litres, gets 2 extra wing pylons with max ordnance load 5500kg, navalization changes being arresting hook, folding wings and stronger undercarriage. Upgraded engine with higher life and more thrust , 8800-9000kg in reheat. Reduced ammunition from 150 to 100 rounds. Radar search range ~130km. Range 2000km on internal fuel , ~3300km with 3 drop tanks



MiG-29KUB : 2 seat variant of the MiG-29K



MiG-29M1 : single seat variant based on MiG-29K production changes, 5500kg ordnance, range 2000km on internal fuel , ~3300km with 3 drop tanks

MiG-29M2 : two seat variant based on MiG-29KUB



MiG-29OVT : prototype with 3D thrust vectoring nozzles. Nozzles can move at 30º/sec, upto 15º off engine shaft axis.



MiG-35 : MiG-29M2 with more uprated avionics, now with phased array Zhuk radar, ECM. Ordnance load ~7000kg. Radar range ~160km for air targets Imagine/remember your childhood days, what did you want to be when you grew? Adults would often ask this question, and your answer would vary on a whim , every few weeks.Age 6 , I wanted to be truck driver.Age 7 , I wanted to be a train/engine driver.Age 8 , things changed again, but for the last time.Imagine if one fine day, your father says, come on, we're going to see to a jet fighter. Of course, it's exciting, since you'll have seen them flying noisily about, heard from people how fast it goes. But nothing, utterly nothing, prepares you for the personal encounter like this one.So off we went on the luna, a short journey which probably took what seems like ages today due to the fast machinery I have today - but let's not digress, to the not-so-friendly neighbourhood air force base. Security formalities done, we're led by our host - an IAF officer and friend of my father, to the flight line. Cluster of trees, shrubs and low 2-3 storied buildings block the sight of the runway and hangars, from the entrance.Then moving along, you see a sight you can never, never forget. If I was Clint Eastwood smoking a cigar, this would be the proverbial "jaw hanging open, cigar dropping" moment, when you see this.It's unexpected. When you see the MiG-29 for the first time ever - not having seen even a photo or diagram of the jet. I defies convention, it defies what you think a fighter should look like. Think fighter jet, and you think of a pointy nose, fuselage behind it, with rectangular intakes at the side - like an F-15. There's a nose and the intakes are at the side of the nose , at the side of the fuselage.When you see the MiG-29, you try to make sense of what you're seeing. You see two intakes alright, but there's no nose or fuselage between them. It's ABOVE them. Who would even think of doing this, and why?And yet, it looks smashing.You think, why's the pilot sitting high up. How did he even get there ? Why have they left a gap between the intakes ? That thing looks big. More than big, it looks strange. You have pre-conceived notions of where the fuselage and intakes are : either at the sides of the fuselage or up front in the nose, and this defies the convention. This is what convention looks like (F-15 Eagle).Yet, it's not all that big. Not anymore, at least. But it is a thing of beauty.Timeless beauty.Age 8 - I wanted to be fighter pilot.I wanted to be the guy in there.As I walked around the MiG, it was growing on me. Those huge gaping intakes, that massive exhaust nozzle. I could crawl inside one!One hot sultry day in May 1989 changed everything for me.Meet the Mikoyan Gurevich MiG-29. NATO christened it the "Fulcrum".Taking to the air for the first time ever, on 6 October 1977, the MiG-29 was the smaller of the TsAGI twins. TsAGI is the Russian aero and hydrodynamics research institute, somewhat of a smaller NASA you might say. The Soviets had already for the news of the new American teen series , how powerful and agile they were, and they had to do something that could match the new threats. TsAGI studies on aerodynamics in the late 1960s and early 1970s suggested designs incorporate wing-body blending to smoothen flows. The previous generation of fighters have very distinct wings and fuselage - the junction where they met was abrupt. Thin wings - thick fuselage.As basic design progressed, the wings got thicker and longer as they approached the fuselage, becoming LERX - leading edge root extensions. This increased the effective wing area, since much of the fuselage was also effectively the wing.The Americans were keeping tabs too. Grainy satellite images were meticulously viewed, discovering what appeared to be a new fighter, or two. They were quickly called Ram-K and Ram-L , the Ram denoting the airbase they were spotted at - Ramenskoye airfield, where much of new prototypes are tested.Two designs were cleared - one larger interceptor that became the Su-27, and one smaller fighter - the Ram-L , that became the MiG-29. From the onset, it was clear that the new jets would have to master both long range and short range air combat - powerful engines and 1:1 thrust to weight ratios were the order of the day, along with loads of electronics.Around 1984-1985, the first of the MiG-29s entered service with the Russian air force. NATO, long used to encounters with Soviet jets over the Artic or North Sea, or the Baltic , were always ready with their cameras. Predictably, they got their first up close glimpses soon after.NATO intelligence community went into a frenzy. New Soviet fighter, with new missiles! More, more ! We need more information.Then in July 1986, Rissala air field in Finland received 6 new, unexpected visitors. Finland has been somewhat neutral in the Cold War, and have operated both western and Russian aircraft in the past. So this group of 6 Fulcrums appearing in Finland, was aimed at getting export orders. The western world got a very close look at the new Russian fighter.And back home, the IAF too got interested, and not long after, got the first batch of MiG-29s in 1987. The 1980s were an interesting time. The IAF has just received the Mirage 2000s in 1986, and now there was this new jet right after.The IAF named the MiG-29 the "Baaz", as in hawk. IAF pilots were quick to pit the French Mirage vs the latest Russian fighter. As luck would have it, Lohegaon AFS near Pune was selected to host the new Russian jet.IAF went on to order 70 of these twin engined fighters. Pune became the first home for these , with 2 squadrons - no. 28, "The First Supersonics" , and no. 47, "The Black Archers". A third squadron formed, in Adampur , no. 223.Length: 17.32 m (56 ft , 10 in)Wingspan: 11.4 m (37 ft 3 in)Height: 4.73 m (15 ft 6 in)Wing area: 38 m² (409 ft²)Empty weight: 10,900 kgLoaded weight: 15,240 kg (33,730 lb)Max. takeoff weight: 18,000 kg (44,100 lb)Powerplant: 2 × Klimov RD-33 afterburning turbofans, bypass ratio 0.3 , convergent-divergent nozzles5,100 kgf (50.9kN , 11,110 lbf) each8,300 kgf (81.4 kN, 18,300 lbf) eachFuel capacity: 4365 litres internal1500 litres centre-line drop tank1100 litres x 2 wing drop tanksMaximum speed: Mach 2.35 (2,480 km/h, 1,520 mph)At low altitude: Mach 1.25 (1,500 km/h, 930 mph)Range:1,500 km (790 nmi, 930 mi) with maximum internal fuel2,100 km (1300 mi) with external drop tanksService ceiling: 18,000 m (59,100 ft)Rate of climb: initial 330 m/s average 109 m/s 06000 m[188] (65,000ft/min)Minimum take off run : 240 metresMinimum landing run : 600 metresSustained turn rate : 22º/secInstantaneous turn rate : 28º/secShortest turn radius : 300m at ~450km/hMaximum G-load:+9G/-3.5G subsonic (upto ~ Mach 0.85)+7G supersonicThe MiG-29 is primarily a single seat fighter, designed to operate from forward areas , scramble and attack incoming aircraft, or provide air cover for CAS (Close Air Support) aircraft in the vicinity.The wedge type intake ducts are canted outward approx 8º. They feature ramps to contain the shockwave at supersonic speed. Intakes have hydraulic door that shuts close for ground operation ; the engine breathes through spring-loaded intake grilles on the upper LERX surface, that open when the main inlet door shuts. Door open/shut operation is automatic, triggered by engine start-up and weight on wheels sensors. When the sensors detect weight on wheels with engine running, the doors shut close by hydraulic action. Opening starts when at rotation, weight is "off" the wheels. When landing, the door shuts again when main wheels touch down.Although this restricts air flow, the MiG-29 can run at upto 800 km/h with the upper louvres alone (with main intake door closed), allowing for emergency operation in case of failure.The twin large tail fins are placed on LERX booms, and canted outward approx 4º. Upper lip of tail fins is clipped in common Soviet fashion. Tail fins feature RWR (radar warning receiver) and IFF equipment.Tail fins feature leading edge extension fences containing infra-red (IR) (flares) and radar countermeasures (chaff) cartridges. Each fence holds up to 30 cartridges. In MiG-29M/K and MiG-35, fences deleted and countermeasures moved to spine ahead of the air-brake.Wings are fixed with 40º leading edge, feature leading edge slats that deploy automatically. Trailing edge has inboard flaps for landing/take off, with ailerons outboard. MiG-29M, K and MiG-35 feature larger wing area, with larger flaps and rounded wing-tip containing ECM equipment.All moving tail planes (stabilators) perform roll control at high speeds, have 60º leading edge. MiG-29M features larger stabilator, with dog-tooth and extended area.MiG-29 employs a braking parachute for landing, housed in a dome between engines at the rear fuselage. Air brakes are split with dorsal and ventral surfaced. MiG-29M/K and MiG-35 delete split air brake in favour of single dorsal airbrake and twin parachutes in tail fairing.Nose gear has 2 wheels with mudguard , retracting backward between engines. Main gear has single wheel, rotating flat and nested in LERX and engine duct. Each gear has a single landing/taxi light.Pilot sits under one piece bubble canopy, hinged to the rear. Windscreen is also one piece, with no reinforcing metal frame, allowing for unprecedented visibility for Russian fighters. Ejection seat is Zvezda K-36D, regarded by many as the best ejection seat in the world, capable of 0/0 ( zero speed, zero altitude ejection). Rear view facilitated by 3 mirrors in cockpit, attached to windscreen bow. Rear crew/instructor in the two seat MiG-29UB gets a periscope to get a view of forward hemisphere.The MiG-29 has a very short take off roll due to high lift and high thrust. All controls are hydraulic, with no fly by wire. Handling is benign - resistance to enter normal spins, very resistance to flat spins, recovers to stable flight on releasing controls. Airframe displays exceptional agility despite being a static stable design with no fly-by-wire controls. The MiG-29 can maintain controlled flight up to some 30-35º alpha (AoA) but is restricted to 26º AoA (angle of attack) under regular flight, to prevent stalling and departure from controlled flight. For aerobatic displays or combat manoeuvres, the AoA limitation can be overridden by a switch on the joystick, removing the AoA limitation, which allows the pilot to do this :MiG-29 pulling a high alpha manoevre - AoA looks like ~120º !The RD-33 engines can go from idle to full afterburner in 4 seconds, among the best in the world. Engine is very resistance to airflow disturbances, can operate even in zero airspeed as witnessed by the Pugachev's Cobra or the tail slide maneouvres, that demonstrate engine robustness to disturbed airflow conditions. Major issues with engines are short life and short time between overhauls ( 350 hours ), smoky exhaust and high fuel consumption.While the radar range was nominally held as 100-110km search, the big news was the IRST - Infra-red search and track system. With the radar off or on standby, the IRST could be used to search and track targets as far as 50km in good weather conditions, to launch missiles at a target without emitting any signal - that could warn the target it's under attack. In practice due to AWACS, sneaking up to western aircraft is hard to do, but in absence of AWACS, a MiG-29 could sneak up to and shoot down other aircraft in sort of silent mode.Later upgrades to the radar achieve better range and resolution, multiple target tracking capability and thus can use BVR/medium range missiles to greater effect.Prototypes and early production units:Some of the early production units had ventral fins, similar to the Su-27. Subsequent production deleted these. The nose gear was moved further back to reduce chance of FOD - Foreign Object Damage, and the strut retracts backward between the intake ducts.The early MiG-29 was designated MiG-29B, Fulcrum A, with the 2 seat trainer MiG-29UB, as Fulcrum B.The MiG-29UB sacrifices full combat capability to seat the 2nd crew. The cockpit is moved forward, leaving the nose volume reduced, so the radar is deleted and the 2 seater carries only a passive radar receiver, no transmitter.The first enhancements came with an eye on increasing fuel capacity, with a raised spine/dorsal fairing, which was designated MiG-29S ( Fulcrum C ).Here you can tell the difference, the Fulcrum A has a slimmer, single-slope/straight sloped spine, while the Fulcrum C has a fatter, curved spine.A much revised upgrade was the MiG-29M, which added analog fly-by-wire, more powerful and fuel efficient engines, larger wings and stabilators, better radar, 2 additional wing pylons , more fuel after deleting the intake louvres. Unfortunately, the collapse of the USSR ended this upgrade path.The navalized MiG-29 , the K model , inherited the new wing and control surfaces from the MiG-29M, along with stronger undercarriage, arrester hook and folding wings. Engines were uprated too, with 8800kgf thrust in afterburner.The MiG-29K , designated Fulcrum D, also was victim of the collapse, Russia choosing to develop only the Su-33 with its limited cash, and was held in storage until the cash from India's order of the MiG-29K with the aircraft carrier Gorshkov.The Russians went with smaller upgrades, which spawned the MiG-29SMT, with an even larger, fatter spine for more avionics equipment and more fuel.Can you see the fat, ugly raised spine? Such a departure from the sleek MiG-29 Fulcrum A.Another view of the ugly looking but useful hunchback spine of the MiG-29SMT. Fuel capacity went from 4365 to ~5100 litres in the SMT.The next major upgrade was the revised MiG-29M - now designated MiG-29M1 for single seat and MiG-29M2 for two seat variants. Based on the MiG-29M, the upgrade has new radar with multiple target tracking, increased range and reliability, more ECM jammers, digital fly by wire, smart weapons for ground attack. Eventually, this was marketed at the MiG-35 , without any orders so far.MiG-35 is simply the MiG-29M2 , following Sukhoi's lead in redesignating models for major upgrades.Last but not least, RSK MiG built and displayed at several airshows, a MiG-29 with thrust vectoring nozzles, call the OVT. Unlike the Su-30MKI, which has 2D ( pitch control) only thrust vectoring, the MiG-29 OVT has 3D vectoring, it can vector the nozzles at any angle in the X-Z plane, by up to 15º off the axis. This variant has not yet reached production.Summarizing :MiG-29 Fulcrum A : first series production , sleek slimline dorsal spine, mainly fighter/interceptor role, ground attack capability limited to unguided rockets and bombs. Max 3000kg ordnance load. Radar search range ~100km.MiG-29UB Fulcum B : two seat trainer variant of the Fulcrum A. Lacks radar transmitter.MiG-29S Fulcrum C : raised dorsal spine, gets better radar and ECM, marginally more fuel, 4500kg ordnance loadMiG-29SMT : upgraded MiG-29S , larger/fatter dorsal spine , ~5100 litre fuel capacity, improved N01M radar, full ground attack capability with guided missiles and bombs.MiG-29M : prototype onlyMiG-29K Fulcrum D : developed from the MiG-29M , gets larger wing and flaps, larger stabilator, upper louvre intakes discard, more fuel, approx 5100 litres, gets 2 extra wing pylons with max ordnance load 5500kg, navalization changes being arresting hook, folding wings and stronger undercarriage. Upgraded engine with higher life and more thrust , 8800-9000kg in reheat. Reduced ammunition from 150 to 100 rounds. Radar search range ~130km. Range 2000km on internal fuel , ~3300km with 3 drop tanksMiG-29KUB : 2 seat variant of the MiG-29KMiG-29M1 : single seat variant based on MiG-29K production changes, 5500kg ordnance, range 2000km on internal fuel , ~3300km with 3 drop tanksMiG-29M2 : two seat variant based on MiG-29KUBMiG-29OVT : prototype with 3D thrust vectoring nozzles. Nozzles can move at 30º/sec, upto 15º off engine shaft axis.MiG-35 : MiG-29M2 with more uprated avionics, now with phased array Zhuk radar, ECM. Ordnance load ~7000kg. Radar range ~160km for air targets Last edited by Ricci : 13th August 2015 at 23:20 .