MiG-29X Multirole Aircraft [CLOSED]

[Hrstrovokia]

Contents:



DESIGN & CONSTRUCTION
COCKPIT & HUMAN MACHINE INTERFACE
RADAR & SENSORS
NAVIGATION & COMMUNICATION
DEFENCE & COUNTERMEASURES
AVIONICS
ENGINES & RELATED SYSTEMS
WEAPONS
SPECIFICATIONS
UPGRADES

MiG-29X Multirole Fighter
Југословенска Савезна Република Хрстровокиа
Hrstrovokia

MiG-29X is a highly manoeuvrable twin-engine lightweight fighter with superb handling that trades endurance for agility and close-combat prowess. It is intended to form the backbone of the YuAF as a multirole fighter, while more sophisticated aircraft such as the AEJ 36 fulfil air superiority roles. The MiG-29X is installed with modern avionics and has the ability to be improved throughout its lifetime through various upgrades thanks to the compatibility with the MIL-STD-1553 standard. It can be refueled mid-air and operated in extremely demanding environments including improvised airfields which more sophisticated aircraft may find challenging. It has rapid reaction capabilities with a highly responsive engine, its powerplant and weapons can quickly be replaced on the ground with a minimum of technical crew ensuring swift turnaround. At $45 million, it is a low cost alternative to more modern fighters while still possessing cutting edge technology.

[Pros: + Excellent Maneuverability & Agility, Responsive Handling, Extended Airframe Lifespan, Mid-Air Refuelling, Brand New Engine, Avionics Systems, Radar & Sensors, Affordable]
[Cons - Limited Range & Endurance, High Fuel Consumption, Limited Ordnance Carrying Capacity]

MiG-29X [X stands for Хрстровокиа or Hrstrovokia] is a 2022 deep modernization of the MiG-29A produced under license by Hrstrovokian Aerospace Systems. HAS is a subsidiary of Yugoimport–SDPR and this project featured extensive technical co-operation and consultation from Utva Aviation Industry, Russian Aircraft Corporation, Israeli Aircraft Industries, VIAM and Klimov. The aircraft is assembled entirely at the HAS factory in Pančevo, Yugoslavia. Each unit cost €45 million, a hefty price tag for what might be deemed, a retrofitted MiG-29A. However, the MiG-29X is a vastly superior aircraft to its predecessor and outperforms it in every category.

Rather than outsource modification to another nation, the Ministry of Defence sought to build the MiG-29X in Yugoslavia through the Lastochka Project; the building of technical expertise and industrial capacity necessary to sustain a competent domestic aircraft manufacturing industry was of vital importance to MoD. It was believed the MiG-29X program would be the first step in such an undertaking while also ending complete reliance on foreign powers for Yugoslavia's defence procurement needs - MiG-29X represents a technological leap for the aviation industry of Yugoslavia. The next move would be to resurrect the Novi Avion project. MiG-29X is currently in service with the Yugoslav Federative Republic of Hrstrovokia & The Mountainous Flat Country of 7 Trees.

DESIGN & CONSTRUCTION

MiG-29X incorporates advanced digital fly-by-wire controls, an all new glass cockpit, enhanced avionics, upgraded engines, and expanded weapons selection. The fuselage of the MiG-29X is made of lightweight aluminum-lithium and aluminium-copper alloys, which provide strength and durability while keeping the weight of the aircraft low. The wings, tail, and other structural components are made of composite materials, such as CFRP [Carbon Fibre Reinforced Polymer], which provide high strength and stiffness with minimal weight. The mount, nacelles, and other components of the engine are made of titanium alloy, which is a lightweight and strong material that is also resistant to high temperatures.

All of the stress-critical materials used in the composition of the wings and fuselage have been replaced with high-strength aluminum-lithium alloys such as 7050-T7451. 7050-T7451 is a high-performance aluminum-lithium alloy used in the fuselage frame, wing spars, and bulkheads. The numbers in the name indicate the specific alloy composition and tempering treatment of the material. The first two digits, "70", indicate that the alloy is part of the 7xxx series of aluminum-lithium alloys, which are known for their high strength-to-weight ratio. The next two digits, "50", indicate that the alloy contains approximately 5% zinc and 2.5% magnesium, which helps to increase its strength.

The "-T7451" designation indicates the tempering treatment that the material has undergone. The "T7" indicates that the alloy has been solution heat treated and then artificially aged, while the "451" indicates that the material has been stretched and then artificially aged. This treatment results in a high-strength material with good toughness and excellent fatigue resistance. 7050-T7451 is highly weldable, which makes it easy to join with other components or parts. It also has good corrosion resistance.

T-1000 CFRP composite is used extensively in the MiG-29X; it features on the wings, radome and other structural components. It is also used in the construction of fairings, landing gear doors, and other non-structural components such as the pipes for the fuel system. T-1000 is made from PAN [polyacrylonitrile] precursor fibres that are processed through a series of steps to create a highly aligned and uniform structure. The resulting carbon fibres are then woven into fabrics or used as unidirectional tapes for use in composites. T-1000 is considered to be one of the strongest and most advanced carbon fibres available, with a tensile strength of up to 7 GPa [gigapascals] and a tensile modulus of up to 320 GPa.

IM7/8552 is a high-strength carbon fibre and epoxy resin composite material that is used in several structural components of the MiG-29X. Specifically, it is used in the construction of the MiG-29X's wing skins, stabilators, and other load-bearing components such as wing spars, engine components, and control surfaces. The use of IM7/8552 allows the MiG-29X to be both lightweight and strong, which is essential for high-performance fighter aircraft. The material has excellent stiffness, fatigue resistance, and damage tolerance, making it well-suited for use in the demanding operating environment of the MiG-29X. IM7/8552 is composed of IM7 carbon fibre and 8552 epoxy resin. IM7 carbon fibre is a high-strength and high-modulus fibre made from PAN.

It has a tensile strength of over 600 ksi [4140 MPa] and a modulus of elasticity of over 33 msi [230 GPa], making it one of the strongest and stiffest carbon fibres available. 8552 epoxy resin is a high-strength, high-temperature curing resin that is specifically designed for use in advanced composite materials. It has excellent mechanical properties, including high strength and stiffness, and can be formulated to provide specific performance characteristics depending on the application.

AA2024 is used on the trailing edges, flaps, speedbrake, vertical tails, rudders, covers and access doors. AA2024 is an aluminum alloy that is composed mainly of aluminum, copper, and magnesium. The numbers "2024" refer to the specific composition of the alloy, where the first two digits indicate the major alloying elements [copper], and the second two digits indicate the form of the alloy [heat-treated]. AA2024 is formed using T6 temper, a heat treatment process that involves solution heat treatment followed by artificial aging, the typical tensile strength of AA2024 is in the range of 469-607 MPa [68-88 ksi]. AA2024 provides a high strength-to-weight ratio, good fatigue resistance, and excellent machinability.

The titanium alloy Ti-5Al-25.Sn has been used to significantly armour the cockpit, fuel tanks, and strengthen other vital components of the aircraft such as bulkheads. This not only makes the aircraft lighter but also reduces radar signature, improves the MiG-29X's reliability and lowers its susceptibility to structural fatigues. Ti-5Al-2.5Sn is composed of 5% aluminum, 2.5% tin, the remaining balance being titanium. The addition of tin in Ti-5Al-2.5Sn improves its strength and toughness while maintaining its excellent corrosion resistance properties. The alloy is also known for its low thermal expansion coefficient, which makes it ideal for use in applications that require dimensional stability under high-temperature conditions.

Ti-6Al-4V titanium alloy bolts are used for critical and high-stress applications such as the airframe, engine, and landing gear. They have high strength-to-weight ratio and are corrosion, fatigue and temperature resistant. Fasteners such as HL10-5, which contain titanium, are used on the wings, fuselage, and tail sections of the aircraft. HL10-5 fasteners have high strength, are lightweight, corrosion resistant, and are versatile. 316L stainless steel bolts are used avionics and other non-structural components due to their high corrosion resistance and strength. Due to their low magnetic permeability, 316L stainless steel bolts are utilized for EMI shielding, effectively protecting electronic components from electromagnetic interference.

The undercarriage and wheels have also been replaced and strengthened with 300M steel alloy. 300M steel is a HSLA [High-Strength Low-Alloy] steel alloy that contains several alloying elements, including chromium, molybdenum, nickel, and vanadium, which contribute to its high strength and toughness. The "300" in its name refers to its minimum yield strength of 300 ksi [kilo-pounds per square inch], while the "M" stands for "modified".

The steel is typically heat-treated to achieve the desired mechanical properties, such as high tensile and yield strength, and good ductility. The alloy is known for its high strength, toughness, and fatigue resistance, as well as its ability to withstand high temperatures and high impact loads. 300M is produced using a VAR [Vacuum Arc Remelting] process, which results in a uniform and fine-grained microstructure that enhances the material's mechanical properties.

The life of the airframe has been extended to 8,000 hours, twice that of the standard MiG-29 model. The MiG-29X has a composition of 45% carbon-fibre composites, 40% metals [aluminum-lithium, aluminium-copper, titanium, steel], and 15% other materials. Metals represents just 25% of the aircraft's surface, further reducing detectability to radar.

RAM in the form of a nanoferrite/liquid-silicone-rubber composite has been utilized to absorb and reduce the reflection of radar emissions, including those in the X-band, Ku-band, and Ka-band frequencies. The canopy of the aircraft is treated with a similar nanocoating to minimize the radar return of the cockpit and pilot. This composite is applied as a coating on the exterior surfaces and panels of the aircraft to decrease its radar cross-section, thus making it less visible to radar while also providing EMI shielding.

The nanoferrite composite was perfected by Military Technical Institute. It is composed of BaFe12O19 [Barium Hexaferrite] and PDMS [Polydimethylsiloxane], which possesses good mechanical properties due to the flexibility and strength of PDMS. The fabrication process of the composite is straightforward and cost-effective, involving solution mixing followed by curing. This composite has excellent microwave absorption capabilities, resulting from the magnetic and dielectric properties of the barium hexaferrite, making it suitable for use in electromagnetic interference shielding and radar-absorbing materials. The RAM is applied as a dallenbach layer.

Moreover, the BaFe12O19 and PDMS composite demonstrates good thermal stability, chemical resistance, resistance to temperature variations, and moisture resistance, making it suitable for application in harsh environments. The nanoferrite particles in the composite provide high magnetic anisotropy, thereby enhancing the absorption of electromagnetic waves, while the PDMS matrix improves flexibility and durability. The application process requires careful attention to detail to ensure that the composite material is evenly distributed across the surface of the aircraft and adheres properly. The composite material needs to be cured fully to ensure that it forms a strong bond with the surface of the aircraft. The radar signature of the aircraft is reduced by four to eight times over the basic MiG-29.

In addition to these upgrades, HAS has replaced 100% of analogue subsystems with electrical or digital components where possible. For internal wiring of electronic and electrical equipment, Seamless-T M22759 Composite Aerospace Wire has been used extensively. M22759 wires are known for their superior electrical properties, including excellent dielectric strength, low dielectric constant, and low loss tangent. Seamless-T M22759 wires feature an additional layer of PTFE tape that is applied over the insulation to provide additional protection against abrasion and cut-through. LITEflight EP Fibre Optic Cable is used in communications systems for its high-speed data transmission with rates of up to 10 Gbps over a single fibre and excellent EMI resistance [electromagnetic interference].

[Hrstrovokia]

COCKPIT & HUMAN MACHINE INTERFACE

The cockpit has a sharply inclined one piece covered windscreen and three internal mirrors which provide the rearward view. The cockpit canopy is made of a high-strength polycarbonate material that provides good visibility and protection for the pilot. Polycarbonate is a clear, colorless plastic that is often used as a lightweight and shatter-resistant alternative to glass. It has been treated with an electrochromic coating which reduces glare, is resistant to impact, heat, and UV radiation. The MiG-29X has an enhanced HOTAS design combined with a Top-Sight E Helmet-Mounted Sight/Display and Digital Light Engine Head-Up Display; the use of these display systems concurrently guarantees excellent situational awareness, permits head movement and reduces pilot fatigue.

The Top-Sight E is a lightweight HMD/S, weighing 1.45kg. It provides a 20° FoV for the pilot's right eye, and calligraphic symbology generated from target and aircraft parameters. Electromagnetic position sensing is employed. The DLE HUD offers several advantages over traditional HUDs with the ability to display high-resolution images and graphics with exceptional clarity, brightness, and contrast. In addition, the DLE HUD can display a wider range of information than traditional HUDs, including synthetic vision, infrared imagery, and enhanced video. The DLE HUD has a resolution of 1280 x 1024 pixels and a FoV of 25° x 22°.

Dedicated information displays are provided with two 147.7mm x 89.1mm x 38.9mm colour liquid crystal MFDs as Primary Flight Display and the second for Radar Display and backup to PFD with a resolution of 720 x 1280 pixels, two 157mm x 127mm x 30mm colour LCDs as Horizontal Situation Display and Radar Warning Receiver Display with a resolution of 640 x 480 pixels. Panels provide information pertaining to engine condition, fuel status, and all other flight instrumentation. Aside from its function in weapon delivery and gunnery, the HUD displays attitude and flight data. The HMD/S presents visual target designation, tracking, acquisition, flight information and communications.

A greater emphasis has been placed on creating a more streamlined, intuitive and ergonomic cockpit layout, this has taken into account feedback from former MiG-29A pilots of the YuAF. The introduction of new computers allow for automated processes that reduce pilot workload and enable voice recognition and voice commands. The pilot is equipped with a Aviator Electronic Flightbook - this device allows the pilot to efficiently collate all information related to the flight on electronic media and synchronises with the cockpit displays. Tablet consists of flight manuals, navigation maps, mission data, performance calculations software and more, allowing the completion of important but non-critical tasks during pre-flight and in flight. All displays, panels and gauges are in the Serbian language using the Serbian Latin alphabet and are easily readable - either in sunlight, in low-light conditions or using NVIS thanks to Illuminated Cockpit Panels. Auditory messages are also in Serbian. Pressurization, air flow and distribution, temperature control, control accessibility have all been reappraised and refined to suit pilot comfort.

LAST Add-On Armour has been added to the cockpit to provide protection against small arms fire, shrapnel, and blast effects. The pilot wears the VKK-15K Anti-G Suit and sits in the K-36D Ejection Seat which is inclined to 10°. The VKK-15K Anti-G Suit weighs 4.65kg and is designed to be worn over a flight suit or coveralls such as DF15 Coveralls. The suit is made of high-strength non-flammable fabrics like nomex and features two types of balancing bladders: a tensioner bladder connected to an oxygen set, and an anti-G device bladder connected to an automatic pressure control through a common connector. The suit also has a soft ventilating system with a connecting pipe to connect to an air conditioning system aboard. The VKK-15K can be used at altitudes of 20km. It helps to maintain balance and prevent loss of consciousness in situations where pilots are exposed to high altitude and low atmospheric pressure.

The K-36D has an excellent operational record, limiting the G load during ejection to 3.5 and thus reduces the risk of spinal injuries. The seat has a weight of 103kg, including the parachute system, survival kit container, emergency oxygen system and rocket charges. The Survival Kit Container is attached to the bottom of the K-36D and can accommodate the LRU-16/P Life Raft, HOOK30 Combat Survival Radio, M84 Machine Pistol with three magazines plus many other useful items. Under certain conditions, the ejection of the pilot will trigger the destruction of sensitive technologies and mission data onboard the MiG-29X to prevent them being acquired by the enemy. The aircraft must be set to WAR mode; this is a complex procedure which must be sanctioned prior to take-off and is usually reserved only for missions over hostile territory.

Note: WAR/PEACE mode is a switch in the cockpit which allows the pilot to instantly shift between maximum MiG-29X engine performance settings, bypass flight control limits set by the FCS [Flight Control System], enables highest priority data encryption and secure data transfer protocols, activates all electronic combat modules and sets them to autonomous modes of operation and wipes mission data and destroys advanced avionics if the pilot ejects.

[Hrstrovokia]

RADAR & SENSORS

The MiG-29 was not designed for an advanced air-to-ground capability; this is substantially improved by the MiG-29X upgrade, which features include air-to-ground radar detection and integrated air-to-ground guided weapons. These new capabilities are thanks to the installation of the EL/M-2052 Active Electronically Scanned Array Radar.

The EL/M-2052 is an advanced X-Band Fire Control Radar designed for air-to-air superiority and strike missions, based on fully solid-state Active Electronically Scanning Array technology. This enables the radar to achieve long detection ranges, high mission reliability and multi-target tracking capabilities. EL/M-2052 can track 64 targets and engage with 4 simultaneously. It can also support high resolution target identification and separation, performing raid assessment at long range, as well as surface moving target detection and ranging. It operates at a peak power of 10 kVA.

For ground attack missions the radar supports mapping, navigation and high resolution imagery with SAR [Synthetic-Aperture Radar], supported with RBM [Real Beam Map], and DBS [Doppler Beam Sharpening] modes. In the anti-shipping role the radar provides long-range target detection, ISAR [Inverse Synthetic-Aperture Radar] classification and tracking. The radar supports pulse doppler and two axes monopulse guard channel, providing all aspect, look-down shoot-down performance, operating simultaneous multi-mode air-to-air superiority and advanced strike missions; it has a FOV of 200° and has a range of 200km for surface and sea targets, 300km for aerial targets.

EL/M-2052 utilizes an array of transmit/receive solid-state modules designed to dynamically shape the radiation pattern using ultra-low side-lobe antenna. The inclusion of the EL/M-2052 provides the MiG-29X with improved defensibility against electronic warfare jamming. By virtue of having multiple TRM [Transceiver Modules], each working independently and transmitting in a different radio frequency, the EL/M-2052 has a lower probability-of-intercept with enemy radar warning receivers and thus the MiG-29X is more difficult to detect and to jam. Each TRM module requires a high-power amplifier to increase the range and signal integrity, the E/LM-2052 accomplishes this with the use of GaN [Gallium Nitride] wide bandgap semiconductors. The YuAF variant of the EL/M-2052 contains 1,500 TRMs. The EL/M-2052 is designed as a modular system, with built in growth capability, computation and memory reserves.

Additionally, MiG-29X is equipped with a OLS-UEM Infrared Search and Track System. OLS-UEM is a long-range electro-optical sensor designed to register heat emissions from other aircraft, helicopters, as well as threats from the ground and sea surface, without itself emitting an electromagnetic radiation signal which prevents detection. The passive system is mounted at the front of the aircraft, and can operate in highly cluttered environments to track single and multiple targets, as well as in slaved acquisition mode. The OLS-UEM's enhanced functionality includes all-aspect search and detection, together with acquisition, recognition, and tracking of airborne targets. The LRF/TD [Laser Rangefinder/Target Designator] enables accurate measurement of slant range and the output of angular coordinates and range values into the MiG-29X's EO [Electro-Optical] sighting and navigation system to provide for target designation for medium-range AAMs and an asynchronous shooting mode for the integrated gun system.

The Top-Sight E HMD/S is coupled to the OLS-UEM IRST and is used to fire the R-73 missile off-boresight. The OLS-UEM system combines a 320 x 256 pixel infrared sensor and a 640 x 480 pixel TV camera achieving the IRST capability need in air-to-air engagements. Besides, a laser rangefinder allows to know the distance from the target with high accuracy at ranges between 200m to 20km. The OLS-UEM has been designed to detect airborne targets at ranges between 15 to 55km. It provides a coverage in azimuth of +/- 90-degree and +60-degree to -15-degree in elevation. OLS-UEM is located inside the dome-shaped cover in front of the cockpit, to the right of the longitudinal axis of the fuselage.

The OLS-K Electro-Optical Targeting System is designed to search, detect and track targets on the ground or at sea. The OLS-K system combines an infrared sensor and a TV camera allowing for detection and tracking of a vehicle on the ground at a distance of 20km and a boat at sea at a distance of 40km. OLS-K has a field of view of 360° into the lower hemisphere. A laser rangefinder calculates the target's location at ranges of up to 20km thus making possible an air-to-ground or air-to-surface engagement. A laser designator takes care of illuminating the intended target on the surface for laser-guided weapons. OLS-K is located in a large aerodynamic cover on the belly of the right engine nacelle, right next to the shaft of the main landing gear.

[Hrstrovokia]

NAVIGATION & COMMUNICATION

The MiG-29X uses the Sigma 95N Inertial and Hybridized Navigation System, which is based upon three highly accurate digital laser gyroscopes. The Sigma 95N is equipped with a GPS/Glonass receiver and provides high-grade navigation performance, accuracy and flexibility. It combines inertial navigation technology with hybridization techniques, GPS data, and advanced sensor fusion algorithms to provide highly accurate and reliable positioning, velocity, and attitude information.

The system's core is its INS [Inertial Navigation System] consisting of accelerometers and gyroscopes, which are integrated over time to calculate position, velocity, and attitude. Hybridization techniques incorporate data from other sensors such as magnetometers, barometers, and GPS receivers to enhance performance and compensate for inertial sensor drift. The system makes use of a powerful multimode Kalman filter to optimize performance by hybridizing inertial and satellite data. It stands up to severe environments, thus supporting the success of even the most demanding missions, including in areas without GPS signals.

The system's ability to operate in challenging environments and its robustness against GPS signal degradation or jamming make it suitable for applications requiring reliable navigation in complex and dynamic scenarios. It is modular and is MIL-STD-1553 compatible whilst requiring reduced maintenance demands compared to previous systems.

Conformal antennas are used extensively on the MiG-29X; they blend seamlessly with the shape of the aircraft, offer benefits for the jet fighter including improved aerodynamics, reduced radar signature, space-saving, multi-band performance, reduced vulnerability, and improved aesthetics. They can help enhance the aircraft's performance, survivability, and reliability in modern combat scenarios.

The 20-22 GPS Conformal Antenna is used to receive GPS [Global Positioning System] signals from satellites in the L1 and L2 bands, which allow the MiG-29X to determine its precise location, altitude, and velocity. The antenna has a stacked patch arrangement that provides right-hand circularly polarized radiation, and it is of conformal construction to meet the contours of the local airframe. The antenna interfaces with the aircraft via a TNC [female] coaxial connector. The 20-22 GPS antenna is intended to enable accurate and reliable GPS reception for navigation and positioning applications in aviation.

The MiG-29X is also equipped with a 20-2004 Conformal GPS/GLONASS Antenna. The 20-2004 is a specialized antenna designed for jet fighters to provide accurate GPS and GLONASS navigation and positioning capabilities. It operates in the GPS L1 and GLONASS G1 frequency bands, and its conformal construction allows it to be shaped to match the contours of the aircraft, making it an ideal choice for installations on modern jet fighters. The antenna has a single patch that provides RHCP [Right-hand Circularly Polarized] radiation, ensuring efficient reception and transmission of signals.

This antenna plays a critical role in the navigation and positioning functions of a jet fighter. It allows the aircraft to receive GPS and GLONASS signals for precise positioning, navigation, and guidance during various mission scenarios, such as air-to-air engagements, air-to-ground operations, and navigation in challenging environments. The omnidirectional azimuth coverage of the antenna ensures that signals can be received from multiple directions, providing comprehensive coverage regardless of the aircraft's orientation in the sky. The conformal construction of the antenna allows it to be integrated seamlessly into the jet fighter's structure, minimizing aerodynamic drag and preserving the sleek profile of the aircraft.

Having both GPS and GLONASS antennas on the MiG-29X provides enhanced positioning accuracy, redundancy, and resilience, global coverage, interoperability, and future-proofing. Utilizing signals from both systems can improve navigation accuracy, ensure reliability in challenging environments, and enable interoperability with other platforms. It also provides flexibility and adaptability to potential changes in satellite navigation technology or operational considerations.

The ANV-241A Multi-Mode Receiver is an integrated navigational system that incorporates signals from multiple types of navigational and landing systems, including GPS [WAAS and LAAS], GNSS [Global Navigation Satellite System], VOR [VHF Omnidirectional Range], MLS [Microwave Landing System], ILS [Instrument Landing System], and integrating them into a single presentation and using the combination of signals to verify the accuracy of others and provide the aircraft's position, altitude, and velocity information. The AN/AVR-241A MMR uses a combination of signals from different navigation sources to improve accuracy and reliability, even in challenging environments such as urban areas or mountainous terrain. It can also automatically switch between different navigation modes as required to ensure uninterrupted navigation information, even if one or more modes become unavailable or degraded.

The 17-4000 Conformal Marker Beacon Antenna is designed to be used as a marker beacon antenna for the MiG-29X's navigation systems. Marker beacons are a type of radio navigation aid that provide precise guidance to pilots during approach and landing procedures. The 17-4000 operates in the VHF [Very High Frequency] frequency range, and is used to mark specific locations along the aircraft's flight path, such as the glide slope for an ILS approach.

For communications, the MiG-29X is equipped with the RT-1990A[C]/ARC-210 Digital Radio. The AN/ARC-210 Multimode Integrated Communications System provides 2-way multimode voice and data communications over the 30-400 MHz frequency range in either normal, secure or jam-resistant modes via LOS or SATCOM links The RT-1990A[C] radio covers a wide frequency range of 1.6 MHz to 60 MHz; it is a software reprogrammable, multi-mode radio providing the aircraft with LOS [Line-Of-Sight], UHF/VHF [AM/FM], anti-jam secure voice/data communications and SATCOM [Beyond LOS Satellite] communications.

The receiver-transmitter radio also includes embedded anti-jam waveforms, including HaveQuick and SINCGARS making it resistant to interference from electrical noise and jamming, and other data link and secure communications features for battlefield interoperability and secure, unimpeded transfer of data, voice, and imagery. The system can communicate with other avionics over a MIL-STD-1553 data bus. The radio has a long range, allowing communication over distances of up to several thousand kilometers, which is useful for long-range missions or when operating in areas with limited communication infrastructure. The RT-1990A[C] aircraft radio provides VHF close air support radio communications on 30-88MHz frequencies, navigation on 108-118MHz, air traffic control on 118-137MHz, land mobile communications on 137-156MHz and maritime communications on 156-174MHz.

It uses a Type 10-3002-2 Conformal L-band Antenna; the 10-3002-2 is used for communication and/or navigation purposes within the L-band frequency range of 960 to 1220MHz. The antenna's conformal design allows it to be integrated onto the exterior of the aircraft, conforming to the shape of the aircraft's surface and which helps reduce drag and minimizes the impact on the jet's performance.

The antenna features omni azimuthal radiation patterns, which means it radiates and receives signals uniformly in all directions around the aircraft, making it suitable for various applications that require 360-degree coverage. The radiation pattern is typical of a quarter-wave monopole antenna over a ground plane, which is a commonly used antenna configuration for aircraft. In terms of performance, the antenna has a gain of greater than 2 dBi, indicating its ability to effectively transmit and receive signals.

The impedance of the antenna is 50 ohms, which is a standard value for many RF systems. The return loss VSWR (Voltage Standing Wave Ratio) is specified to be ≤ 2.0:1, indicating good impedance matching. The Type 10-3002-2 conformal L-band antenna is designed to handle high power, with a peak power handling capacity of 200 watts. It is also suitable for use in lightning-prone environments, as it is rated for Lightning Zone 1A/2A

The Type 10-3003-2 Conformal Tuneable U/VHF Antenna is a multiband conformal tuneable antenna designed for combat aircraft to provide communications in the frequency range from 30MHz to 400MHz, with unused frequency gaps in the bands of 88 - 108MHz and 174 - 225MHz. It offers the capability to switch the RF and tuning control information from a pair of U/VHF radios to a pair of 10-3003 antennas, either under manual control or automatically on a timed interval. The antenna is capable of interfacing with current fast frequency hopping radios and meeting tuning times with modes such as HaveQuick. It is fully conformal, provides lightning protection, and offers equivalent performance to a 22.86cm passive blade. It is suitable for supersonic applications and can fulfill the communication needs of a jet fighter in multiple frequency bands, making it a versatile option for communication purposes such as voice communications, data communications, and other applications within the UHF/VHF frequency range.

Communications security is provided by the CM107E-M Multi-domain Voice/Data Encryptor, which handles secure communications on narrowband or wideband transmission channels. The CM107E-M is a programmable high-grade encryptor designed for protecting voice and data communications, the device can be connected to a variety of networks, including IP [Internet Protocol] and TDM [Time-Division Multiplexing] networks, and satellite communications. The CM107E-M is compliant with international standards for secure tactical communications interoperability, allowing for multi-national/multi-vendor interoperability. It has a standard fill connector for easy key loading and is compatible with EKMS-308F Data Transfer Device Keyfill.

The ADA [Adaptive Digital Antenna] Anti-Jamming System enables continued operation of onboard systems that rely on satellite navigation in active areas of disruption and sophisticated electronic attack. ADA is compatible with a broad range of GNSS. Its advanced technology implements multiple mitigation methods and specialised digital signal processing algorithms allowing for continuous operation of avionic systems that rely on satellite navigation when GPS jammers or other mechanisms are used to jam or disrupt satellite signals. The system uses multiple antennas and advanced signal processing techniques to adaptively steer the receiving antenna's nulls or points of zero reception towards the source of interference. The ADA system is designed to work in real-time, continuously analysing the incoming signals and adjusting the antenna's reception pattern to maintain optimal performance.

One of the most critical aspects of the modern battlefield today is the ability to exchange information in real-time across air, ground and sea forces. This capability vastly increases situational awareness, allows for simultaneous co-ordination of forces and enhances mission effectiveness. To accomplish this task, the MiG-29X is equipped with a Multifunctional Information Distribution System Low Volume Terminal or MIDS-LVT. The MIDS-LVT is fully capable of Link 16 data exchanges. MIDS-LVT is a secure, jam-resistant, high-speed digital data link that allows multiple aircraft, ships, and ground forces to communicate with each other over a wide range of frequencies. It uses advanced encryption techniques to protect sensitive information, and it is designed to be interoperable with a variety of other communication systems.

With Link 16, military aircraft as well as ships and ground forces may exchange their tactical picture in near-real time. Link 16 also supports the exchange of text messages, imagery data and provides two channels of digital voice. Link 16 ensures improved security, boosts capacity of information and data throughput exchanged. It is also jam resistance and can bestow secure voice capability, relative navigation capability, and precise participant location and identification. Link 16 operates over-the-air in the L-band portion [969 – 1206 MHz] of the UHF spectrum [excluding the 1030/1090 frequencies as these are used for IFF].

The M425 IFF [Identification Friend or Foe] Transponder is used to enable friendly forces to identify one another during air operations. The transponder operates on a specific radio frequency and responds to interrogation signals from ground-based or airborne IFF interrogators. It provides critical identification information such as the aircraft's altitude, airspeed, and identity code, allowing other friendly forces to distinguish it from potential threats. The M425 is a small, lightweight unit that can be mounted on the aircraft's exterior and is designed to be interoperable with other IFF systems; it is rugged, making it ideal for use for operations in harsh environments.

[Hrstrovokia]

DEFENCE & COUNTERMEASURES

While a significant effort has been made to ensure that the MiG-29X is difficult to detect, it is by no means a stealth aircraft; providing the platform with the means to survive multiple threats within a hostile environment are vital to its success. The ELL-8260 Self-Protection and Compact Electronic Support Measures System installed onboard provides a unified, coherent defence suite that harnesses all the required components necessary to enhance the survivability of the pilot and platform. As an EW suite controller, the ELL-8260 integrates and fuses data from the Radar Warning Receiver [ELL-8264], Radar Warning & Locating System [ELL-8265], Laser Warning Receiver [LWS-310] and Missile Approach Warning System [MAW-300 & DDM-NG] to provide the pilot with a clear and comprehensive Situational Awareness picture and offers an extensive array of countermeasures.

The ELL-8260 has a dual interface with configurable menu accessible on the Primary Flight Display and a dedicated control panel next to the RWR display. It operates in manual or autonomous modes, allows for customisable countermeasure programs, each component can be turned on or off and provides updates on the RWR display based on threat priority with visual warning cues alongside audio alerts so that the pilot can make informed defensive maneuvers. The ELL-8260 suite acts decisively should the need arise by automatically activating countermeasures depending on threat faced, reducing pilot workload in time critical and high stress situations. The ELL-8260 will dispense Chaff [UV-30MK], Flares [APP-50A] or deploy a towed Decoy [X-Guard] to suppress enemy weapons in operation. The 50mm flares have an extended burn time and high heat signature, thus offering greater protection against heat-seeking missiles.

As part of the ELL-8260 ESM suite, the MiG-29X features the ELL-8264 Radar Warning Receiver combined with the ELL-8265 Radar Warning & Locating System. The ELL-8264 RWR system features a central unit and small broadband spiral antennas installed on the aircraft's fuselage, providing 360° coverage. Upon detecting a radar signal, the system utilizes its multi-channel digital receiver to analyze and classify the emission as a potential threat.

The ELL-8264 detects radar emissions in the 2-18GHz frequency bands. Moreover, the system can identify the radar type emitting the signal, such as a search, tracking, or fire-control radar, which is then displayed on the cockpit's RWR display; this allows it to detect a wide range of threats including ground-based air surveillance radars operating in S-band [2-4GHz], C-band [4-8GHz], and X-band [8-12GHz] radars which are typically used by SAM fire control radars and fighter aircraft radars. Further up the radar spectrum, the RWR frequency range allows the detection of Ku-band [12-18GHz] radars that can be used for target tracking to support SAM batteries.

Thanks to its high sensitivity, the ELL-8264 RWR system can detect potential threats at an improved range, allowing the pilot to take appropriate action upon identifying the direction of the threat displayed on the RWR display. The ELL-8264's Radar DBS technology enables it to precisely locate a wide range of radar threats. The system's autonomous design requires minimal pilot intervention when a threat is detected, minimizing workload and enabling them to focus on avoiding potential threats.

The ELL-8264 RWR system can handle dense electromagnetic environments including airborne, ship-borne, and ground emitters, which are present in the modern battlefield. and is designed with a low life cycle cost, easy maintenance, high reliability, and simple ILS requirements. The system is easily updatable in real-time using PC-based equipment and a user-friendly HMI to add new threats as they emerge. The ELL-8264 RWR works in conjunction with the ELL-8265 RWL; the system operates autonomously with minimal pilot intervention and can utilizes the existing RWR antennas with no pre-mission calibration required.

Upon threat detection, the system provides immediate indication of the threat type, accurate geolocation, and relative kill zone on a moving map in the cockpit or Ground Control Station. The RWL system can interface with jamming systems and can quickly and easily update or add threats using PC-based equipment and a user-friendly HMI.

The ELL-8265 RWL system provides a vital early warning function, with its threat locating capability allowing the pilot to view a precise and comprehensive situational-awareness map in real-time. This enhances the prospects of mission success by providing operational alternatives such as bypassing or attacking the threat. The threat location can also be shared with other mission participants over Link 16, increasing overall situational awareness and collaboration.

The LWS-310 Laser Warning Receiver is a passive laser warning system which receives, processes and displays threat information resulting from aircraft illumination by lasers. The LWS-310 sensors offer wavelength coverage of 0.5-1.7 µm and provide spatial coverage of 360° AZ with four sensors and direction finding capabilities. This allows for appropriate maneuvering to counter threats and break the operator's line of sight. One unique feature of the LWS-310 system is that it can identify specific laser emissions through a User Programmable Threat Library, allowing for improved threat detection and response.

It features high sensitivity, excellent threat coverage and exceptional POI [Probability of Intercept] for single as well as multi-pulse emissions. Direction finding allows appropriate manoeuvring to break operator’s line of sight and counter threats. A unique feature of this system is that it not only classifies laser emissions but can also identify laser emission through a User Programmable Threat Library.

The Missile Approach Warning System is a unique dual focus approach, the MAW-300 operates in the passive ultraviolet spectrum while the DDM-NG covers the passive infrared wavelength. The MAW-300 uses a unique optical design and filter technology, as well as purpose-built image intensifier tubes and photon-counting focal-plane array processors to achieve high sensitivity and long detection range. The system also incorporates digital signal processors to process and analyze data in real-time.

The MAW-300 uses passive ultra-violet [UV] based sensors that operate in the solar blind UV spectrum, and neural net classifiers to ensure low false alarm rates. The system is optimized to react quickly to incoming missiles, regardless of range, to enhance flare countermeasures effectiveness. MAW-300 features an extremely high probability of warning even in highly cluttered background environments and works quickly and consistently in all types of weather. The system provides direction accuracy suitable for cueing DIRCM [Directed Infrared Countermeasures] and dispensing countermeasures decoys in the correct direction. It has a spatial coverage of 110° conical per sensor, and full spherical coverage is achieved with 6 sensors in the vertical and horizontal plane.

The DDM-NG Missile Warning System is a passive imaging infrared system that uses advanced sensor technology and processing algorithms to detect and track incoming missile threats. The system uses state-of-the-art infrared sensors to detect the heat signature of incoming missile threats, including MANPAD missiles, surface-to-air missiles, and air-to-air missiles. The DDM-NG provides the capability to detect MANPAD missiles by identifying their burning engines but can also detect the kinetic heat of missiles even after motor burnout at altitude.

One advantage of passive infrared systems is that they do not emit any signals or radiation, making them difficult to detect by the enemy. This allows the aircraft to remain stealthy and avoid giving away its position. Additionally, passive infrared systems are less prone to false alarms than other types of missile warning systems. They are less susceptible to interference from other sources of heat, such as the sun or other aircraft engines, which can trigger false alarms in other types of systems.

Once a missile threat is detected, the DDM-NG system tracks its trajectory and predicts its point of impact. The system's advanced software uses algorithms to analyze the sensor data and provide real-time information to the pilot. The system provides an audio and visual alert to the pilot in the cockpit, warning them of the incoming missile threat. The system's high angular accuracy ensures that the warning is precise and timely, giving the pilot ample time to take evasive action. The DDM-NG missile warning system has a 360° field of view and long detection range, which allows it to detect threats in all directions around the aircraft from a distance.

In addition to providing early warning of missile threats, the DDM-NG system is also used in conjunction with other countermeasures, such as chaff and flares, to help the aircraft evade incoming missiles. The DDM-NG system has a long detection range and a spherical field of view, which provides comprehensive coverage of the surrounding airspace, giving the pilot ample time to take evasive action in the event of a missile attack. The DDM-NG sensor is placed on the top of the vertical fin.

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AVIONICS

The airborne avionics complex is built around a custom MAGIC Airborne Mission Computer which features a 64-bit Intel Core i7-11900K with 16GB DDR4 RAM; i7-11900K features 8 cores and 16 threads with a base clock speed of 3.5GHz and a boost clock speed of 5.3GHz. There is also a significant graphics generation capability provided by the NVIDIA GeForce RTX 3080 GPU; the RTX 3080 features 10GB of GDDR6X memory, 8704 CUDA cores, and a boost clock speed of 1.71 GHz. The i7-11900K and RTX 3080 have been ruggedized to withstand harsh environmental conditions such as extreme temperatures, humidity, high levels of shock, vibration, and electromagnetic interference. The OS RV Baget 3.0 real-time Operating System is installed on the computer. One of the key features of the OS RV Baget 3.0 is its ability to support multiple processors and cores, allowing it to handle complex, high-performance applications. The operating system is also highly configurable.

The OS RV Baget 3.0 is a deterministic operating system, meaning that it is able to provide guaranteed response times for critical operations - it has a response time to various processes from 1.5 to 200 microseconds. This is essential for real-time applications, where delays or interruptions could have serious consequences. The operating system also offers a range of advanced features, such as support for virtual memory, task scheduling, interprocess communication, and device drivers. It is designed to be highly reliable and secure, with built-in protections against common security threats.

The MAGIC Airborne Mission Computer is designed to provide advanced computing capabilities for a variety of mission-critical applications, such as weapons systems control, navigation systems, sensor processing, and data fusion. It is based on a modular architecture that allows for easy customization and expansion, and it can be configured with a range of processing, memory, and input/output options to meet the specific needs of different aircraft platforms and mission requirements. It is open architecture, modular, expandable with peripheral arithmetic graphics coprocessors and supports multitasking. The MAGIC Airborne Mission Computer is designed to withstand the harsh operating conditions of military aircraft, including high vibration, shock, and temperature extremes. It also includes advanced features for system monitoring and fault detection, as well as support for real-time operating systems and software development tools.

The aircraft's nervous system comprises six multiplex MIL-STD-1553 Avionics Data Buses. The MIL-STD-1553 data bus considerably speeds up communication between the miscellaneous electronic systems and increases its reliability; it is a dual-redundant, synchronous, TDM serial data bus that operates at a data rate of 1 or 2 megabits per second. It is designed to provide reliable and secure communication between avionics subsystems, such as flight control systems, engine monitoring systems, and weapons systems.

The more efficient data exchange system facilitates the integration of add-ons, should the need arise and the additional avionics can be connected to any of the six databuses, which creates numerous upgrade possibilities. The data transmission rate also conforms to the highest existing standard which is the fibre channel [10 Gbps]. The data bus uses a centralized bus controller to manage all communications on the network. The bus controller polls each subsystem on the network to request and transmit data, and also manages data flow, error detection and correction, and fault tolerance.

The FCS [Flight Control System] of the MiG-29X is a full authority, quadruplex digital fly-by-wire system, with all hardware and software components designed to meet their specified functions and to achieve the specified integrity. The FCS provides stability and control augmentation, excellent handling characteristics and high agility. It is designed to enable the pilot to concentrate on the tactical tasks and to fly the aircraft ‘head-up’ in combination with the HOTAS concept applied to the cockpit design. Emergency features have also been embodied in the system design to ensure maximum safety of operation.

These include: low speed recovery, 'g' onset limitation, disorientation recovery facility and automatic reversion. The FCS is designed to provide the necessary measurement computation and surface actuation needed to perform all required manoeuvres, ensuring carefree handling and manoeuvring capabilities. The FCS is also designed to provide basic and higher mode functionalities including: autopilot, auto-throttle, auto-approach, auto-attack and flight director modes.

The FCS is composed of three Flight Control Computers. The FCC's are based on two completely independent channels in order to provide Dual Duplex capability to withstand one failure. Each channel is based on two segregated lanes which are hardware and software dissimilar in order to mitigate common mode failures. The dual channels directly perform the inceptor position acquisition via analog sensors, processes MiG-29X's control laws, and provides digital commands to control the flight control surfaces.

The PRIM [Primary Computer] is responsible for controlling the aircraft's flight path and ensuring that the aircraft remains stable and controllable during flight. It receives inputs from the aircraft's sensors and the pilot's controls and calculates the necessary control surface movements to achieve the desired flight path. The SEC [Secondary Backup] is a backup to the PRIM and takes over control in the event of a failure or malfunction of the PRIM. It also provides additional functions such as air data processing, navigation, and communication. The MCC [Monitor and Command Computer] monitors the operation of the other two FCCs and ensures that they are functioning correctly. It also provides a link between the FCCs and other aircraft systems, such as the engine controls and avionics.

The FCC works in conjunction with the DADC-105 Air Data Computer, which provides inputs from the MiG-29Xs pitot-static probes, temperature sensors, and barometric sensors, to calculate parameters such as calibrated airspeed, Mach number, altitude, and rate of climb/descent. It then converts it to digital data formats, enabling the data to be integrated within the aircraft's computers and other digital systems such as MFDs, HUD, HMD/S, flight control system, navigation system, autopilot, weapon control computers, propulsions systems and many more. The DADC-105 is designed to be highly reliable and accurate, with redundant sensors and processing units to ensure that it continues to function correctly even in the event of failures or malfunctions.

The Cockpit Mission Display Processor processes and displays mission-related information to the pilot on the MFD's located in the cockpit. The CMDP collects and processes data from various sensors, such as radar and targeting systems, and presents this information to the pilot in a user-friendly format. The pilot can use the MFD's to view real-time tactical data, such as target locations, missile engagement zones, and navigation information, as well as to control various aircraft systems, such as weapons and navigation.

The CMDP also allows for data sharing between aircraft in a formation or with ground-based control centre's, allowing for improved situational awareness and coordinated mission execution. The system is capable of improving, sharpening and refining video images from sensors such as the OLS-UEM IRST and OLS-K Targeting System. Additionally, the CMDP handles synthesis of 2D and 3D pictures with the flight-navigation information from the Sigma 95N Navigation System overlaid. The NVIDIA GeForce RTX 3080 can also assist as a coprocessor in mapping, visualization and enhancing the resolution and clarity of video and image feeds.

The entire avionics suit handles task requirements including flight management, graphics processing, communications, stores management, utility and monitoring and other avionics management facilities. Autopilot functions are also provided. Redundancy backup is provided by domestically built ARM-AE1 Airborne Mission Computer which features a 64-bit Intel Core i5 1.9Ghz Quad Core CPU and 16GB of DDR3 RAM which handles digital fly-by-wire controls in case of emergencies and damage to critical systems. There is a final redundancy in the form of a very basic hydro-mechanical backup system for limited flight control capability on losing electrical power; for pilots of the MiG-29X this allows rudimentary control of the stabilators only for pitch and roll axis movements.

Polyaniline-based nanocomposites with graphene and γ-Fe2O3 are used to provide EMI shielding on all avionics, electronic devices and communications equipment. Polyaniline is a conductive polymer that can be easily synthesized and has good electrical conductivity. Graphene is a two-dimensional material with excellent electrical conductivity and mechanical strength. γ-Fe2O3 is a magnetic material with high magnetic susceptibility.

When these materials are combined, they form a nanocomposite that has both electrical and magnetic properties, making it an excellent EMI shielding material. The nanocomposite is applied as a thin film coating to the surface of avionics and electronic devices. The polyaniline in the coating provides a conductive pathway that can absorb and dissipate electromagnetic energy, while the graphene and γ-Fe2O3 provide additional electrical and magnetic shielding.

The use of polyaniline-based nanocomposites for EMI shielding has several advantages over traditional metal shielding methods. The nanocomposites are lightweight, flexible, and can be easily applied as a thin film coating, making them suitable for use in a wide range of applications. Additionally, the nanocomposites can provide superior EMI shielding performance compared to traditional metal shielding methods.

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ENGINES & RELATED SYSTEMS

The power plant are upgraded RD-33MK Turbofan Engines started by the VK-150 Auxiliary Power Unit. The RD-33MK is a two-shaft turbofan engine comprising 11 modules and is equipped with failure detection systems, compressor speed governor, LP turbine exit temperature limiter plus surge, ice and fire detectors.

The new engine has a hybrid digital/hydro-mechanical control system for even better response. The VK-150 APU is designed for engines that require a robust starter and power generator. The purpose of the VK-150 APU is to provide the independent pre-flight aircraft preparation without starting the main engines and their subsequent start-up. In the starter mode, the VK-150 delivers a significant amount of power to initiate the rotation of the main engines. With a power output of 119.42 kW, it overcomes the engine's inertia and compression resistance, facilitating its ignition and startup. This high starting power ensures a reliable and efficient engine start-up process.

Once the main engines are operational, the VK-150 can switch to the generator mode. In this mode, it functions as a power generator, harnessing the rotational energy of the engine. With a power output of 89.51 kW, it converts this mechanical energy into electrical power. This generated electrical power can be utilized to supply the aircraft's electrical systems, avionics, lighting, and other onboard equipment. The generator mode allows the VK-150 to provide independent electrical power, enhancing the aircraft's self-sufficiency and reducing reliance on external power sources.

RD-33MK develops 7% higher thrust than the baseline model, has dual redundancy digitally controlled BARK-93 FADECs and is smokeless unlike earlier RD-33 engines. The RD-33MK engine incorporates noise-reducing features, such as improved fan blades and acoustic liners, which reduce the engine's noise signature. The BARK-93 Full Authority Digital Engine Computer receives data from various sensors on the engine, such as temperature, pressure, and airflow, and uses this information to control engine performance by adjusting fuel flow, turbine speed, and other parameters. The system also improves the function and quality of engine control, significantly reduces the weight and volume of electronic components of the system as well as connecting cables. In the event of total FADEC failure, the system can be overridden and placed in manual mode.

Maximum afterburner thrust has been increased to 9,000kgf [18,000kgf total] and dry weight of 1,145kg compared to original RD-33, through Ti-6Al-2Nb-1Ta-0.8Mo titanium alloy used on the cooled blades. Ti-6Al-2Nb-1Ta-0.8Mo can withstand temperatures up to 550°C without significant loss of strength. The engine mount is made with Ti-6Al-4V titanium alloy, which is composed of 90% titanium, 6% aluminium, and 4% vanadium by weight. Ti-6Al-4V has been additionally heat treated to further improve its strength and other properties, such as fatigue resistance and fracture toughness. Ti-6Al-4V offers a combination of high strength, low weight, excellent corrosion resistance, and good weldability.

Ti-6Al-2Nb-1Ta-0.8Mo is also used in the compressor disks, turbine disks, and other high-temperature components of jet engines. The alloy consists of 6% aluminium, 2% niobium, 1% tantalum, and 0.8% molybdenum, with the remainder being titanium. This alloy is known for its high strength-to-weight ratio, excellent corrosion resistance, and good weldability. It has a melting point of approximately 1,640°C and can withstand temperatures up to 550°C without significant loss of strength. The engine nacelles are created with Ti-5553 titanium alloy; it contains aluminium, vanadium, and niobium, which are alloying elements that contribute to its high-temperature properties. The addition of aluminium and vanadium provides the alloy with good strength at high temperatures, while the addition of niobium enhances its creep resistance and high-temperature stability.

Yttria-stabilized Zirconia is applied as a TBC [Thermal Barrier Coating] to protect high-temperature components in the RD-33MK such as the exhaust nozzles and other integral sections of the engine from the damaging effects of heat. YSZ is a ceramic material that is resistant to thermal and mechanical stresses. When applied as a coating to a metal substrate, it forms a thin layer that acts as an insulator, protecting the metal from high temperatures. YSZ coatings are typically applied using a process called plasma spray deposition, which involves heating the YSZ powder to a high temperature and spraying it onto the metal surface.

YSZ coatings have a number of desirable properties for use as thermal barrier coatings. They have a low thermal conductivity, which means they are effective at blocking the transfer of heat from the hot gas to the metal component. They are also resistant to thermal shock, which means they can withstand rapid changes in temperature without cracking or spalling. YSZ coatings also have good chemical stability, making them resistant to corrosion and oxidation.

In addition to the YSZ applications, the RD-33MK engine compartment features a combination of tungsten-based TPV [Thermophotovoltaic Energy conversion] cells with carbon nanotube nanopaste coatings strategically placed in areas of the engine where high temperatures are encountered. This can include areas near the combustion chamber or exhaust system, where significant heat is generated. Efficient thermal management techniques, such as heat pipes and cooling channels, are employed to ensure that the TPV cells and nanopastes operate within their optimal temperature range. The TPV cells, made of tungsten alloys, have an incredibly high melting point of 3,422°C and are designed to absorb the thermal radiation emitted by the high-temperature engine components. When exposed to this radiation, the TPV cells generate electron-hole pairs, creating a voltage potential across the cell. This voltage is then harvested and converted into electrical power.

The Carbon nanotube nanopastes, which are conductive pastes containing a high concentration of carbon nanotubes, are applied as coatings or layers on heat-absorbing surfaces within the engine. These nanopastes have excellent thermal conductivity, allowing them to efficiently collect heat and transfer it to the TPV cells. The electrical power generated by the TPV cells and nanopastes is collected and integrated into the aircraft's electrical system through the Integrated Drive Generator [IDG]. This involves rectification, voltage regulation, and conditioning of the electrical output to ensure compatibility with the required electrical loads and storage systems.

The exhaust nozzles of the RD-33MK engines are created with Carbon Fibre Reinforced Silicon Carbide as the primary material for the nozzles with Inconel 625 is used for the attachment flanges and other components that require high strength and ductility at lower temperatures. C/SiC is a ceramic composite that offers excellent high-temperature strength, stiffness, and thermal stability, making it well-suited for use in exhaust nozzles that experience extreme temperatures. C/SiC is also highly resistant to thermal shock, which can help to prevent cracking and other forms of damage that can occur in high-temperature environments. It is capable of withstanding temperatures of up to 1,500°C.

Inconel 625 is a nickel-based superalloy that offers high-temperature strength and excellent corrosion resistance at lower temperatures. Inconel 625 is used to fabricate attachment flanges and other components that require high strength and ductility, but do not experience the extreme temperatures seen in the exhaust nozzle. It can withstand temperatures of 982°C. By using C/SiC for the primary material of the exhaust nozzle and Inconel 625 for attachment flanges and other components, the design can take advantage of the unique properties of both materials to create a structure that is both strong and highly resistant to the extreme temperatures and corrosive environments encountered in jet engine exhaust systems.

The RD-33MK retains the same length and maximum diameter as previous models, it also maintains all its advantages such as unrestricted flight control and high stability against ambient disturbances. Incorporated are infrared and optical signature visibility reduction systems. Maximum military thrust in non-afterburning mode is 5,600kgf [11,200kgf total] which is sufficient for cruising and low-speed flight.

The RD-33MK features the KSA-33M Accessory Gearbox which drives generators, hydraulic and oil pumps. The KSA-33M consists of two kinematically independent gearboxes with a separate drive from each engine. Its dual system backup improves safety and the combat survival capability of the aircraft. The aircraft accessory gearbox provides the operation of the aircraft electric and hydraulic systems both on the ground and in the air. The modular design of the engine enables its reconditioning in the field by replacing large blocks, followed by a local repair of a unit and trouble clearing [including compressor blade replacement]. The KSA-33M produces approximately 259.6 kW of power.

Thanks to the large single piece engine cowling and easily accessible position of the engine, a team of 4 technicians can change the engine in just over 2 hours. The RD-33MK is simple to maintain and retains good performance in challenging environments. The RD-33MK engine has a longer service life and requires less maintenance compared to earlier versions, which results in significant cost savings over the engine's life cycle; service life has been increased to 6,000 hours while the time between overhauls [TBO] has been extended to 2,000 flight hours. For easier ground maintenance, an automated diagnostic system [based on a laptop PC] is installed that makes it possible to quickly evaluate the technical condition of the engines.

Unlike some MiG-29SMT and MiG-35 models, MiG-29X does not feature the installation of a 630-litre additional conformal fuel tank; this would create a significantly enlarged front part of the fuselage ridge, in the area directly behind the cockpit. This comes at a cost of range but the excellent agility and manoeuvrability of the baseline MiG-29 remains intact. Instead, MiG-29X features a bolt-on retractable refuelling probe with a GPT-2E Nozzle Assembly which allows for universal refueling couplings that conform both to Russian and NATO standards. The GPT-2E has a maximum refuelling rate of up to 2,500 l/min, allowing the MiG-29X to fully refuel in under 2 minutes. The 190th Tanker Squadron of the YuAF operates 3 Il-78 aircraft capable of carrying out mid-air refuelling; each Il-78 tanker carries fuel tanks with a total capacity of 111,940 litres and have a maximum range of 6,300km.

The MiG-29X has a very short take off roll due to high lift and high thrust. The MiG-29X's RD-33MK engines are highly reactive, providing rapid acceleration from idle to thrust maximum non-afterburning and afterburning settings - they can be powered up from idle RPM to full afterburner in 4 seconds - however, it should be noted that the same engines are fuel thirsty - 1 minute of afterburner will burn through 500 litres of fuel while take off expends another 400 litres [out of 4,300 litres total carried]. The aircraft has a specific fuel consumption rate of 0.77 kg/kgf-sec.

The MiG-29X can take off from a strip of only 240 metres, while with a weight of 13,700kg and traveling at a speed of 300km/h, it can come to a halt in less than 1km when the brake chute is deployed. The distance can be shortened if the aircraft is carrying less weight and moving at a slower speed. Use of the PTK-29 Brake Landing Parachute System shortens the landing sequence of the MiG-29X by 1.5 - 2 times. The system consists of a parachute canopy, a deployment mechanism, and control lines. The canopy is made of a special fabric that is durable and resistant to high temperatures and stresses. The deployment mechanism is designed to release the parachute at the appropriate time during the landing process. The control lines are used to steer the parachute and control its descent. Deploying a parachute on landing also reduces risk of slipping on icy runways.

As an adaptation to rough-field operations, the main air inlet can be closed completely in favour of using the auxiliary air inlet on the upper fuselage. During take-off, landing, and other low-speed manoeuvres, the louvers are fully open, allowing maximum airflow into the engines. This helps to ensure that the engines receive sufficient air to operate at peak efficiency and produce maximum thrust. During high-speed flight, however, the airflow into the engines can become too strong, potentially damaging the engines and reducing their efficiency. To address this, the louvers are partially closed, reducing the amount of air entering the engines and allowing them to operate more efficiently at high speeds.

The MiG-29X's intake louvers are controlled by a system of sensors that monitor factors such as airspeed, engine temperature, and engine performance. Based on this data, the control system adjusts the position of the louvers as needed to ensure optimal engine performance and protect them from damage. Overall, this system helps preventing ingestion of ground debris, particularly useful on airbases which lack consistent maintenance or the aircraft becoming a victim of bird strike.

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FLIGHT CHARACTERISTICS

The length of the fighter jet is 17.32m, whilst the wingspan is 11.36m and the height is 4.73m. The aircraft weighs 10,899kg and has a maximum take-off weight of 19,700kg. The maximum speed is 2,450km/hr and the cruise speed is 1,500km/hr. The normal and ferry range of the aircraft are 1,430km and 2,100km respectively. The service ceiling is 18,000m and the rate of climb is 330m/s or 19,812m/min. The MiG-29X has a G limit of +9/-3 G, which means that the aircraft can withstand up to 9 times the force of gravity in the positive direction [pushing the pilot down into their seat] and up to 3 times the force of gravity in the negative direction [pulling the pilot up and out of their seat], however with the centreline drop-tank full, the MiG-29X is limited to 4G. MiG-29X has a combat radius of 800km.

Designed for high manoeuvrability at high angles of attack, the MiG-29X boasts a maximum AOA of 30 to 40 degrees. The cockpit is equipped with advanced instruments, including an AOA indicator, allowing the pilot to monitor the aircraft's AOA in real-time. In addition, the MiG-29X has favourable stall characteristics, allowing for quick recovery from stalls that may occur during high-angle manoeuvres. This characteristic is crucial in a fighter aircraft, enabling the pilot to swiftly overcome unexpected situations.

The MiG-29X is a highly capable fighter aircraft designed for air superiority missions, but it can also be used for ground attack missions and low-level penetration missions. The aircraft is equipped with advanced sensors and weapons systems that allow it to engage ground targets effectively, and its high speed and manoeuvrability make it well-suited for low-level flight operations. When flying at low altitudes, the aircraft can use its advanced terrain-following radar and other sensors to navigate through difficult terrain and avoid detection by enemy radar.

Operational ranges of the MiG-29X represented by Combat Radius, Normal Range & Ferry Range.

WEAPONS

The weapons load is 4,000kg on 6 underwing hardpoints, with similar weapon choices as the MiG-35. The fighter is armed with a GSh-30-1 30mm Cannon carrying 150 rounds with a rate of fire of 1,400 – 1,800rpm. The cannon is built into the left vortex transition. The GSh-30-1 must be fired in short bursts - a 100 round burst will destroy the barrel. Effective range is 200 to 800m against aerial targets and 1,200 to 1,800m against ground or surface targets.

Standard air-to-air armament consists of x2 R-27 medium/long-range missiles [Semi-active - R-27R1 & R-27ER1 or Infrared - R-27EP1, R-27T1 & R-27ET1] and then a mix of either x4 R-73 short-range missiles [Infrared - R-73E & RVV-MD] or x4 R-77 BVR missiles [Active Guidance - RVV-AE & RVV-SD].

The pilot can fire the highly manoeuvrable R-73E heat-seeker and its variant the RVV-MD using the Top-Sight E HMD/S to designate targets lateral to the aircraft just by looking at them; the R-73 can be fired ±45° off-boresight, the later variant the RVV-MD can be fired ±75° off-boresight. The MiG-29X excels at dogfights, especially at low speeds, and with its Fox 2 missiles inside of 30-40km, it is truly a deadly opponent. Variants of the R-77 - the RVV-AE and RVV-SD - provide the MiG-29X with a BVR [Beyond Visual Range] capability. Ranges are 80km for the former and 110km for the latter. The missiles are "fire-and-forget" within short ranges, over longer distances they are a active radar guided weapon with a midcourse inertial guidance system and datalink support provided by the radar on the launch aircraft. Within 20km of the target, the missile switches to active radar guided mode. The host radar system maintains computed target information in case the target breaks the missile's lock-on.

Strike package options feature the Kh-25 short-range missiles [Semi-active Laser Guided - Kh-25ML, Infrared - Kh-25MTP, Active Radar Guided - Kh-25MAE, SATCOM - Kh-25MSE & Passive Radar Guided - Kh-25MP]. There is also the Kh-29 short-range missiles [Semi-active Laser Guided - Kh-29L]. The MiG-29X can also equip newer Kh-38 missiles, which succeeded the Kh-25 and Kh-29 types, but are not as numerous in the inventories of the YuAF. Kh-38 short/medium-range missiles include [Active Radar Guidance - Kh-38MAE, Infrared - Kh-38MTE, Semi-active Laser Guided - Kh-38MLE & SATCOM - Kh-38MKE].

Advanced air-to-surface options include either Kh-25 anti-radiation variant [Passive Radar Guided - Kh-25MP], Kh-31 medium/long-range missiles [Active Radar Guided - Kh-31A & Kh-31AD - Passive Radar Guided - Kh-31P, Kh-31PK & Kh-31PD] or Kh-35 medium/long-range missiles [Active Radar Guided - Kh-35UE & Kh-35E]. The integration of these weapons to the MiG-29X allows the aircraft to carry out anti-shipping and SEAD/DEAD missions.

Successful tests have also been carried out on a variety of non-Russian weapons with the MiG-29X; these include in the air-to-air role the Israeli Python series [Infrared/Radar Guided - Python-3 & Active Radar Guided - Python-4]. In the anti-ship role, the French Exocet has also successfully been operated - [Active Radar Guided - AM39 Block 2]. And of course, the MiG-29X can equip a number of domestic missiles, rockets and bombs including: Grom missile [TV Guided - Grom-B], LVB-250F bomb - [Laser Guided - LVB-250F] and BR-VZ-M15 128mm rocket - [HE frag - BR-VS-M15].

The latest addition to YuAF missile inventories is the Komet BVRAAM Long-range Active Radar Guided missile. In May 2023, the Procurement and Sales Department of the Ministry of Defence secured domestic production rights to the Komet, with local manufacturing to delegated to Hrstrovokian Aerospace Systems. With a range of between 20km to 100-200km depending on conditions, the Komet is a lethal addition to the weapons carried by the MiG-29X.

The STOL features of the MiG-29X are hugely important to YuAF strategy, as the 128th, 129th & 130th Fighter Squadrons of the 2nd Air Brigade based at Batajnica Air Base are all on Quick Reaction Alert. These units must have a combat readiness level of 95% at all times. Yugoslavian maintenance philosophy calls for standard intervals of Depot Level Maintenance overhauls with minimal front-line servicing required. Engine overhauls can be completed separately when needed. In such situations, the YuAF will rely on stockpiled RD-33MK engines in warehouses and simply replace the specific engine unit until it is repaired, the repaired engine returning to the warehoused stock until required. Pilots undergo constant training within their own squadrons, with the 210th Fighter Training Squadron and against the 220th Aggressor Squadron [Gripen Aggressor, Kfir C.1, F-16A] for dissimilar combat training. YuAF pilots undergo a minimum of 12 hours of flight time per month, which includes both training and operational missions. This flight time is often supplemented by additional simulator and classroom training.

The MiG-29X first flew on April 2nd 2022 at the Centre for Test Flights at Batajnica Air Base and was approved for service by the Technical Testing Centre. It is expected that the MiG-29X will continue in operation until the mid 2030s with 244 machines brought up to standard. The YuAF possess another 25 MiG-29 aircraft in reserve which may go through X conversion in 2023. On October 24th 2023, The Mountainous Flat Country of 7 Trees ordered a colossal 800 MiG-29X aircraft; this confirmed the success and viability of the Lastochka Project and was a massive triumph for the Yugoslav defence industry.

The MiG-29X is now available to order through Wolf Armaments.

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Thank you toJetfreak-7 for the amazing render at the top of the page - he is available for commissions and I highly recommend him! MiG-29 images from DCS credited to Beefdork & Krasniye with additional photographic content credited to Urs Baettig. Yugoslav MiG-29 color scheme credited to Mariusz Wojciechowski. Also, I used MiG-29 Fulcrum by Duke Hawkins book - it's great resource and I recommend it.

[Hrstrovokia]

SPECIFICATIONS

GENERAL CHARACTERISTICS
Crew: 1
Roles: Air Superiority, Strategic Attack, Close Air Support, Intelligence, Surveillance & Reconnaissance, Electronic Warfare, SEAD/DEAD
Length: 17.32m
Wingspan: 11.36m
Height: 4.73m
Wing Area: 38.0m²
Empty Weight: 10,899kg
Loaded Weight: 19,700kg
Fuel Capacity: 4,300L [x6 Internal Fuel Tanks - x4 in Fuselage, x2 in Wings] - [1 Centerline Drop Tank of 1,500L - Total: 5,800L]
Powerplant: 2 × RD-33MK Afterburning Turbofan Engines - Developing - 9,000kgf dry thrust each and 18,000kgf of thrust with reheat

PERFORMANCE
Maximum Speed: 2,450km/hr or Mach 2 at High Altitude / 1,240km/hr or Mach 1 at Sea Level
Range: 1,430km with maximum internal fuel
Combat Radius: 800km
Ferry Range: 2,100km with x1 ventral drop tank - 2,900km with x3 drop tanks
Service Ceiling: 18,000m
G Limits: +9/-3 G
Rate of Climb: 330m/s or 19,812m/min
Wing Loading: 403kg/m2
Angle of Attack: 30 deg
Thrust/Weight: 1.09
Sustained Turn Rate: 15-16 degrees per second at an altitude of around 10,000m
Maximum Turn Rate: 22-25 degrees per second at an altitude of around 1,500m
High-speed Interception Range: 150-200km at high speeds - depending on the specific circumstances
Low-level Penetration Mission Range: 700-800km - depending on the specific circumstances

ARMAMENT
The MiG-29X has 6 Underwing Hardpoints which can accommodate up to 4,000kg of munitions including rockets and bombs.
GUN
x1 30mm GSh-30-1 Automatic Cannon with 150 AO-18 AP-T rounds or HEI rounds
AIR-TO-AIR
R-27 Medium/Long-Range Missiles [Semi-active - R-27R1 & R-27ER1 or Infrared - R-27EP1, R-27T1 & R-27ET1]
R-73 Short-Range Missiles [Infrared - R-73E & RVV-MD]
R-77 Beyond Visual Range Missiles [Active Guidance - RVV-AE & RVV-SD]
Komet Beyond Visual Range Missile [Active Guidance]
AIR-TO-SURFACE
Kh-25 Short-Range Missiles [Semi-active Laser Guided - Kh-25ML, Infrared - Kh-25MTP, Active Radar Guided - Kh-25MAE, SATCOM - Kh-25MSE & Passive Radar Guided - Kh-25MP]
Kh-29 Short-Range Missiles [Semi-active Laser Guided - Kh-29L]
Kh-38 Short/Medium-Range Missiles [Active Radar Guidance - Kh-38MAE, Infrared - Kh-38MTE, Semi-active Laser Guided - Kh-38MLE & SATCOM - Kh-38MKE]
Kh-31 Medium/Long-Range Missiles [Active Radar Guided - Kh-31A & Kh-31AD - Passive Radar Guided - Kh-31P, Kh-31PK & Kh-31PD]
Kh-35 Medium/Long-Range Missiles [Active Radar Guided - Kh-35UE & Kh-35E]

PODS
ELL-8212 Self-Protection Jamming Pod
ELM-20600 RTP Reconnaissance & Targeting Pod

PROPULSION & RELATED SYSTEMS
RD-33MK Afterburning Turbofan Jet Engine
GPT-2E Nozzle Assembly
VK-150 Auxiliary Power Unit
KSA-33M Accessory Gearbox
BARK-93 Full Authority Digital Engine Control

RADAR, FIRE CONTROL SYSTEM & SENSORS
EL/M-2052 Active Electronically Scanned Array Fire Control Radar
OLS-UEM Infrared Track & Search System
OLS-K Electro-Optical Targeting System

DEFENSIVE SYSTEMS & COUNTERMEASURES
ELL-8264 Radar Warning Receiver System
ELL-8265 Radar Warning & Locating System
LWS-310 Laser Warning Receiver
MAW-300 Ultraviolet Missile Approach Warning System
DDM-NG Infrared Missile Approach Warning System
ADA Anti-Jamming System
ELL-8260 Self-Protection & Compact ESM Suite
UV-30MK Chaff Dispensing System [Used with PPR-50 50mm Chaff Countermeasures, PPR-50-17-110 50mm Advanced Chaff Countermeasure & TM-RR-170 50mm Chaff Countermeasure]
APP-50A Flare Dispensing System [Used withPPI-50-1 50mm Infrared Decoy Flares]
X-Guard Towed Active RF Decoy

LANDING & LIFE SUPPORT SYSTEMS
LAST Add-On Armor
K-36D Ejection Seat
VKK-15K Flight Suit
Survival Kit Container
PTK-29 Brake Landing Parachute System

NAVIGATION, IDENTIFICATION & COMMUNICATIONS
Sigma 95N Inertial Navigation System
Multifunctional Information Distribution System Low Volume Terminal
Flight Control Computer
RT-1990A(C)/ARC-210 Digital Radio
CM107E-M Multi-domain Voice/Data Encryptor
ANV-241A Multi-mode Receiver
M425 IFF Transponder

COCKPIT DISPLAY SYSTEMS
Top-Sight E Helmet-mounted Sight/Display System
Digital Light Engine Head-Up Display
SMD-55 Smart Multi-function Display
5.6 LCD Cockpit Display
Illuminated Cockpit Panels

SYSTEM ARCHITECTURE & INFORMATION PROCESSING
Baget 3.0 Real-time Operating System
ARM AE1 Airborne Mission Computer
MAGIC Airborne Mission Computer
DADC-105 Air Data Computer
Cockpit Mission Display Processor
MIL-STD-1553 Avionics Data Bus
Aviator Electronic Flightbook

Cost: $45 million

[Hrstrovokia]

UPGRADES

The MiG-29X is compatible with a number of optional upgrades including: jamming pods, targeting pods, & decoy systems.

Defence & Countermeasures

The ELL-8212 Self-Protection ECM Jamming Pod is the standard jamming system for the MiG-29X, it is used in SEAD/DEAD roles. It is an airborne Electronic Combat self-protection jammer based on cutting edge Active Phased Array technology. This innovative technology enables high sensitivity target detection and transmission of accurate and narrowly focused high power directional beams, creating the most effective target jamming available today. The pod is flight line re-programmable. Using PC-based equipment and user-friendly HMI, threats and jamming techniques may be easily updated or added. It is bolt-on to AA missile stations and has low drag, weighing 100kg.

When the ELL-8212 Self-Protection ECM Jamming Pod and the MiG-29X’s ELL-8260 Self-Protection ESM suite are integrated, they work together to enhance the MiG-29X's defensive capability. The ELL-8260 ESM System detects and identifies radar signals from potential threats through the use of the ELL-8264 Radar Warning Receiver combined with the ELL-8265 Radar Warning & Locating System, providing real-time situational awareness to the pilot. This information is then received by the ELL-8212 ECM Jamming Pod.

The ELL-8264 can detect a wide range of threats including ground-based air surveillance radars operating in S-band [2-4GHz], C-band [4-8GHz], and X-band [8-12GHz] radars which are typically used by SAM fire control radars and fighter aircraft radars. Further up the radar spectrum, the RWR frequency range allows the detection of Ku-band [12-18GHz] radars that can be used for target tracking to support SAM batteries. The ELL-8212 ECM Jamming Pod autonomously selects and employs the appropriate jamming techniques from its predefined repertoire based on the threat information received from the ELL-8260. It actively jams and suppresses the radar signals, reducing the threat's ability to track and engage the aircraft effectively.

By combining these systems, the MiG-29X benefits from a coordinated self-protection approach. The ESM system provides real-time threat detection and situational awareness, while the ECM jamming pod actively counters the identified threats. This integration enhances the aircraft's survivability in hostile environments by minimizing the effectiveness of radar-guided threats.

In addition to the ELL-8212, the MIG-29X also features the X-Guard Towed Active RF Decoy. X-Guard protects the aircraft from radar seeking threats, such as semi-active and active radar guided air-to-air and surface-to-air missiles. The system lures the attacking missiles away from the protected platform, by creating an attractive false target signal which diverts the homing missile from the platform. The smart decoy is designed to defeat advanced tracking techniques, including modern Monopulse and Look on Receive-Only [LORO] techniques. The system is linked to the ELL-8260 ESM suite through a fiber-optic cable and operates over a wide frequency range, to counter various types of radars and missiles. The decoy is retrievable, lightweight at 65kg, low drag and can be deployed several times during a mission. It can withstand up to 9Gs of acceleration, speeds of up to 1,600km/hr and altitudes of up to 15,240m.

One of the primary threats that X-Guard addresses is radar-guided missiles. By deploying the decoy, it effectively lures and diverts these missiles away from the aircraft. This action significantly increases the distance between the aircraft and the incoming missile, reducing the chances of a successful hit. In addition to radar-guided missiles, X-Guard is also capable of countering heat-seeking missiles. By deploying the decoy, X-Guard creates a false heat signature that attracts the missile towards the decoy and away from the aircraft. This diversion tactic effectively reduces the risk of the heat-seeking missile hitting the aircraft.

X-Guard demonstrates its effectiveness in defeating radar systems as well. It possesses the capability to counter various radar systems, including those utilizing monopole and LOBO [Only-Receive-On-Lobe] tracking. Through its sophisticated design and implementation of optic-fiber technology, X-Guard creates confusion in radar tracking, making it challenging for radar systems to accurately track and engage the aircraft. Enemy inspections pose a significant threat to aircraft, as they can provide valuable information to the adversary. However, X-Guard serves as a deterrent to such inspections. By preventing the enemy from gaining clear visual or radar identification of the aircraft, X-Guard helps maintain the element of surprise and reduces the vulnerability of the aircraft to potential attacks.

Sensors

The MiG-29X can employ targeting pods, and of these, the ELM-20600 RTP Reconnaissance & Targeting Pod has been tested and is now fully operational. With its MIL-STD-1553 interface, the EL/M-20600 RTP can be used on any MiG-29X with quick and easy installation. The function of the ELM-20600 RTP pod is to provide the MiG-29X with high resolution radar imagery of ground targets and terrain from stand-off ranges, thus aiding in the delivery of precision munitions in the air-to-ground role. The EL/M-20600 is designed to operate day and night in all weather conditions, including heavy rain, deep cloud cover, fog, smog, battlefield smoke, and man-made camouflage and can operate at altitudes of up to 12,192m. It provides a wide field of view of ±100°. The unit weighs 180kg.

The EL/M-20600 RTP incorporates SAR [Synthetic Aperture Radar] and GMTI [Ground Moving Target Indication] technologies. This combination allows all-weather target acquisition and reconnaissance of both moving and stationary items. Once a target has been acquired, the data can be used by the carrier aircraft or transferred via a net-centric real-time data-link to other aircraft in the same formation, network and/or to a GES [Ground Exploitation Station]. The bi-directional line-of-sight data link has a range in excess of 460km. Following targeting and engagement steps, the EL/M-20600 can perform BDA [Bomb Damage Assessment] of the target kill to update the targets databases generated by the centric network.

The EL/M-20600 RTP provides for flexible mission planning and real time target assessment, allowing the pilot to select and designate targets of interest whilst being aware of updates through automatic change detection. The ELM-20600 has 5 modes of operation including: Spot SAR – high resolution imaging of ground area of interest and stationary ground targets, STRIP SAR – fast imaging of wide ground surface strip along the aircraft ground path, GMTI – detection & display of moving targets over SAR image or geographical map, GTT – [Ground Target Track] – accurate tracking of stationary and moving targets of interest and Sea/ISAR – detection, classification and tracking of seaborne targets.

The EL/M-20600 RTP, when integrated with the Multifunctional Information Distribution System Low Volume Terminal [MIDS-LVT] on board the MiG-29X, enables the relay of critical information between the airborne pod and ground stations, GES, or other military platforms. The ELM-20600 RTP, with its advanced reconnaissance and targeting capabilities, provides high-quality radar images, target tracking, and precise geo-location data. By incorporating the MIDS-LVT communication system, this real-time information can be securely and reliably transmitted to ground stations or command and control centers. The MIDS-LVT acts as a tactical data link, facilitating the exchange of data, voice, and video information between the RTP-equipped aircraft and ground personnel.

This integration allows ground-based operators to receive live updates, including the radar images of ground targets, GMTI/T data, battle damage assessment results, and other relevant information. The MIDS-LVT ensures the timely and secure transfer of this vital intelligence, enhancing situational awareness and enabling informed decision-making based on the data provided by the ELTA ELM-20600 RTP. Through seamless integration, the combined capabilities of the RTP and the MIDS-LVT offer a comprehensive solution for real-time information relay and enhanced operational effectiveness in defence scenarios.

[Hrstrovokia]

VHF-Band RCS

VHF-Band MiG-29X Top View

For larger picture click here

VHF-Band MiG-29X Trimetric

For larger picture click here

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L-Band RCS

L-Band MiG-29X Top View

For larger picture click here

L-Band MiG-29X Trimetric

For larger picture click here

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S-Band RCS

S-Band MiG-29X Top View

For larger picture click here

S-Band MiG-29X Trimetric

For larger picture click here

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X-Band RCS

X-Band MiG-29X Top View

For larger picture click here

X-Band MiG-29X Trimetric

For larger picture click here

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RCS projections thanks to the United Federation of New Vihenia. This work was done as part of a commission and I highly recommend him! Thank you so much New Vihenia!

[Hrstrovokia]

Prior to the commissioning of the MiG-29X project, the Procurement and Sales Department of the Ministry of Defence, at a request by the General Staff of the Yugoslav Defence Forces and National Defence Council, conducted a study into the relevance of the MiG-29 platform in today's defence environment. This is the result of that study:

Introduction

Since its debut in the 1980s, the Mikoyan MiG-29, a twin-engine jet fighter developed during the Soviet era, has been a prominent figure in the global defence arena. Originally designed as an air superiority fighter to rival the American F-15 and F-16, the MiG-29 has undergone several improvements over the years to enhance its combat capabilities. However, in the face of rapid advancements in aerial combat and new technological developments, it is essential to evaluate whether modernising the MiG-29 can maintain its relevance and effectiveness in today's military operations. This report aims to delve into the advantages and disadvantages of the MiG-29, explore the potential benefits of modernisation, and address the challenges it faces in an increasingly competitive global military environment.

A Concise Introduction to the MiG-29

During the Cold War, the Soviet Union sought a highly manoeuvrable air superiority fighter, leading to the design of the MiG-29. Its NATO reporting name, "Fulcrum," has become synonymous with its outstanding performance. Equipped with a high thrust-to-weight ratio, superior aerodynamics, and powerful engines, the MiG-29 possesses exceptional agility and excels in short-range air combat. Its infrared search and track [IRST] system, along with a powerful radar, enhance its ability to detect and engage moving targets.

Advantages and Limitations

The MiG-29 already boasts several qualities that can be further harnessed through modernisation. Its agility and aptitude for close combat remain formidable even in modern times, while its robust construction allows operations from underdeveloped airfields, providing strategic flexibility. Additionally, the MiG-29's cost-effectiveness and the familiarity of operating nations with the platform serve as advantageous factors.

However, certain limitations demand attention. The aircraft's short range and limited payload capacity pose challenges for extended missions and advanced weapon systems. Inferior avionics compared to contemporary fighters and a relatively high maintenance requirement may hinder its competitiveness. Moreover, the shift towards multi-role capabilities in modern aerial warfare leaves the MiG-29 at a disadvantage compared to more versatile platforms.

The Advantages of Modernisation

Modernising the MiG-29 presents an opportunity to address its shortcomings and leverage its inherent capabilities, potentially extending its relevance in the military industry. Key areas for modernisation include:

Avionics: Upgrading the MiG-29's avionics suite, encompassing radar, electronic warfare systems, and communication systems, could significantly enhance situational awareness and survivability in hostile environments. Integration with contemporary armament systems, such as beyond-visual-range [BVR] missiles and precision-guided bombs, would augment its combat prowess and operational range.

Engines: Upgraded engines can address the MiG-29's range, fuel efficiency, and reliability concerns, enabling longer missions and reducing maintenance demands.

Airframe and Stealth: Incorporating new materials and stealth technologies into the airframe can reduce radar cross-section and weight, further enhancing manoeuvrability and survivability.

Multi-role Capabilities: Expanding the MiG-29's capabilities to include ground attack and reconnaissance missions would transform it into a more versatile asset for modern militaries.

Addressing Challenges

While modernisation offers potential benefits, several challenges must be considered:

Cost: Modernisation efforts can be prohibitively expensive compared to purchasing newer, technologically advanced aircraft. Decision-makers must weigh the costs and benefits of modernising against procuring contemporary platforms like the F-35 or Su-57.

Obsolescence: Rapid technological advancements may limit the MiG-29's ability to compete effectively against state-of-the-art platforms like the F-35 and Su-57, which possess cutting-edge avionics, stealth capabilities, and integrated sensor suites.

Export Restrictions: Many MiG-29 operators face export restrictions, limiting access to advanced Western technology critical for modernisation. This may compel some nations to rely on less sophisticated or incompatible systems, potentially diminishing modernisation benefits.

Maintenance and Support: Even after modernisation, the MiG-29 may still require more maintenance compared to newer aircraft designed for lower upkeep. This could offset some advantages gained through modernisation.

Considering the Competition

Contemporary platforms like the F-35, Su-57, and J-20, designed with multi-role capabilities, advanced stealth, and integrated sensors, surpass a modernised MiG-29 in overall performance and versatility. While the MiG-29 excels in agility and close combat, these newer aircraft are optimised for broader operational roles and strategic flexibility.

Conclusion

Modernising the MiG-29 presents an opportunity to address its weaknesses and build on its strengths, potentially extending its relevance in the global military industry. However, the costs and challenges associated with modernisation, coupled with the emergence of technologically superior platforms, raise questions about the MiG-29's long-term viability as a competitive defence asset. Decision-makers must conduct comprehensive analyses of their nation's specific security requirements and financial constraints before committing to modernisation. For some nations, modernising the MiG-29 may be a viable means of bolstering their aerial combat capabilities, while others may find investing in more advanced platforms to be a more realistic and cost-effective solution. Ultimately, the MiG-29's continued relevance in modern warfare depends on successful modernisation efforts and adaptability to the evolving demands of aerial combat.